GEOFF ROBISON PRES IDENT, VI NTAGE AI RCRAFT ASSOCIATION Winter thoughts

ere's hoping everyone exciting new project for the VAA the years drove the majority of the had wonderful Christ­ area on the AirVenture grounds. changes that you'll see, which will mas and New Year's cel­ The Vintage Aircraft Association consolidate interest areas and ex­ H ebrations. The holidays board of directors voted this past hibits and create pathways that will have proven to be a busy time for fall to erect a new vintage hangar­ allow members to more directly get me. I had the pleasure of launch­ style structure in the Vintage area to the places they wish to access. ing out on the EAA B-17 Tour last of operations at Wittman Field Campground changes are also on March, and it ended up that I was in Oshkosh. The volunteers who the slate of things to do, and EAA's also privileged to end the 2008 multi-year project is quite exciting. tour during the second week of De­ For more on EAA's plans, be sure to cember, which I concluded by re­ The Vintage Aircraft read Steve Taylor's blog on the proj­ turning all of the ground support ect at http://AirVentureSiteUpdate. equipment back to Oshkosh. Association board of blogspot.com. It's both entertaining Then it got busy. The C-120 ran and informative! out of annual last September, but directors voted this One of the benefits of our project my dedicated, professional A&P will be the transformation of the mechanic decided he was going past fall to erect a VAA headquarters area. All three "down under" to Australia and New large tents directly south of the Red Zealand for a couple of months. He new vintage hangar­ Barn will be eliminated. This in­ got back during the Thanksgiving style structu re in the cludes the type club tent and the holiday, and, well ... there it sits. vintage metal shaping/workshop We'll keep pecking away on it till Vintage area of op­ tent. The food tent and the ice cream it flies again. My helpers and part­ stand have been relocated, and they ners were as distracted as I was by erations at Wittman will be replaced with a "food court" that time with everything else go­ provided by EAA. We're thrilled to ing on. My 170A, the poor thing, Field in Oshkosh. be able to make these changes for languishes in another hangar, hav­ the membership who attend Air­ ing had little exercise since its an­ Venture; for more on the project, nual was completed. have been helping get this proj­ please see H.G. Frautschy's article And then our local chapter (VAA ect off the ground have really been starting on page 4. 37) finally found its way to starting excited about this enhancement Please do us all the favor of in­ the addition to the chapter hangar to the grounds that will benefit so viting a friend to join the VAA and we have wanted to begin as soon many members. help keep us the strong association as finances became available. The This project is now underway, we have all enjoyed for so many sewer lines are in, and the asphalt and it will fit in nicely with all of years now. ramp and taxiway repairs are com­ the other upgrades EAA is currently EAA AirVenture Oshkosh 2009, pleted. By the time you read this, creating on the grounds at Osh­ The World's Greatest Aviation Cel­ we hope to have the structure all kosh. The changes being made to ebration, is July 27 through August enclosed and ready for finish work. the EAA grounds are the most sig­ 2,2009. Wish us luck! nificant enhancements made to the VAA is about participation: Be a Then it got real busy! During the EAA convention site in many years. member! Be a volunteer! Be there! months following EAA AirVenture, Input from members through sur­ we've been moving forward on an veys and comments sent in over GE N E JANUARY VOL. 37, No.1 2009 co TENTS I Fe Straight & Level Winter thoughts by Geoff Robison

2 News

4 VAA Type Club Hangar A new VAA building is planned for EAA AirVenture 2009 by H.G. Frautschy

6 America The first of the great flying boats by Jim Poel and Lee Sackett

1 2 Bill Pancake VAA Hall of Fame 2008 inductee by Dave Clark

18 Light Plane Heritage The Sport Farman by Jack McRae

22 The Vintage Instructor Between a rock and a hard spot by Doug Stewart STAFF 24 VAA Type Club List EAA Publisher Tom Poberezny Director of EAA Publications Mary Jones 30 The Vintage Mechanic Executive Director/Editor H.G. Frautschy Aging Aircraft Issues, Part 1 Production/Special Project Kathleen Witman by Robert G. Lock News Editor Ric Reynolds Photography Jim Koepnick 34 Mystery Plane Bonnie Kratz by H.G. Frautschy Advertising Coordinator Sue Anderson Classified Ad Coordinator Lesley Poberezny 37 Classified Ads Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw 39 The B-nut Question Display Advertising Representatives: u.s. Eastern lime Zo ne·Northeast: Ken Ross by Joe Norris and H.G. Frautschy Specialized Publications Co. 609·822·3750 Fax: 609·957·5650 [email protected] U.S. Eastern lime Zone·Southeast: Chester Baumgartner Specialized Publications Co. 727·532·4640 Fax: 727·532·4630 COVERS cball",[email protected] FRONT COVER: The replica of the Curtiss 0-4 America as constructed by a volunteer crew U.s. Central lime Zone: Gary Worden Specialized Publications Co. headed up by Art Wilder at the Glenn H. Curtiss Museum in Hammondsport, New York, flew for 800-444·9932 Fax: 816·741 ·6458 the first time in early September 2008. Piloted by Jim Poel and Lee Sackett, America performed gary. wordel/@Spc·",ag.com in front of a crowd attending the 6th Annual Seaplane Homecoming. Photo by Ed Vought. U.s. Mountain and Pacific lime Zones: John Gibson Specialized Publications Co. BACK COVER: Aviation artist Barry Ross has shared this fine watercolor of a Stinson SR·9C Gull· 916-784·9593 Fax: 510·217·3796 wing, done is the colors of the American Airlines Route Survey aircraft. The airplane, which regular jol",gibsoll@Spc·mag.com attendees of EAA AirVenture Oshkosh will recognize , is owned by Dean Del Bene, Monee, Illinois. Europe: Willi Tacke Phone: +49(0) 171698087 1 Fax: +49(0)884 1/ 496012 You can see more of Barry's artwork at www.barryrossart.com. willi@{lyillg·pages.com VINTAGE AIRPLANE Large Aircraft Security Program: vice president of government rela­ continually pushed lower by those AThreat to All! tions. "This must be borne in mind who view all aircraft as a threat." If the Large Aircraft Security Pro­ when contemplating the long-term EAA and other general aviation gram (LASP) goes through as pro­ future of TSA's proposed Large Air­ organizations have successfully mit­ posed, owners and operators of craft Security Program and the ten­ igated most proposed security mea­ aircraft 12,500 pounds or heavier dency for that weight limit to be sures post-9/11 that have threatened will be required to obtain the Trans­ portation Security Administra­ tion's (TSA) permission to operate their personal aircraft every time they carry passengers in domestic airspace. Additionally, flight crews of such aircraft will be required to undergo fingerprinting and a back­ ground check, all passengers will have to be vetted against the gov­ ernment's terrorist watch lists, and numerous security reqUirements will be imposed on airports serving I JIM KOEPNICK these "large" aircraft. Plenty of skiplanes will descend on Pioneer Airport You might be thinking, "So January 24 . . . if conditions are right. what? I fly a small recreational air­ craft that weighs well under 12,500 Get Your Skis On! pounds." Here is why you should On January 24, EM's Pioneer Airport wi ll open for its only winter operations, be concerned. if the weather is just right. The annual EM Skiplane Fly-In gives the snowbound In November's Advance Infor­ a reason to love winter, if only for a day. mation on Private Aircraft Arriving People come from all over to enjoy a steaming bowl of chili and endless cups and Departing the United States fi­ of cocoa, topped off with a piece of birthday cake in honor of EM's matriarch, nal rule, the U.S. Customs and Bor­ Audrey Poberezny. We'll also celebrate the 56th anniversary of the organiza­ der Protection (CBP) imposed new tion's first meeting on January 26, 1953. requirements on all private aircraft While some Wisconsinites may be pining for a January thaw, skiplane lovers regardless ofsize. CBP defines private are hoping for adequate snow cover, which will allow the unique aircraft to take aircraft as "any aircraft, other than off and land on the billowy white runway. Watch the EM website for current con­ government or military, which are ditions as well as instructions for pilots who would like to fly in . .. if the condi­ not engaged in carrying passengers tions are just right. (Navigate to www.AirVenturemuseum.org/webcamto monitor or cargo for compensation." In other the Pioneer Airport runway.) Anyone wishing to fly in to the event must contact words, there is no distinction with Sean Elliott, EM director of aircraft operations; call 920-426-4886. regard to weight or capacity. The new regulations place hot-air balloons in the same category as corporate jets! What, then, is to prevent TSA­ another division of the Department of Homeland Security-from lower­ ing the weight threshold for LASP regulations in the future or elimi­ nating them entirely? "It is evident from the CBP final rule that ultimately some agencies charged with aviation security do not have any interest in distinguish­ ing their requirements based on the size and weight of the aircraft in­ volved," said Doug Macnair, EAA's

2 JAN UARY 2009 AirVenture Site Photo Tour

You can see for yourself what's being done on the convention grounds through a virtual AirVen­ ture On-Site Photo Tour map. Visit www.AirVen­ ture.org/siteplan and click on On-Site Photo Tour to view a panoramic series of photos from more than a dozen locations, showing new roadways, buildings, new configurations, and more. Click on a camera icon to zoom in on a map section; then click on the black dots to see the mini galleries. (You can use your arrows to navigate through the galleries.) small general aviation aircraft. ((.9k 9Tt/ud yoack!owaJ) "This new rule makes no dis­ by Dutch Redfield tinction and seeks to paint all air­ craft classes with the same broad During a lifetime in aviation, I have experienced only one forced landing. brush, which shakes any belief that It was not difficult. The dead-stick glide began at three thousand feet. TSA's proposed Large Aircraft Se­ curity Rule would be held to only There were several suitable fields from which to choose. large aircraft over the long term," Things worked out nicely. Macnair added. "This is why we urge all members to respond to Yet I know that I have one more forced landing lurking and waiting for me out there. TSA, regardless of the weight of the I believe that at this stage of my life, I am ready for it. Perhaps there will be warning, aircraft they operate. II maybe not. For more information on how to comment, visit www.EAA.org/ Will there be time for me to plan a good approach to this final touchdown? news/2008/2008-11-11--proposal.asp. Will it be a hasty no power, no options, straight ahead steep descent to a walloping hard You have until February 27, 2009, touchdown? Or will it be a soft afternoon peaceful glide? to register your comments on this Whatever, for this final glide, I ask only for an open cockpit, so I can, however briefly, sa­ regulation that has the potential to vor for the last time the feels of flight, as biplane wings forward of me exquisitely frame do irreparable harm to private avia­ and record the slowly changing, tilting scenes as I maneuver and silently bank and glide tion in the United States. onto what I have long known will be my very final approach. Dutch Redfield Please, no helmet, so old ears can best sense vital changes in speed, relayed through Many of you may recall a series the lovely sounds of whistling interplane struts and wires, and so cheeks and bared of articles we ran a decade ago by head can best read changing airflows swirling behind the cockpit's tiny windshield.

