VA-Vol-37-No-6-June-2009

GEOFF ROBISON PRESIDENT VI NTAGE AIRCRAFT ASSOCIATION

VAA Chapters What keeps us all inspired to stay

engaged in the Vintage Aircraft Assoshyciation (VAA) chapter network The social interaction among its memshybership is a strong factor for many of us and this has been a real plus in our local VAA Chapter 37 We have such a diverse group of memshybers and it continuously amazes the leadership at our chapter

We have members who range in age from 12 years old to some who are well into their golden years The most amazing part of our membershyship is the diversity of talent and exshypertise they bring to our group Some provide us with cash and some offer us a lot of their time and sweat both of which are vital elements to our success We have members who roushytinely assist us with computer expershytise and construction management We have cabinet builders woodshyworkers metalworkers certificated airframe and powerplant mechanics and aircraft maintenance instrucshytors flight instructors plumbers electricians an HVAC technician a banker a judge a doctor (aviation medical examiner) teachers a state trooper a couple of corporate pilots a retired airline pilot a truck driver a tool salesman a sign maker a conshycrete contractor a machinist an undertaker an autoworker a govshyernment contractor and a fireman I could go on here but I think you see what Im referring to when I use the word diverse

We are rich with talent as well as energy Thats not something you see a lot of outside of an aviation association like ours We could only

hope that you have an opportunity to engage yourself in an organizashytion such as ours I cannot fully express the pride our VAA chapshyter membership gets from their inshyteractions at the chapter level We have been so fortunate to accomshyplish so much as a young chapter (we started this chapter in 2003)

The most amazing part of our

membership is the diversity of

talent and expertise they bring

to our group and I can assure you these are the factors that continue to attract new members to our chapter

Inspiration is the primary drug for me Just last weekend our chapter hosted another Young Eagles rally and we flew a total of 65 young people a lot of whom would potentially never be offered such an opportunity at any time in their youth All you have to do is watch that excitement leading up to the flight and immediately after to know that we as a group have acshycomplished something very unique as well as special in this small comshymunity This is my drug of choice

I bring this subject up to you prishymarily because I want to challenge

each of our chapters to find your own drug of choice We as a chapshyter (with the assistance of EAA Chapshyter 2 in Fort Wayne Indiana) have been fortunate enough to offer scholshyarships to send a number of young folks to the EAA Air Academy Heres a link for more information www Youngpoundagesorgprogramsairacademy

Talk about inspiration Talk about pride in our efforts to inspire It doesn t get any better than this folks For example I have had the pleasure to provide transportation home to a few of our Air Academy campers and man they just talk all the way home When theyre that fired up you cant help but go along for the ride

Yet another critically important component of our success as a VAA chapter must be mentioned in this column because it is absolutely vishytal It is virtually the foundation of our success and that is the local airport board the airport manager and his or her staff Some airports still see the value of welcoming the public to their facilities but unforshytunately a lot of them just dont get it The leadership of the Dekalb County Airport (GW8) in Auburn Indiana truly stands out as a wonshyderful example of the need to keep these public facilities public They entrusted our chapter members to meet our pledge to them that we would provide local events to attract the locals to visit their airport Consider also that we are not the first aviation group to set up shop at this airport That is proof in the

continued on page 37

J U E VOL 37 NO 6 2009

co TENTS IFe Straight amp Level

VAA Chapters by Geoff Robison

2 News

6 Breaking Out of Winters Cocoon and Celebrating Sun n Funs Spring Break For Pilots

from Wacos to Aeroncas by Sparky Barnes Sargent

14 A Bonanza Tradition The Fortiers Beechcraft Dynasty

by Budd Davisson

19 Light Plane Heritage A look at liquid cooling by Bob Whittier

25 The Vintage Mechanic Adhesives and bondings-Part 1 by Robert G Lock

30 The Shawano Wisconsin