Holland "DutchII Redfield, many Below, in a forest of trees, lies a grassy field long ago set aside for biplane flyers of old. of which were excerpts from his It looks small, tiny. With lightly crossed aileron and rudder I'll slip her a few inches over book The Airman's Sky Is Not the the fence . I'll level her off, then hold her off, with wheels skimming the grass tips. The Blue. Dutch's gentle perspective lift of the wings, the sounds of flight, rapidly diminish. With stick full back, lift fades; a on life and flight was unique and slight tremor, then she and I are bumping and rolling across the beautifully sodded field. refreshing, and we were saddened The wooden propeller remains still. by the recent news of his death. We roll to a stop. I have no belt to loosen. I raise goggles and slowly climb out. His long, wonderful life was a Suddenly there is applause, then bear hugs and slaps on the back. gift to us all as he shared his love of flight in print and in person. "Hey, you old goat, you really slicked that one on!" I am with old friends. On the right is a final paragraph penned by Dutch and sent to On November 13, 2008, Dutch's final touchdown came at the end ofa many of his friends as a way to an­ gentle, peaceful glide, as he passed away in his sleep at the age of88. nounce his "Final Touchdown."

VINTAGE AIRPLANE 3 BY H.G. FRAUTSCHY

ractically since the be­ ginning of the vin­ tage aircraft movement, members of the Vintage Aircraft Association who haveP a particular interest in a spe­ cific airplane have flocked together during various venues on the EAA convention grounds. Whether dur­ ing a forum or an informal dinner, ,---, to their mutual benefit, they've 1 1 traded stories and maintenance tips about their favorite airplanes. Now ' 1: they have an even better location to ~_ 1 ,-----:1 do just that. ,VAA Special , Thanks in large part to the gen­ ForIMer C6ass ic , Aircraft , Cafe locatiotl erosity of longtime VAA member ~ !~~Y.! ' The location of the new Type Club Hangar will be conve­ ForIMer Ice CreaIM nient to members who wish Statld Locatiotl to visit the VAA Red Barn and the VAA store. 4 J A NUA RY 2009 .. . VAA volunteer leadership has long recognized that the type clubs have been a major part of the vintage aviation movement.

have been a workable shelter for "hangar" creates a more secure, the clubs, inclement weather or soft weatherproof location for the grounds have made it a bit uncom­ type clubs to meet with members fortable at times. That tent, along who have an interest in their par­ with the smaller workshop demon­ ticular aircraft. stration tent, will now be replaced The ground preparation work by the VAA Type Club Hangar, a and foundation work is being com­ new 7S-by-IOO foot pavilion that pleted this winter, and then the will be built in the spring of 2009. wood frame structure, reminiscent In many ways this project is also of the hangars of the golden age of the result of the foresight shown aviation, will be built as the snow by the VAA board in creating the starts to melt. VAA Friends of the Red Barn cam­ Other changes to the area include paign. If that yearly financial ap­ the removal of the ice cream stand peal was not part of our annual from the area just to the southeast budgeting process, the VAA would of the Red Barn. The Classic Cafe have been forced to spend more will be replaced with a different of its members' annual dues on food venue in a spot not too far convention expenses. Instead, we from its location in 2008. The re­ were able to save a portion of the location of those two food service money so that we can now invest venues will allow VAA to add air­ This artist's concept drawing in the infrastructure that will ben­ craft display areas. We'll have more by VAA administrative assis­ efit members who attend the an­ on the additional plans for the VAA tant Theresa Books shows nual convention. Our thanks to all display area as they are firmed up. you the new layout for the of you who have contributed to Our thanks again to John Turg­ VAA,area south of the Red the Friends of the Red Barn cam­ yan and the other members who Barn headquarters. paign throughout the years. have stepped up to help fund this In addition to the 6,lOO-square­ much-needed improvement to the foot main type club area, the cre­ VAA area. We'd also welcome con­ and VAA board member emeritus ation of four rooms in the back tributions to the building by type John Turgyan of New Egypt, New section will allow VAA to remove clubs who may wish to make a do­ Jersey, the VAA area of the EAA a couple of the "outbuildings" and nation to the project; a portion of AirVenture grounds will undergo a trailer from the area just west of the donation will go toward a club a transformation in the months the Red Barn and consolidate those banner created by VAA that will leading up to the 2009 EAA fly-in functions in the rear of the Type hang above their location within and convention. Club Hangar. The volunteer break the Type Club Hangar. For more John and the VAA volunteer room, VAA computer/data services, information, please contact the leadership have long recognized and the VAA convention office will VAA headquarters office at 920­ that the type clubs have been a be a part of the structure, as well as 426-6110, or drop us an e-mail at major part of the vintage avia­ an additional room for hospitality vintageaircraft@eaa .org. tion movement. As those of you and conference uses. As construction progresses, we'll who make the annual pilgrimage The new building, which will keep you informed with progress to Oshkosh know, for many years feature a poured concrete floor, is pictures. In the meantime, make VAA has hosted the type clubs in 24 feet high and has sliding doors your plans to visit the new Type a large tent erected just south of and windows, allowing for great Club Hangar in the VAA area dur­ the VAA Red Barn. While the tents access and ventilation. The new ing AirVenture 2009! ......

VINTAGE AIRPLANE 5 BY JIM P OEL AND L EE S ACKETT

America's History would be up to the task. tiss had built. It also incorporated In 1914 Rodman Wannamaker To celebrate 100 years of peace many design features that stayed (of the department store fame) con­ between the United States and in use throughout flying-boat pro­ tracted Glenn Curtiss to build an England, in 1913 The London Daily duction in the coming years. The aircraft that was capable of flying Mail newspaper offered a prize of innovations included the stepped across the Atlantic Ocean. Not even $50,000 for the first aerial crossing hull, step vents, wing floats, spon­ a decade had passed since Glenn of the Atlantic between the two sons, provisions for in-flight main­ Curtiss and the Aerial Experiment countries. To further commemo­ tenance, an enclosed cockpit, and Association (AEA) had flown the rate the strong bonds between even provisions for an in-cabin June Bug near Hammondsport, New England and the United States, mattress that would allow a crew­ York. Aviation had made amazing there was to be both a British and member to rest. strides in the six years since the an American pilot. The aircraft was powered by two flight of the Jun e Bug, but Wan­ It only took 90 days to turn out 90-hp V-8 OX-5 engines and was namaker's proposed flight seemed the Curtiss model H America, the designed to cruise at 55 to 60 mph. more II Jules Verne ll than practi­ world's first multi-engine flying The instrument panel consisted of a cal. Still, the promise of aviation boat. With its 72-foot upper wing board that ran across the aircraft in led most to believe that the flight span and gross weight of more front of the cockpit, just below the would take place; it was simply a than 5,000 pounds, this was, up to windscreen. Installed on the board matter of when the technology that pOint, the largest aircraft Cur­ were an airspeed indicator, a special 6 JANUARY 2009 To celebrate 100 years of peace between the United States and England, in 1913 The London Daily MaiJ newspaper offered aprize of $50,000 for the first aerial crossing of the Atlantic between the two countries.

compass that was built just for the with which America was built (it was ships, the flight was postponed and occasion, and an altimeter. Also, first test flown on June 28, 1914), eventually cancelled. Instead of just above the instrument board, testing continued throughout the achieving the fame and fortune of mounted just below the front wind­ next two months during the sum­ the first aircraft to fly across the At­ screen, was a curved glass tube with mer of 1914, as the big biplane lantic Ocean, America would serve a bubble that acted as a wings-level needed considerable tweaking to aviation development in another indicator. Navigation was done by gain the performance needed to way. It would be the very first of a compass and was to be assisted by make the flight. By the time testing long line of great multi-engine fly­ a picket line of British and Ameri­ was concluded, fate would inter­ ing boats built by many manufac­ can naval destroyers stationed ev­ vene. The June 28 assassination of turers over the next two decades. ery 100 miles along their route of Austro-Hungarian Archduke Franz America and its backup aircraft, flight. The ships could also render Ferdinand set in motion a series of another H-4, were shipped to Eng­ rescue assistance if needed. The war declarations that culminated in land (on the Mauritania) and used plan was to fly America from Tre­ early August, heralding the begin­ for flight training and surveillance passey Bay, Newfoundland, south­ ning of what would be a four-year of the North Sea. Over the next two east to Funchal, in the Portuguese global conflict. World War I broke years, 60 more were built. These Madeira islands, and then north to out two weeks before the transatlan­ were bigger with more powerful en­ Plymouth, England. tic flight was to be attempted. Since gines. From this early flying-boat Despite the remarkable speed both countries had to recall their design came others. They got big- VINTAGE AIRPLANE 7 ger, faster, and more complex, but still used all the basic innovations that Glenn Curtiss designed in 1914. The Replicil As part of their continuing work to honor and com­ memorate the accomplishments of one of aviation's pi­ oneers, the volunteers of the Glenn H. Curtiss Museum in Hammondsport built a reproduction of America. The project took a bit longer to build, covering a period of three years.

After construction in the restoration shop of the Glenn H. Curtiss Museum in Hammondsport, New York, the wings are installed on the grounds of the Mercury Aircraft Corporation.

8 JANUARY 2009 The planking of the inverted hull of the H-4 closely followed high-speed boat construction.

The instrument r~~m~;;:::l~~7-::rJ'--;-' "panel" con­ sisted of little more than a board across the cockpit, and an adapted marine compass. A pair of special propellers was tested on the H-4 as the designers and test pilots tried to coax more thrust out of the V-8 Curtiss engines. Watching the work being done on the huge aircraft became quite an attraction for visitors to the museum.

VINTAGE AIRPLANE 9 Only a few blue­ prints were available. The available drawings documented certain wing sections, the flight controls, sta­ tions. America was officially bilizers, struts, and some fittings. plane with a bicy­ christened and taxi dem­ To aid in filling in the missing cle spoke wrench. onstrations were held, but flight knowledge, there were numerous As the airplane came together, tests would have to wait until the construction photographs and it was moved out of the restoration freshly overhauled engines and even patent drawings. The pho­ shop onto the main floor. Watch­ props were completed. tographs were enlarged, which al­ ing the work being done on the The year 2008 was a different lowed very accurate dimensions to huge aircraft became quite an at­ story. With two newly overhauled be determined. Studying the old traction for visitors to the museum. counter-rotating, 100-hp V-8 Cur­ photographs of the aircraft under The final gross weight came out to tiss OXX-6 engines and matching construction in the Curtiss plant 4,100 pounds. This gave the aircraft propellers, now mounted in the became a daily ritual for the volun­ a wing-area-to-weight ratio similar center section, America was again teers. Thanks to the excellent reso­ to a Piper J-3 Cub. disassembled and transported to lution of the slow film emulsions In late summer of 2007 it be­ the waters of Keuka Lake. of that time, amazing details were came clear that our engines, which On September 7, 2008, the first discovered in this manner. were sent out for overhaul, would sea trials of the season began. The Each time a photograph was stud­ not be ready for the planned chris­ engines were started and warmed ied, some new detail was noticed. tening and first flight in September. up. The aircraft then was turned Even a large electric drill hanging With only weeks to go, two nor­ into the wind and the throttles ad­ on a post in one photograph that mally turning 90-hp Curtiss OX-5 vanced for the first-step taxi tests. was viewed dozens of times wasn't engines and mismatched props Would the engines be powerful noticed for more than a year. were fitted. enough to get the aircraft on the Construction of the replica was It is worthy to note here that step? The question was quickly an­ done using most of the same ma­ the original America had counter­ swered. Eleven seconds later, Amer­ terials and techniques that Cur­ rotating propellers that were spe­ ica lifted sprightly from the surface tiss used, such as copper rivets and cially carved for the airplane by Dr. of Keuka Lake. With no pitch slot-head brass screws (the Phil­ Charles Olmstead of Buffalo. These change, the aircraft transited from lips head screw wouldn't be in­ rotated just the opposite from mod­ displacement directly to flight. Un­ vented for at least 15 years). There ern counter-rotating twin-engine like most seaplanes, which need were a few liberties taken with his­ aircraft. America's props had the time to accelerate to flying speed tory in the interest of safety: cov­ down blade sweeping outboard, once they climb on the step, Amer­ ering with a fire-resistant material and the blades coming up were in­ ica, with its low stall speed (38 rather than varnished red silk, two­ board. This not only eliminated mph) and 46-foot lower wing rid­ part epoxy glue instead of animal P-factor, but gave the horizontal ing in ground effect, is ready to fly glue, and adding trim tabs to un­ stabilizer, which was a positive air­ as soon as it reaches the step. Be­ load the large flight controls (trim foil, an up draft, or free lift as the ing out of trim, it took all of our tabs and balanced flight controls designers saw it. strength holding forward pressure hadn't been invented yet either). A The aircraft was disassembled on the control yoke just to get the big improvement from earlier Cur­ and moved out of the museum aircraft safely back on the water. We tiss airplanes was the turnbuckle to the water's edge of Keuka Lake, then taxied back to base, and Amer­ (a Curtiss invention), to adjust the where it was reassembled and read­ ica was given a detailed inspection. tension on the flying and landing ied for sea trials. The OX-5 engines After that first unintentional wires. On previous airplanes, bicy­ were not strong enough to get the flight, we knew America would fly, cle spokes were part of the bracing aircraft on the step, but would but would it be stable and control­ wires, which meant rigging the air­ do for taxi tests and demonstra­ lable? After making adjustments to

10 JANUARY 2009 the horizontal elevator trim, the at 50 to 55 mph, during which the a large sweeping turn and headed next day we made the first flight engines were throttled back to just back to the crowd, where we re­ tests, flying America four times. above idle. At about 5 feet off the peated the maneuver around the Aside from both of us surface, the throttles were reduced end of the lake. We turned a third getting some land­ to idle and the aircraft slowed to time back toward Hammondsport ings, we found out a about 45 mph, where it would and started our landing approach. lot about the handling softly settle onto the water. It is the It was a long, shallow approach at characteristics. smoothest-landing seaplane either 55 mph. Just above the surface the At first the ailerons were one of us has ever flown. Over all, throttles were retarded, and America very stiff and barely responsive, America performed very well. slipped gracefully onto the water. so turns were avoided. Since they The preliminary flight tests That day the people of Ham­ are each 17 feet long, we expected showed it to be a large, very stable mondsport watched and listened some resistance, but not quite this aircraft that takes some strength to as a twin OX-powered biplane much! Later, we repaired a jammed maneuver. We now felt ready for flew overhead, repeating an event pulley, which fixed that problem. the big show in six days. that happened nearly a century The rudder was extremely heavy. On September 13, 2008, during ago. For us it was a true honor and It took all of our strength just to the Annual Seaplane Homecom­ the thrill of a lifetime to fly the move the ball out of the center just ing in Hammondsport, America same type of aircraft that Glenn a fraction. Differential thrust and was started and taxied out. After Curtiss flew in the same place he rudder trim had much more ef­ warming up the engines, the power flew it. The Curtiss-Wanamaker fect. The elevators were somewhat was applied. The crowd cheered H-4 America was the aircraft that

Success! The replica Curtiss H-4 America flew beautifully the first time on September 7, 2008, and again for the assem­ bled crowds on September 13. heavy, but were very manageable as America lifted off the waters of set the initial benchmark for the with the trim. When we leveled off Keuka Lake. These were the same coming decades of seaplane devel­ on the first flight without reducing waters that Glenn Curtiss had lifted opment. Come see it at the Glenn power, we soon found ourselves in­ the original America from 94 years H. Curtiss Museum. dicating 80 mph, which we both earlier. We leveled off at about 200 agreed was too fast. We found that feet (we had a nonsensitive altim­ Glenn H. Curtiss Museum it took very little power in cruise to eter) and flew up the east side of 8419 State Route 54 maintain 60 to 65 mph, which we the lake. After about 2 miles, we Hammondsport, NY 14840 used for our cruising speed on all lowered the left wing and turned 607-569-2160 later flights. Approaches were made America for the first time. We made www.GlennHCurtissMuseum.org......

VI NTAGE AIR PLAN E 11 BILL PANCAKE VAA Hall of Fame 2008 inductee by Dave Clark Editor's Note: This article was well on its way to being published when we were advised that Bill Pancake had been nominated and selected to be the 2008 inductee in the EAA Vintage Aircraft Association Hall ofFame. We personally in­ form ed Bill ofhis selection during the National Aeronca Association's fly-in ban­ quet in Middletown, Ohio, in the middle ofJune. To say he was surprised would be an understatement! So that we could adequately tell his story at an appropri­ ate time, we've held Dave Clark's terrific member profile until after the induction ceremony.-HGF

In hangars, workshops, and fixed Here's just one example of his in­ the two halves of the case apart and base operator (FBO) lounges, when ventiveness. When Bill was in sev­ got a nice shock and let out a yell. a question arises about anything enth grade, he took a metal case The teacher then stretched out her dealing with an Aeronca, it's not for a cigarette pack and inserted a hand and demanded to have what uncommon to hear, "I'm not sure­ model airplane ignition coil, batter­ Bill had in his hand. He gave her we should call Bill Pancake." ies, and a switch that was triggered the closed case. She pulled the two While the legal manufacturing when opened. While sitting in class halves apart and was shocked. She successors to the Aeronca type cer­ one day, he showed it to an unsus­ took Bill by the arm and marched tificate have been located in a few pecting classmate. The boy pulled him to the principal's office. The places like Osceola and Rochester, Wisconsin, since 1970, "Aeronca­ vators" know the real knowledge about their favorite brand of air­ plane resides in a small "factory" in Keyser, West Virginia, under the su­ pervision of (Chief Engineering Offi­ cer") Bill Pancake, EAA 118244, VAA 9617. The Pancake"factory" (read workshop) is a very-modified two­ car garage with multiple additions. Over the years, Bill has had some hand in restoring or overhauling 11 airplanes that have been winners at EAA AirVenture Oshkosh. Bill was a very curious little boy while growing up in the mountains of West Virginia. In a recent inter­ view, Bill said, "As a little boy, if it had a wire hooked to it, if it sparked, or if it turned and made a noise, I For about the past 15 years, Bill has been charting date and time, wind speed, loved it ... I just had to find out direction, temperature, and barometric pressure every day, and the paper in his how it worked and why it sparked." recording device needs to be refilled only every 18 months.

12 J A N UARY 2009 principal took the case and, yes, he has been working on air­ pulled it apart, got the shock, and planes since he was a very let out a dignified squawk. Bill said young boy. In 1953, at age years later the principal told him it 13, he was doping wings was all he could do not to laugh at behind the hangar at the him then. The teachers must have Keyser Airport, in the sun­ thought he was filled with mischief, light, and two Civil Aero­ but they could tell he was also in­ nautics Administration quisitive and very bright. Still, his (CAA) inspectors, stunt charging up the teacher and John Gibson and principal earned him a three-day Bob Bell, asked him "vacation," which he said he used what he was doing. to work on airplanes! He said the dope While in high school, his mis­ blushed too much chievous mind concocted a plan to in the shade, so "shock" his friends. He mounted he moved out a telescoping auto radio antenna into the sun­ in a horizontal position just under light. The in­ the front bumper of his car. This, of spectors asked course, was wired to another igni­ where the me­ tion coil with a switch controlled chanic who by Bill. He would then park just be­ supervised him hind the car of a friend and wait was. He told them, "It's Ju­ until someone leaned on the car in nior Thrush and he is back front. He would then extend the at the airport in Burlington. antenna to touch the car in front He comes around once in a and, you guessed it, "shock" his while, and the airport man­ friend. It seemed his mind was ager, Stanley Dantzic, is over never at rest. in the office." Quite a few of the EAA/VAA types Needless to say, they are multifaceted in talents. Bill is called the mechanic on the "megafaceted"! Since graduating carpet. Three years later, from high school in Keyser in 1959, in 1956, at age 16, Bill Bill has taken 15 correspondence was taking his private courses and has mastered digital pilot written when he electronics, math, physics, chemis­ saw the same two CAA try, instrumentation, locksmithing, inspectors. He thought and many more subjects. Besides he was in trouble when his interest in aviation, Bill also they recognized him, holds an advanced class ham radio but they were very cor­ operator license (W8SPK) and vol­ dial and encouraged unteers as an official U.S. Weather him to continue in avia­ Bureau weather observer. tion. He did, and got his For most of his working career, private pilot license the Bill was employed as an electronic same year. Afew of the award-winning airplanes instrument technician by Westvaco, Also in 1956, he used a wire Bill has been involved with during his a high-tech paper mill. He says that brush and a 4-inch paint brush to active restoration career. In addition electronic instruments provided zinc chromate the fuselage and to his aviation avocation, Bill worked a living, but aviation helped him other parts on Harold Armstrong's for more than 42 years as a paper mill keep his sanity. In 2002 he retired Waco 10. He did the work to pre­ electronic instrumentation technician. to work full time on his hobby. serve the Waco until Harold retired Only after his retirement in 2002 was Bill was hooked when he had his from the Air Force and was able to he able to devote as much time as he first airplane ride in a Taylorcraft at complete an award-winning resto­ desired to restoring Aeroncas. 6 years of age. At age 12, he started ration. Twenty-five years later, Bill hanging around the Keyser Airport was the IA who returned the same and began his aviation hobby by old bird to service. Harold shared washing and fueling planes. Bill his extensive knowledge of the VINTAGE AIRPLANE 13 Bill's shop is filled with tools that are so organized and neat, they seem to never have been used. Don't let that fool you­ he's a prolific restorer and insatiable parts builder. In the upper right is one of two fonns made by Bill to create new Champ/Chief wing ribs, and in the comer are a few of his OX-S engine maintenance tools.

The Aeronca factory used Waterbury brass eyelets to attach the wood fonn­ ers to the steel tube fuselage. In keep­ ing with his passion for originality in Aeronca restorations, Bill built this special tool to flatten the eyelets. ox-s with Bill, and now he says that at age 68, he is probably the youngest OX-S mechanic around! This indexing rotisserie helps Bill work efficiently in his relatively tight work space. In 1963, Bill married the love of his life, Sa undra, and they still live in Keyser, their home town. "Saunie" is Bill's biggest supporter and encourages him to pursu e his passion, aviation. They have a daughter, Anastasia. Along with her husband, Mark, are Bill's four grandchildren, Michael, Robert, Curtiss Robin, and Hannah, all of whom love flying! Bill soloed Mi­ :.: Bill and the author, Dave Clark, stand ~ by the roll-up garage door at the <3 z Pancake home in Keyser, West Virginia. ~

14 JAN U ARY 2009 1956-Aeronca sales and service at Baker Air Park in Burlington, West Vir­ ginia. Young Bill's early exposure to Aeronca airplanes would set a path that he'd follow for more than five de­ cades. The airplane in the foreground is a Messerschmitt Me-lOS.

Rockwell hardness tester, an oven that can heat parts to 3,OOO°F, a com­ mercial metal lathe, vertical milling machine, metal brake, instrument overhaul and repair tools, a form At age 15, Bill enjoyed gas-powered, for making wing ribs, an alarm that free-flight flying models. The ingenious is sounded when the sensor in his use of a model airplane ignition coil mailbox tells him the mail has been earned young Bill a visit to the princi­ delivered, an alarm that goes off if Young Bill at age 6. pal's office. his city water pressure is low and when his emergency water pressure chael on his 16th birthday, the pump is activated, an electronics Fourth of July, 2004, from Miller drafting table, a large assortment Field in Keyser, the same field that of shortwave radio transmitters, a Bill soloed from on his 16th birth­ spray booth with a brushless mo­ day, February 9, 1956. And from tor exhaust fan, and a 1I4-foot-tall the same field, Curtiss Robin soloed shortwave radio tower (he climbs it on his 16th birthday on the 30th of to change the lightbulb and Ameri­ October this year. Grandson Robert can flag-yikes!). Bill also designed enjoys the airport as well-it makes his own"gin pole" out of 4130 tub­ a great autocross track! ing to raise the shortwave antenna. Bill earned his CFI in 1970, an He also has a self-designed loop an­ A&P in 1972, and his IA in 1975. tenna lightning detector to trian­ His other ratings include commer­ gulate the direction of each strike. cial, instrument, single engine, And he has a lot more "goodies" and multiengine. He has been the than we could mention here. Aeronca go-to guy for informa­ Bill has his name on 11 Oshkosh tion for many years and has con­ winners, including four from Har­ ducted seminars and forums at the old and Bob Armstrong: a Waco 10, EAA Fly-in and convention, the Na­ Pitcairn Fleetwing II, Schweitzer tional Aeronca Association fly-in, SGU-19 sailplane, and an Aeronca and at other aviation meetings. Champ. The list also includes Jim His workshop contains about ev­ Thompson's Aeronca lSAC Sedan ery tool and all the testing equip­ (engine overhaul) and aircraft as­ ment any airplane fixer-upper could sembly; Dave Long's Aeronca lICC possibly want. At one point he had Super Chief (it was restored twice a 7AC fuselage jig that he designed Bill enjoys giving forums at fly-ins and and won twice in 1978 and 1998!); and built but has since sold. Besides conventions wherever Aeronca enthu­ Bob Baker's Grand Champion all of the "ordinary" tools, he has a siasts gather. Aeronca 7 AC Champ (2005); and

VINTAGE AIRPLANE 15 Jack Vorach's, which won both Best Champ and Best Custom in 2000. He also had several winners at the National Aeronca Association fly-in at Middletown, Ohio; Sentimental Journey at Lock Haven, Pennsylva­ nia; and some at the Winchester, Virginia, fly-in as well. Bill also did two complete res­ torations of his own. The first is a 1946 IFR-equipped Aeronca Champ, which won Best Custom Classic at EAA Oshkosh in 1981. He recently completed a custom During the restoration of NC1890E, Bill and Saundra pause near Bill's Champ dur­ Aeronca Champ, NC1890E-which ing the 100111 anniversary celebration of Continental engines. included a McDowell hand starter­ with 22 field approvals. (The Mc­ Dowell was standard on the Chief, and there were factory drawings to add it to a Champ.) This air­ plane won Outstanding Aeronca Champ in 2003 in Oshkosh, Grand Champion and the People's Choice Award at the National Aeronca As­ sociation Convention in 2004, and Best Custom Classic at Sentimen­ tal Journey in 2007. Bill said he has no trouble getting field approvals, since he does lots of research and is well acquainted with the very experienced FAA personnel in the Baltimore Flight Standards District Office (FSDO). During the restoration of NC1890E, Bill gives it a "test flight." To supplement his various inter­ ests, Bill is a voracious reader. His favorite book is Marks ' Standard Handbook for Mechanical Engineers. He subscribes to several magazines, including Invention & Technology, and said he can't wait to get each issue every three months. He also prefers QST and CQ magazines, as he feels they're the best electronics and ham radio operator magazines. Weather has interested Bill since childhood, and he enjoys Weather­ wise magazine. He has been keep­ ing weather readings for almost SO years, first recording them on a cal­ endar and now in a sophisticated

Bill and his pair of FAA awards: the Charles Taylor Master Mechanic Award and the award honoring Bill as Wright ~ Brothers Master Pilot. Both are pre­ ~ sented for 50 years of continuous safe =...... -..;; ~ flight and maintenance.

16 JANUARY 2009 Virginian to receive both awards. He was also recently awarded the Distinguished Mountaineer Award by West Virginia Governor Joe Manchin and was inducted into the Keyser High School Legion of Honor in 2000. A lifetime mem­ ber of the Silver Wings fraternity, he has also found time to become a deacon of the Keyser Presbyte­ rian Church, a past master of Da­ vis Lodge No.51 AF and AM, and past patron of Alkire Chapter 10, Order of the Eastern Star. Bill is also VI an EAA technical counselor and an ~ EAA flight advisor. ~ We would need a short story­ ~ no, a book-to tell of all of the Bill and his grandson Michael Boogs during a visit to EAA AirVenture. ~ accomplishments of this truly outstanding aviator, maintenance technician, restorer, shortwave radio guru, weather expert, and electronics expert. The next time you want to know anything about an Aeronca, or just about any other antique or classic aircraft, call Bill Pancake! When asked how long he in­ tends to keep traveling to Oshkosh and enter airplanes for judging, he said, "As long as I am physically able, I will look forward to going every year." Bill's wife, Saunie, said Bill is al­ ways ready to lend a helping hand to his neighbors to fix broken things, and it doesn't stop with air­ planes. "The Bill you see in Oshkosh is the Bill I see every day; he is Bill; son-in-law Michael; grandchildren Curtiss, something special." Bill said that Robert, Hannah, and Mark; daughter Stacey; and Bill's wife, Saundra. his primary concern with any air­ plane is to keep it safe, flying, computerized system. For about the 5,000 of them in his personal filing and legal. past 15 years, he has been charting cabinets. Many are replacements Oh, one more thing you should date and time, wind speed, direc­ sent to Bill after a devastating flood know: Ifyou are ever invited to stay tion, temperature, and barometric wiped out his original collection. at the Pancake home overnight, pressure every day, and the paper People from all over the United beware. Just when you are ready in his recording device needs to be States thought so highly of Bill, for sleep and you turn out the bed­ refilled only every 18 months. He they didn't hesitate to make cop­ room lights, in about a minute, submits a B-91 report to the Balti­ ies of their drawings and send them they will come back on. You get more/Washington U.S. Weather Bu­ to him. up and turn them off again, and reau Forecast Office by computer Bill has recently been awarded presto, they come on again in an­ every day and mails a hard copy ev­ both the FAA's Charles Taylor Mas­ other minute. You guessed it: Bill ery month. ter Mechanic Award and the FAA's is in the other room turning them If you are interested in origi­ Wright Brothers Master Pilot award on again and again from a remote nal pre- and postwar Aeronca fac­ for 50 years of active flight with­ panel in his room! I hope he never tory drawings, Bill has more than out an accident. He is the first West grows up! ..... VINTAGE A I RPLA N E 17 Light Plane Heritage

ORIGINALLY PUBLI SHED IN EAA Experimenter SEPTEMBER 1992

The Sport Farman

BY JACK McRAE, EAA 93

The Sport Farman was introduced The airplane was of all-wood be capable of all aerobatic maneuvers. to the aviation world in late 1919 construction; the fuselage had four The price at the factory was reported by Henry and Maurice Farman of longerons and was covered with to be approXimately $2,000. Billancourt, France. The huge Farman plywood. To avoid excessive center­ factory was reportedly 2 miles long, of-gravity travel, the two seats were Specifications of the Sport Farman employing 5,000 people, and capable arranged in tandem so that the rear Wing Span 23 ft. 4 in. of producing 10 airplanes per day of passenger's legs straddled the pilot's various types. The Sport Farman was seat, unfortunately preventing dual Length 20 ft. one of the earliest attempts to build controls from being used. 4 ft. 11 in. a practical two-seat light airplane The wings were of a conventional Chord suitable for sport flying and short two-spar wood construction spanning Weight empty 440 Ibs. cross-country trips. It was sometimes 23 feet 4 inches, fabric-covered, known as David in contrast to the and with squared-off wingtips for Gross weight 880 Ibs. simplicity. Ailerons were used on the large 16-passenger Farman Goliath. Wing loading 4.2 Ibs./sq. ft. Originally, the engine used was a upper wings only. Tail surfaces were nine-cylinder LeRhone 60-hp rotary, of wood, fabric-covered, with vertical Maximum speed 87 mph and later a six-cylinder 60-hp Anzani surface of rudder only, and with no was also available. vertical fin. The airplane was said to Landing speed 37 mph

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 $e- . ries, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!-HGF

18 JANUARY 2009 Iii! t37 -,.,-. -~ .. - ,,"- f - /" I , I I - ~ ~ ~ - '-<.--::....._-1,.;_ --- )- ---.:...... "'- ---

r-- SPORT~ARtvtAN I f--- 60 HP A NZANI £ NGIN£

7 0 I Z 1 4 f' -- I I 1 I I I t I - -SCALE IN FEET

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.- JACK. M!RAl I.9S()

In 1923 the Wallace Kellett short ground run. It was stated that Company of Philadelphia became It was stated landing could be made in 20 feet and the American importer of the Sport takeoffs in 60 feet, aided by the low Farman, and the first ship was sold to wing loading of the airplane. This the Ludington Exhibition Company that a landing type of landing gear also prevented of which Kellett was the secretary. nose-overs on rough fields, but it This particular airplane could be could be made had the disadvantage of considerable equipped with a special landing gear extra drag. with the wheels mounted forward of Top speed was 87 mph and the point of the "V" of the landing in 20 feet and operating cost was low, the fuel gear struts. A wooden skid connected consumption being less than 4 the center of each wheel with the takeoffs in 60 gallons per hour. "V" of the landing gear and extended In order to advertise the airplane on back to the ground, with cables it was entered in the 1923 National attaching the front and rear of the feet, aided by Air Races, which were held in St. skids to hold them in position. The Louis. It was flown in the "On to St. weight of the airplane was then the low wing Louis" race by c.T. Ludington and distributed between the wheels and Bob Hewitt, and it was also entered the rear end of the skid, which had a in the 510 cubic inch class races. rounded spike to dig into the ground loading of Bad weather on the way to St. Louis and act as a brake. For takeoff, as provided an exciting ride with a the throttle was opened and the tail the airplane. forced landing in a farm field due raised, the brake was released for a to a thunderstorm. When within

VINTAGE AIRPLANE 19 an hour of St. Louis, a failure the new Farman in the "On to of the magneto drive forced Dayton" race, but delays due to them down again and required weather prevented them from installation of a new engine. finishing in time. When they After finally arriving at the arrived in Dayton, a ground races, the other more powerful loop caused the racing-type airplanes were found to be too landing gear to collapse, putting fast for the Farman in the closed them out of any further races. course races. The return trip to After repairs and returning to Philadelphia was made without Philadelphia, the Super Sport further troubles. Flying from a was used for charter and flight small field on the Delaware River instruction and proved to be near Philadelphia on weekends, very satisfactory. a good business was developed In 1927 the Ludington carrying passengers for $5 Company built up a special Sport rides or $10 for a ride under Farman from spare parts for the the bridge. Some airplane sales trans-Atlantic pilot Clarence were made, and charter trips Chamberlin. This ship had in good weather and jobs such rounded wingtips, redesigned tail as dropping leaflets provided surfaces and landing gear, and income. Eventually the Farman a 50-hp Siemens Halske engine. was cracked up in an emergency Sport Farman showing its special landing gear. Chamberlin called it the Jersey landing in the river caused by Skeeter and used it for several a broken control cable, but 27-1/2-foot span, had a greater years until it was cracked up by without injury to pilot or passenger. range, and was powered with a 90­ another pilot. In 1924 a later model Farman, hp Anzani engine equipped with References: the Super Sport, was obtained by dual ignition. The National Air Aviation magazine, March I, 1920; the Ludington Company. This Races were held in Dayton in 1924, June 12, 1922; June 11, 1923. model was slightly larger with a and Ludington and Hewitt entered AOPA Pilot magazine, July 1961-:+"

20 JANUARY 2009 aSH 1 The recommended speed for maximum aviation enjoyment. 2 Optimum dream lift-off speed. 3 The designated speed for stress retraction. 4 The speed at which Oshkosh comes each year. See also: www.airventure.org

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THE SPIRIT OF AVIATION For more information visit www.airventure.org BY DOUG STEWART

Between a rock and a hard spot

In last month's article I wrote flight rules (VFR) aircraft is hover­ rolling hills and thick forest, and about flying on the backside of the ing at 5,500 feet. then suddenly emerged at the air­ power curve. So just as a refresher However, there are certainly port. The only real indication that in case you didn't get a chance to times when we might very well we had transitioned to an airport read it, the backside of the power have to fly the backside of the was a windsock, a couple of han­ curve exists whenever there isn't power curve, not to confuse a con­ gars, and my parked Cardinal RG. sufficient power to overcome the troller, but to achieve a specific Although the runway had been induced drag created by high an­ task. Ask any bush pilot to describe dirt for many years (and really was gles of attack. Anytime we fly in his technique for landing on a very a continuation of the dirt road), it slow flight, we are most often on short landing strip, especially when was now paved with asphalt. It also the backside of the curve. In this re­ it is surrounded by obstacles, and was not flat, but had a gentle roll­ gime, you will notice that if you in­ he will explain his method as be­ ing contour similar to the end of a crease back pressure on the stick, the ing on the backside of the power roller coaster ride. houses actually get smaller rather curve, balancing pitch and power The airport narrowed toward the than bigger. This is why it's known to keep them on a steep glide slope departure end, with rising wooded as the area of reverse command. at slow speed. This is the technique terrain on both sides, and trees at And of course if we continue to I had to use landing at a l,900-foot both ends. (This sure isn't Kansas, pull on the stick, or yoke, the air­ runway (not that that is very short) Toto!) At least the density altitude plane will reach its critical angle of in the hills of New Hampshire this wouldn't be an issue, what with the attack, and if that angle is exceeded past summer. moderate temperature, high pres­ the airplane will stall. To add insult It was the end of August on what sure, dry air, and a field elevation to injury, if we haven't added suf­ was perhaps one of the most beau­ of only 510 feet. The windsock ficient right rudder to compensate tiful days of the year. The temper­ indicated light winds at about 3 for all the left-turning tendencies ature was in the mid-70s, the air knots, favoring a departure to the occurring in this attitude, when the was smooth with light and variable southwest. The winds wouldn't be airplane stalls, it will most likely winds on the ground, and the high of much help, especially in clear­ spin. pressure helped to create visibili­ ing the trees, but it was better than For many pilots this area of flight ties that don't get much better, es­ having no wind at all. is rarely experienced, except on pecially in New England. My best After a thorough preflight inspec­ practical tests or on flight reviews. friend and I flew up to visit a retired tion, we bade our gracious hosts a I don't know many pilots who go FAA safety program manager and fond farewell and fired up the Car­ out and practice flying as slowly as his wife. He has been my mentor dinal. After an uneventful run-up they can, but I personally love to and role model not only in aviation and completing the before-takeoff go up in my PA-12 when the winds safety, but in life as well. We had a checklists, we taxied to the very end aloft are blowing at more than the wonderful visit, and I was thinking of the runway. Holding the brakes, stall speed of my Super Cruiser. I that this had been the best day of I applied full power and confirmed then pull the power back until I am the summer for me. All too soon, that we had the proper manifold just hovering in place, and chuckle though, the time for departing pressure, rpm, and oil pressure to myself as I think of the terminal arrived. prior to releasing the brakes. As I radar approach controllers (TRA­ Driving back to the airport, we looked down the runway I noticed CON) wondering about what visual meandered on a dirt road, through two people walking toward us on

22 JANUARY 2009 the left side of the runway. They not making enough power for us and got outside of the airplane. My seemed to be moving to the edge to climb. Lowering the nose would friend was not responding to my of the woods that bordered the air­ put us into the trees, whereas main­ inquiries of her condition. Once port, so with maximum power still taining the pitch I had might clear outside the airplane, I was thinking applied I released the brakes and them. Pulling back on the yoke of how to get her out, when a fire­ started the take-off roll. would put us dangerously close to man miraculously appeared on the Watching to confirm that the a stall. scene. A second fireman appeared airspeed indicator was alive, I saw With the trees getting ever closer and they quickly took charge of the the airspeed come up to 55 lAS (in­ it was difficult not to pull on the situation. creased attack speed) and then I no­ yoke. The stall warning started to We both suffered severe injuries, ticed it drop back down to about sound intermittently and I worked but by the time you read this, our 52 lAS. I momentarily considered the pitch to keep us above stall recoveries should be almost com­ aborting the takeoff, but we were speed. At this point we were at the plete. In fact, three weeks after the already about two-thirds of the way trees, and the propeller hit a branch accident, I was in the backseat of down the runway, and the possibil­ somewhere between 5 and 6 o'clock the L-3 I wrote about in the last ar­ ity of not being able to stop before ticle, to finish up that client's tail­ the end of the runway ran through wheel transition training. my mind. For many student pilots, the Virtually at the same time as I . . . then I noticed landing is considered the most dan­ completed that thought, the air­ gerous time of the flight. While it speed reached the rotation speed might be the most anxiety produc­ of 65 lAS, and I felt it better to con­ it drop back down ing for the novice pilot, the fact tinue the takeoff. We rotated and remains that the most dangerous I lowered the nose to achieve a to about S2 lAS. time is the takeoff. It is at this time Vx of about 72 lAS (slightly lower that we have minimal energy, and than the max gross V x of 75 lAS). altitude. If the yogurt hits the fan, We were rapidly approaching some I momentarily the options are nil. You might very pine trees, and being concerned well find yourself stuck between that we might not clear them I low­ considered that rock and a hard spot, behind ered the flaps another 10 degrees the power curve with nowhere to to balloon us over the trees, which aborting the go. worked. Was there anything I might have But now I had used up a lot of done differently? Could I have pre­ energy, and I needed to regain it. takeoff ... vented this accident? You had bet­ That meant I would have to raise ter believe I spent many a sleepless the flaps back to a 10-degree set­ night during my early recovery go­ ting, which would also mean that ing over and over the accident and we would settle as that occurred. of the propeller arc. Another foot of the events that led up to it. The There were still more trees in front altitude and we would have cleared bruises I suffered were not only of us, so I turned toward the low­ the trees. physical, but mental and emotional est of those. The gear was still ex­ The airplane yawed and banked as well. I am happy to say that I tended. Knowing that the worst to the right after the prop hit the am well on the road to a complete climb rate is achieved with the gear top branch of the tree, and then recovery. in transition, but the best rate is pitched down as we descended In the next article I will write with the gear retracted, I decided through a lot of branches and about the lessons I have learned it might be best to raise the gear, leaves. When the airplane came to from this accident, and some sug­ which I did. a stop, I had been thrown to the gestions for how to avoid the situ­ Heading toward the lowest of the left, to the limits of my seat and ation I found myself in. Until then trees, I knew that to get the best shoulder belts. My side of the cock­ may you be blessed with blue skies climb going I would have to lower pit (the right side) was crushed in and tailwinds. the nose, but with the trees in front and offered no exit. of us, I was stuck between a rock Releasing my seatbelt, I felt it Doug Stewart is the 2004 National and a hard spot. best to get out of the airplane as CFI of the Year, a NAFI Master In­ Here we were, on the backside soon as possible because of the risk structor, and a designated pilot ex­ of the power curve, with trees of fire. I managed to crawl across aminer. He operates DSFI Inc. (www. fast approaching. The engine, al­ my friend, who appeared uncon­ DSFlight.com), based at the Colum­ though still running smoothly, was scious against the left doorpost, bia County Airport (lBl)......

VINTAGE AIRPLANE 2 3 1ST

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NET WWW.NORTHAMERICANTRAINER .ORG WWW.WACOAIRMUSEUM .ORG WWW.FLYINGFARMERS.ORG $50 US/CANADA; $60 INT'L USD $20/YR $70/YR NATA SKYLINES, QUARTERLY THE WACO WORD, 4/YR PUBLICATION: MONTHLY OX-5 AVIATION PIONEERS ROBERT TAYLOR WOMEN IN AV IATION , INT'L INT'L liAISON PILOT P.O. Box 1406 SUE COON & AIRCRAFT ASSOC.(ILPA) BERTHOUD, CO 80513 3647 STATE ROUTE 503S BILL STRATTON 303-651-6692 WEST ALEXANDRIA, OH 45381 16518 LEDG ESTON E OX5 NATI 0 [email protected] 937-839-4647 SAN ANTONIO, TX 78232 HTTP://ox5PIONEERS.ORG FAX: 937-839-4645 210-490-4572 VOICE & FAX $20/YR WWW.WAI.ORG WWW.CENTERCOMP.COM/I LPAII N D EX. HTM L OX-5 NEWS, BIMONTHLY $39/YR; $29 STUDENTS $29/YR AVIATION FOR WOMEN, 6/YR liAISON SPOKEN HERE SEAPLANE PILOTS ASSOCIATION DR. JAMES F. MCMANUS 3859 LAIRD BLVD. WWI AEROPLANES, INC. INT'L WHEELCHAIR AVIATORS LAKELAND, FL 33811 BEVERLY WILLIAMS P.O. Box 4140 863-701-7979 PO BOX 3235 BIG BEAR LAKE, CA 92315 863-701-7588 POUGHKEEPSIE, NY 12603 951-529-2644 [email protected] 845-452-5429 [email protected] WWW.SEAPLANES.ORG wWW.WW1AEROPLANESINC.ORG WWW.WHEELCHAIRAVIATORS.ORG $45/YR $42/YR ; $47 INT'L $20/YR PUBLICATION: BI-MONTHLY 2 JOURNALS, EACH 4/YR Thank you from the staff at AUA. We look forward to serving you in the new year. All the best to you and your family in 2009! BY ROBERT G. LOCK

Aging Aircraft Issues Part 1

n this episode we will discuss theory about defects and methods IF I SUSPECT THERE IS A

some problems facing II aging for locating those problem areas. PROBLEM, I MUST: Identify the aircraft." Notice I said some of Here's what I remember about the defect and determine how wide­ I the problems; trying to list ev­ discussion regarding this impor­ spread the damage. Remember erything would take more space tant subject. there may be "primary" and "sec­ than is available, so I will cover WHAT IS A DEFECT? A de­ ondary" damage in the case of an what I believe are some of the most fect is undesirable; it is likely to accident or incident. important issues, keeping in mind reduce part life, it is outside nor­ Determine how structural the that we are dealing with airplanes, mality, and the damage is outside component is. Can I fix it? Is the some being manufactured 70 or the specifications for the material damage in a primary or second­ more years ago when aircraft design or the component. Defects can ary structure? and construction was in its infancy. move an aircraft outside its con­ Are there approved methods for As aircraft age they deteriorate. formity with the original approved making a major repair? All early aircraft were designed for type certificate. Do I have to disassemble the operation in a "sterile" environ­ AIRCRAFT LONGIVITY DE­ structure? ment; no consideration was given P ENDS ON : Operational envi­ Do I have to replace the com­ to degradation such as fatigue, cor­ ronment, degree of corrosion ponent? Is a replacement part rosion, and other problems asso­ protection at time of manufacture, available? ciated with long-term operation. and type of maintenance program IMPORTANT FACTORS ARE: Depending on the type of materi­ used during the life of the aircraft. Do I have the knowledge and als used for construction, the level For wood ships, one must con­ skills to make the repair? of maintenance and inspection, sider the type of adhesive used and Do I have the tools and data nec­ and the ship's operating environ­ whether or not complete varnish essary to make the repair? ment, deterioration can be kept sealing of the surface was accom­ Do I have the draWings to make to a minimum if the owner and plished; just as important is the ul­ the repair, or can I use FAA Advi­ maintenance personnel are vigi­ traviolet blocking material applied sory Circular CAC) 43.13-1B? lant. Occasionally, major repairs or to fabric surfaces. I have used "I" in the above dis­ component replacement is reqUired WHAT IS THE MOST WIDELY cussion, but this pertains to per­ to keep the aircraft airworthy. One USED METHOD TO LOCATE sons "approved" to make major or interesting definition of an "aging D EFECTS? Visual inspection. minor repairs or alterations to an aircraft" is one whose flight crew Visual inspection of an aircraft aircraft. If you are the owner of the is younger than the airplane! This and its components is an "art" aircraft and not an FAA-rated me­ discussion, which we'll cover over that is gained through experi­ chanic, then insert the word "me­ the next two issues of Vintage Air­ ence and dedication. Inspection chanic" in place of ilL" plane, deals with aging issues of me­ was one of the most difficult sub­ Now, let's look at structural tallic, wood, and fabric aircraft and jects to teach in the learning en­ degradation in aluminum, steel gives some insight into how to lo­ vironment for aircraft mechanics. tube, wood, and fabric. First, the cate some defects. Chuck Yeager always said, "If you types of degradation on alumi­ While teaching airframe and don't know how it works, then num structures, which is called powerplant mechanics at Reedley how can you determine how to corrosion . The following is a very College, I devised an interesting fix it when it breaks?" short discussion:

30 JANUARY 2009 under polyurethane paint. It has Corrosion Preventive Com­ long filaments that creep under pounds: There are many of these paint. Advanced stages will have compounds on the market, and the paint surface "bubbling." they work quite well. However, nothing beats surface preparation and priming or anodizing. FAA AC 43.4A is a good resource for corro­ General Surface Corrosion: sion identification. The surface of the aluminum turns to Now is the time for a brief dis­ a "cloudy" gray color. It oxidizes from cussion of a few problems with a contamination with the atmosphere. steel tube structure: There is no pitting involved. It can be treated chemically, or the corrosion can be removed by polishing. Pitting Corrosion: Advanced stage of surface corrosion. The alumi­ Ex foliation Corrosion: Usu­ num begins to turn to a powder, and ally found in extruded aluminum, there are pits formed in the aluminum such as an angle or U-channel. An­ alloy. At the bottom of the pits is a dark other example susceptible to this gray powdery substance. These pits will type of corrosion is the extruded require chemical treatment and evalu­ spars such as on a Luscombe. The ation for potential strength loss. edges of material will look like the Ext ernal Corrosion: Caused edge of a ream of paper; the grain by poor application of a primer will appear in layers. coating. Steel surface corrosion Stress Corrosion: Difficult to is commonly called "rust," a red­ detect visually. It is caused by in­ dish powder that forms on the flight stress of a highly loaded part. surface. At the start, rust may not It can lead to failure over a period show beneath a painted surface. of time. Think of it like bending If it cannot be seen, the paint will a steel coat hanger or a paper clip eventually "bubble" as the pocket back and forth until it breaks. of corrosion expands; then it can Galvanic Corrosion: Caused Now let's briefly discuss alumi­ be seen. It will eventually pit the when two materials of a different type num corrosion protection. surface, causing a reduction in the are in contact. The most common Aluminum Anodizing: An strength of the part. is a cadmium-plated steel bolt in an electroplating process. The bath is Internal Corrosion: In a steel aluminum structure. The aluminum either phosphoric acid (it turns the tube, condensation will cause wa­ begins to corrode; the cadmium on part to a gray color) or chromic acid ter to form inside the tube. The the bolt is "sacrificial" and dissolves, (turns the part tan to a gold color). water will flow to a low pOint, usu­ and the bolt will rust. Some call this Anodizing is a surface treatment ally lower fuselage longerons at "dissimilar metal corrosion." that resists the effects of corrosion. the aft end. It cannot be seen until Crevice Corrosion: Usually found Stearman restorers see phosphoric a hole appears in the tube. Test for along or under a lap seam. Sometimes acid anodizing on most original internal corrosion with an ice pick this type of corrosion is difficult to factory aluminum structures, par­ or by tapping with a small center locate in the early stages. Late stages ticularly cowlings. punch and lightweight hammer. will have a crevice along the edge of Priming: The surface can be pre­ Cracking Along Weld Beads: the lap seam, and corrosion salts will pared mechanically by glass bead When steel is welded, the base ma­ "bubble" from along the seam. blasting or chemically by a phOS­ terial must be super heated until it phoric acid bath, followed by a chro­ melts. Filler rod is added to build up mic acid conversion coating. Then the weld bead. The finished weld the primer, which is either epoxy bead solidifies; however, the steel or etching, can be sprayed onto the in the welded area is a more crystal­ surface. Most restorers won't have an line type structure than the normal anodizing tank, so the phosphoric/ grain structure of the steel. Crack­ chromic acid conversion treatment ing will generally happen along process is best. The acid etch will the edges of weld beads where they Filiform Corrosion: Usually chemically roughen the aluminum blend into the base metal. They are found under paint film , especially surface to prepare for primer. difficult to find, but closely inspect

VIN T AGE AIRPLAN E 31 areas of high stress concentration. alignment. Also, close inspection ation where parts are submerged in a After welding has been completed, of all fittings should be made due cyanide bath with balls of cadmium. parts should be normalized to re­ to the high loads absorbed by the Current is passed through the parts, move the stress of welding. landing gear (loads depend on the and cadmium is drawn through the Deformation/Misalign­ pilot's ability to land the airplane bath and deposits on the part. Cad­ ment: When heated, steel expands; softly!). Some landing gears were mium plating is either silver or gold when cooled, steel contracts. This heat-treated by the factory. Welded in color, depending on the process process causes deformation of the repairs on heat-treated components used. Parts should be baked in an structure. A steel structure can be should not be attempted, unless the oven to remove hydrogen embrittle­ "cold" straightened if there is slight part can be re-heat-treated to the ex­ ment, which is a byproduct of the deformation or misalignment. act same properties as the original. plating process. Cadmium plating is Welding with a gas torch requires Corrosion Prevention: For a "sacrificial" plating process. a massive amount of heat to make external structure, seal the surface Priming: There are several ways the bead. Thus there will be more from the atmosphere contaminants to prepare steel for painting: wire deformation in gas welding than in (including moisture) with epoxy brushing, sanding, and media blast­ tungsten inert gas/electric welding. paint. Protect internal tube with ing-normally with sand or glass Landing Gear Alignment: boiled linseed oil or line oil. beads, depending on the size of Landing gear alignment is especially Cadmium Plating: Most com­ the part. Most fuselage structures critical. Any repairs should be made mon corrosion protection for steel are sandblasted because of the size, carefully to maintain proper gear bolts. This is an electroplating oper- while smaller parts that can be put ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ into a cabinet maybe blasted wilh glass beads or other types of media. · TAiLW~66LS Phosphoric acid etch primers are good, but epoxy primers are the best for steel structures. I used to prime Stearman fuselage frames (and other steel parts) by spraying at least three coats of epoxy primer. Each coat was a different color so I could see if there was a spot I missed during the spray process. In the old days we used Copon, which was withdrawn from production many years ago. It was available in the colors of red ox­ ide, white, yellow, green, and black. It was a great primer but contained lead as part of its formula. Of course, these airplanes worked in the harsh­ est of conditions-dispersal of pesti­ cide chemicals. Next month, we'll take a look at wood structures and fabric issues, along www.tai lwbcels.com CopyriJhl Dave Brov.·n2008 with a few other aging issues......

WHAT OUR MEMBERS ARE RESTORING Are you nearing completion of a restoration? Or is it done and you're busy flying showing it off? If so, we'd like to hear from you. Send us a 4-by-6-inch print a commercial source (no home printers, please-those prints just don't well) or a 4-by-6-inch, 30O-dpi digital photo. A JPG from your 2.5-megapixel higher) digital camera is fine. You can burn photos to a CD, or if you're on a igh-speed Internet connection, you can e-mail them along with a text-only or document describing your airplane. (If your e-mail program asks if you'd like make the photos smaller, say no.) For more tips on creating photos we can ••••~ ~~,~: ,visit VAA's website at www.vintageaircraft.org. Check the News page for a hyperlink to Want To Send Us A Photograph? For more Information, you can also e-mail us at [email protected] or call us at 920-426-4825.

32 JANUARY 2009 EM Calendar of Aviation Events is Now Online EM's online Calendar of Events is the "go-to' spot on the web to list and find aviation events in your area . The user-friendly, searchable format makes it the perfect web-based tool for planning "BuUds bounce right oft our local trips to afly-in. file Po.y-'iber••• see?" In EM's online Calendar of Events, you can e here at Poly-Fiber are mighty proud to help heroes like CaP~in search for events at any given time within acertain Eddie defeat the dreaded Hun in the skies over France by covenng radius of any airport by entering the identifier or a W his ship with the toughest. easiest-to­ ZIP code, and you can further define your search to repair fabric known to man_It's easy to look for just the types of events you'd like to attend. apply, too, even OverThere, and it'll see We invite you to access the EM online Calendar our boys through the most arduous dog­ of Events at http://'ItWW.eaa.org,tcalendar/ fighting they'll face. Poly-Fiber will never Upcoming Major Fly-Ins let them down, so don't you, either! Help put Liberty Bond sales "over the u.s. Sport Aviation Expo Sebring Regional Airport (SEF) top" for all our gallant doughboys! Sebring, Rorida January 22-25, 2009 * Friendliest manual around www_Sport-Aviation-Expo.com *Toll-free technical support Aero Frledrlchshafen Messe Friedrichshafen, Friedrichshafen, Germany April 2-5, 2009 800-362-3490 www.Aero-Friedrichshafen.comj htmlj en Sun 'n -Fun Fly-In at Lakeland Lakeland Linder Regional Airport (LAL)Lakeland, Rorida April 21-26, 2009 www.Sun-N-Fun .org B uy YOUR W A R B ONDS AT T H I S C INEMA. [email protected] Golden West Regional Fly-In Yuba County Airport (MYV) Marysville, California June 12-14. 2009 www.GoldenWestRyln.org Virginia Regional Festival of flight Suffolk Executive Airport (SFQ) Suffolk, Virginia May 30-31, 2009 www.VirginiaF/yln.org Rocky Mountain Regional Fly-In Front Range Airport (FTG) Watkins, Colorado TSD www.RMRFI.org Arlington Fly-In Arlington Municipal Airport (AWO) Arlington, Washington It's itworks real July 8-12, 2009 www.NWEAA.org dopefinishes. Spray Om' rejuvenatoroverageddope; EAA AlrVenture Oshkosh it soaks in and restores flexibility for years ofadded Wittman Regional Airport (OSH ) Oshkosh, Wisconsin life. It can even hide hairline cracks. And no finish July 27-August 2, 2009 www.AirVenture.org has the foot-deep hJSter of Mld-Eastem Regional Fly-In Grimes Field (174) authentic polished dope. Urbana, Ohio September 12-13, 2009 www.MERFI.info Roll back the calendar on Southeast Regional Fly-In Middleton Field Airport (GZH) your plane's finish! Evergreen, Alabama October 23-25. 2009 www.SERFI.org Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ) Casa Grande, Arizona 800-362-3490 October 22-25, 2009 RandolphAircraft.com www.Copperstate.org

VINTAGE AIRPLANE 33 BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US VIA VAA MEMBER/EDITORIAL VOLUNTEER WESLEY SMITH.

Send your answer to EAA, Vintage Airplane, P.O. your answer to [email protected]. Be sure to in­ Box 3086, Oshkosh, WI 54903-3086. Your answer clude your name plus your City and state in the body

needs to be in no later than February 15 for inclusion of your note and put II (Month) Mystery Plane" in the in the April 2009 issue of Vintage Airplane. subject line. You can also send your response via e-mail. Send

OCTOBER ' S MYSTERY ANSWER

er's (not to be confused with pioneer aviator Robert G. Fowler) 1928 modified Curtiss IN-4 Canuck monoplane (originally a biplane). The aircraft is described in the pages of Aero Digest (Volume 13 Number 2, August 1928, liThe Fowler Variable Area Wing," page 270) and in the pages of Aviation (Fowler, Harland D., A.E. Vol­ ume 25 Number 4. July 21, 1928. liThe Fowler Variable Area Wing," pages 263,285-286). According to the Aviation article, the basic idea of the Fowler wing flap was to increase the chord of the wing to alter the area, cam­ ber, and angle of incidence of the wing in or­ Here's our October/November Mystery Plane answer, der to achieve the most desirable flight characteristics supplied to us by Steve Moyer. over a broad speed range. Developed over a period of The October 2008 Mystery Plane is Harland D. Fowl­ 12 years, the idea was to develop a low takeoff and

34 JANUARY 2009 landing speed, while simultaneously allowing a greater ler, no streamlining, and a faulty engine. With further cruising speed than would be possible with a conven­ refinement, Fowler believed that the airspeed could be tional wing design. increased to 100 mph. No adjustment was made to the The Fowler wing was of conventional construc­ horizontal stabilizer, and it was found to be possible to tion, and the flap, or auxiliary airfoil, as Fowler called fly the aircraft in a hands-off configuration with the flap it, was tailored to be retracted into a flush position, thus deployed or retracted. With the drag reduction, Fowler reducing drag. This was accomplished by using tracks for estimated an improvement in performance of approxi­ the large flap and steel rollers which allowed the flap to mately 30 percent. In the Aviation article, he estimated move within the tracks. The wing spars were of wooden that the same power required for a 200-hp design could box-type construction, with the leading edge to rear spar be reduced to 150 hp. being fabric-covered wood. The trailing edge was re­ Unfortunately, I have no specifics on the wing dimen­ cessed on the underside to allow the flap to fit flush with sions; however, the standard length of a IN-4 Canuck the underside of the main wing. The flap was covered was 27 feet 2.5 inches. This was initially unchanged, but with plywood on the upper and lower sides and had a photographic evidence (NASM Laser VideodisC!, Side single spruce spar. Three Duralumin track supports held A, Frame 48,489) exists for a modified variant of this the rollers, one on the dorsal side of the flap and two on same aircraft with a new horizontal stabilizer, elevator, the ventral side. The flap was controlled by continuous vertical stabilizer, and vertical rudder, which would have cables which led to a drum inside the main wing. Four altered the length. Nevertheless, if one assumes that complete turns of a control wheel inside the pilot's cock­ Fowler used the same chord of a Canuck (59.5 inches), pit allowed the entire speed range to be obtained. and one multiplies the known wing area of 136 square Ailerons were fitted to the main wing and a complete feet by 144, a figure of 19,584 square inches is obtained. structural analysis of the wing structure and brace struts Dividing this by the 59.5-inch chord of a Canuck, a span was made prior to assembly of the wing. Aerodynamic of 329.1425571 inches, or 27 feet 5.14285716 inches, is tests of the wing and flap arrangement were made in the obtained. But, this is only a guess based on an assump­ wind tunnel located at the Guggenheim Aeronautical tion, and there is no reason to assume that Fowler used Laboratory at New York University. With a full increase the same wing chord as a Canuck! He was, after all, an in area of 25 percent, the lift-to-drag ratio was found to inventor working on a new approach to flight . Still, be 14.8 and the lift coefficient increased to 0.00579 at 14 r------­ ----­--1 degrees of angle of incidence. Thus, the overall lift was increased by 100 percent with the flap deployed. The AERO CLASSIC stall characteristics were also found to be improved with "COLLECTOR SERI ES" a marked increase in aileron control (with a 3-4 degree maximum deflection). The stall angle was decreased to Vintage Tires 14 degrees, and the normal wing without the flap exten­ New USA Production sion was a higher 17 degrees. The modified Fowler wing was originally intended Show off your pride and joy with a fresh set of Vintage Rubber. These for use on a Vought VE-7, but was instead fitted to a newly minted tires are FAA-TSO' d IN-4 Canuck, a Canadian-built version of the Curtiss and speed rated to 120 MPH. Some IN-4 Jenny. The wing had a load factor of 8 pounds per things are better left the way they square foot, a vast improvement of the original VE-7 were, and in the 40 's and 50's, these tires were perfectly in tune to the exciting times in aviation. wing, which had a load factor of 5.5 pounds per square foot. Had the wing-flap combination been designed for a Not only do these tires set yo ur vintage plane apart from the rest, but also look exceptional on all General Aviation Canuck instead of a VE-7, the weight saving would have aircraft. Deep 8/3 2nd tread depth offers above average been about 100 pounds, according to Fowler's article. tread life and UV treated rubber resists aging. The original Canuck wing area of 353 square feet (other First impressions last a lifetime, so put these sources state that the wing area of a Canuck was 362.33 bring back the good times.. .. . square feet) was reduced to 136 square feet, which, with New General Aviation Sizes Available: the flap extended, increased the area to 166 square feet. 500 x 5, 600 X 6, 700 X 8 Flight tests of the aircraft were made by Wesley Smith Desser has the largest stock and (presumably the pioneer airmail pilot-and no rela­ tion to this writer) at Pitcairn Field, Philadelphia. With selection of Vintage and Warbird the new wing, the aircraft was able to take off in 9 sec­ tires in the world. Contact us onds with a full load in still air and could land in 10 with seconds. With the new wing, the Canuck obtained a VMAX of 94 mph, an increase of 20 mph over that of the standard speed of the original Canuck's 74 mph VMAX' These figures were obtained with an improper propel­ VINTAGE AIRPLANE 35 Fowler did use a purely rectangular GET THE SKILLS wing planform. If one applies the same logic to the 4 foot 7.5 inch (55.5 inches) wing chord of the VE­ TO GET IT BUILT 7, the aircraft that Fowler's wing was originally intended for, one obtains a span of 352.8648649 inches, or 29 feet 4.8648646 inches. As stated earlier, theJN-4 (Canuck) was a variant of the Curtiss Aeroplane and Motor Corp. (Buffalo, New York) IN-4D Jenny that was constructed by Canadian Aeroplanes Ltd., of Toronto, Canada. The Canuck is sometimes incorrectly referred to as the IN-4C. This designation actu­ ally applied to an experimental vari­ ant of the IN-4D that was powered by 100-hp, four-cylinder Hall-Scott A-7A, and [it] was built by the Fisher Body Co. Like the IN-4D, the Ca­ nuck was powered by the ubiquitous 90-hp, eight-cylinder Curtiss OX-So After its introduction, Fowler's GET YOUR HOMEBUILDING PROJECT OFF THE GROUND flap design eventually became quite BY SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS popular and has continued to be used by numerous aircraft manufac­ BEGINS DURATION COURSE DESCRIPTION LOCATION turers, particularly the many designs January 10·11 2days Composite Construction, Electrical Systems Prescott, A1. constructed by Cessna. Prior to de­ &Avionics, Fabric Covering, Basic Sheet Metal, &What's Involved veloping his flap design, Fowler had in Kitbuilding worked as an engineer for the U.S. January 17·18 2days Composite Construction, Discover Oshkosh, WI Army Air Corps (USAAC). By 1930, Aircraft Building, Electrical Systems Fowler had relocated to New Bruns­ &Avionics, Fabric Covering, Gas Welding, wick, New Jersey, and his company Basic Sheet Metal, Test Flying Your Project, had been named Fowler Airplane &What's Involved in Kitbuilding Wings Inc. The first commercial air­ January 17·18 2days Van's RV Assembly Watsonville, CA craft to successfully use Fowler's flap February 13·15 2~ days TIG Welding Griffin, GA design was the Lockheed Model 14 of 1937. February 14·15 2days Composite Construction, Electrical Systems lakeland, Fl &Avionics, Fabric Covering, Basic Sheet Wesley R. Smith Metal, Test Flying Your Project, &What's Springfield, Illinois Involved in Kitbuilding February 21·22 2days Composite Construction, Electrical Systems Chesapeake, VA Other correct answers were re­ &AVionics,Fabric Covering, Basic Sheet Metal, ceived from Pem McRae, Scott, &What's Involved in Kitbuilding Arkansas; Bill Hare, Mission, Kan­ March 14·15 2days Composite Construction, Electrical Systems Dallas, TX sas; Wayne Muxlow, Minneapolis, &Avionics, Fabric Covering, Basic Sheet Metal, Minnesota; and Jack Erickson, who Test Flying Your Project, &What's Involved adds this: "Molson & Taylor also in Kitbuilding note that the Fowler conver­ See online schedule for additional upcoming classes. sion later received the U.S. identifi­ VISIT WWW.SPORTAIR.(OM OR CALL 1-800-967-S746 FOR DETAILS cation 2855. This is in conflict with the registrations on Aerofiles.com, EAA SportAir Sponsors: E A A which list C28SS as the registration of a Pitcairn PA-3A Orowing. Fowler WORKSHOPS .~. built his second conversion with a www.polyfttMr.com www.alrcraftlpruce.com ---~-- Fowler flap from such an aircraft, as described by Aerofiles.com." ......

36 JANUARY 2009 Something to buy, sell, or trade? Classified Word Ads: $5.50 per 10 words. 180 words maximum. with boldface lead-in on first line. Classified Display Ads: One column wide (2 .167 inches) by 1. 2. or 3 inches high at $20 per inch. Black and white only. and no frequency discounts. 0'C1J. of t 1929 - 1949 Advertising Closing Dates: 10th of second atlollal ofl'C d{st.(!e~ month prior to desired issue date (i.e .• January 10 is the closing date for the March only comprehensive DVD Story of the National Air Races available today! issue). VAA reserves the right to reject any "Aviation fans will enjoy the year-by-year storytelling about the airplanes, and advertising in conflict with its policies. Rates the pilots who flew them"Rose Dorcey. EAA Sport cover one insertion per issue. Classified ads are not accepted via phone. Payment must " __ a positive addition to the aviation historian's accompany order. Word ads may be sent via video collection." fax (920-426-6845) or e-mail (c/assads@ J~,,;Be'gen, American Aviation His/orical Society eaa.org) using credit card payment (all cards "I highly recommend this interesting video." accepted). Include name on card. complete Tim Savage, Warbi,d Digest address. type of card. card number. and expiration date. Make checks payable to EAA. Address advertising correspondencae to EM Publications Classified Ad Manager. P.O. Box 3086. Oshkosh. WI 54903-3086.

MISCELLANEOUS

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TUBE

FITTING

FITTING Plan your days, weeks and year HEX with this classy organizer. Black vinyl, with VAA logo lasered on a flap of the portfolio. Room for your cell phone plus a couple EXTERNAL EXTERNAL handy extra side pockets. Includes PIPE THREAD FITTING BORE PIPE THREAD calculator with ruled side. Tabbed (a) dividers for Communication, AC8l0 AC811 Projects, Expenses, Goals and Contacts directory. We can now definitively answer references to "B Nuts." It is inter­ the question posed in the Decem­ esting to note that the AN818 cou­ ber 2008 issue of Vintage Airplane, pling fitting commonly referred to Vintage Journal "Why is a B-Nut called a B-Nut?" these days as a B-Nut is not actu­ The answer lies in the adoption ally a B-Nut. It is actually a BT-Nut. by the Army Air Corps of a Parker The AN819 sleeve that is used with Appliance Company (predecessor the AN818 coupling is aT-sleeve. of today's Parker Hannifin Corp.) (See illustration.) specification. Throughout the early There is a "B Nut" mentioned years of aviation, a number of dif­ in the book, and it is also used ferent types of tubing fittings were for flared fittings . However, the tried and eventually rejected. Prob­ B-Nut is a male-thread nut that is lems with leakage and tubing fail­ intended to be used in a match­ ures due to the improper use of the ing female-thread receptacle. This fittings resulted in plenty of new combination was called the AC810 versions of the flared fitting to try series fitting and to my knowl­ and create an easy-to-install and re­ edge was not included when the pair system with minimal failures. move was made to the AN series Keep a journal of your meetings, The AC810 and the AC811 se­ fittings that we know today. 1The appointments, flying, or just keep ries of fittings were two of Park­ BT-Nut and T-sleeve that became a running narrative of what's er's flared tubing systems. Parker the AN818 and AN819 fittings we happening in your life. published a book at the time titled use today were referred to as the V08353 Red Journal Maintenance ofAircraft Tubing Sys­ AC811 series in the Parker book. In Vl2705 Bronze Journal tems. We're not sure when the first the 1943 edition of the book, the edition of this book was published, AC810 series (including the B-Nut) but we are aware of a second edi­ is referred to as "obsolete." tion that was published in 1939, So that's the story of the B-Nut. The and the copy we have in the EAA next time you hear a mechanic refer library was published in 1943. to an AN818 coupling as a B-Nut, you There is a section of this book can tell him or her that it's actually a titled "Flared Tubing Fittings." It BT-Nut! The B-Nut is obsolete! is in this section that we find the -Joe Norris and H.G. Frautschy..... VINTAGE AIRPLANE 39 VINTAGE Membershi~ Services Directory

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION EAA's VINTAGE AIRCRAFT ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 President Vice-President Geoff Robison Web Sites: www,vintageaircraft_org, www.airventure_org, www.eaa.org/memberbenefits 1521 E. MacGregor Dr. ~~~rt~~:~~~~ New Haven, IN 4677 4 Hartford, WI 53027 E-Mail: vintageaircra{t@eaa_org 260-493-4724 262-673-5885 chie([email protected] [email protected] EM and Division Membership Services Flight Instructor inionnation .... _920-426-6801 Secretary Treasurer 800-843-3612 ...... , , , ...FAX 920-426-6761 Library Services/Research ...... ,920-426-4848 Steve Nesse Charles W. Harris 2009 Highland Ave. 7215 East 46th St. (8:00 AM-7:()() PM Monday-Friday CSn Medical Questions ...... _, ...... 920-426-6112 Albert Lea, MN 56007 Tulsa, OK 74147 507-373- 1674 918-622-8400 . 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FAX 920-426-6579 4605 Hickory Wood Row 106 Tena Marie Circle Greenwood, IN 46143 Lodi, WI 53555 317-422-9366 608-592-7224 Ibrow1,[email protected] [email protected],et MEMBERSHIP INFORMATION Dave Clark Steve Krog 635 Vestal Lane 1002 Heather Ln. Plainfield, IN 46168 Hartford, WI S3027 EAA lAC 317-839-4500 262-966-7627 Membership in the Experimental Aircraft Current EAA members may join the davecpd@a tt.net [email protected] Association, Inc. is $40 for one year, includ­ International Aerobatic Club, Inc, Divi­ John 5. Copeland Robert D. "Bob" Lumley ing 12 i5sues of SPORT AVIATION. Family sion and receive SPORT AEROBATICS lA Deacon Street 1265 South 124 th St. membership is an additional $10 annually, magaZine for an additional $45 per year. Northborough, MA 01532 Brookfield, WI 53005 Junior Membership (under 19 years of age) EAA Membership, SPORT AEROBAT­ 508-393-4775 262-782-2633 copeland 1@iIlIlO. COI1l [email protected] is available at $23 annually_All major credit ICS magazine and one year membership cards accepted for membership. (Add $16 for in the lAC Division is available for $55 Phil Coulson S. H. "Wes· Schmid 28415 Springbrook Dr. 2359 Lefeber Avenue Foreign Postage.) per yea r (SPORT AVIATION magazine Lawto n, Ml 49065 Wauwatosa, WI 53213 not included). (Add $18 for Foreign 269-624-6490 414-771-1545 Postage.) rcolI /sonS [email protected] shschmid@gmai l.com EAA SPORT PILOT Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS DIRECTORS $20 per year_ Current EAA members may join the EM EAA Membership and EAA SPORT Warbirds of America Division and receive EMERITUS PILOT magaZine is available for $40 per WARBIRDS magazine for an additional $45 Robert C. Brauer E.E. "Buck" Hilbert 93 4S S. 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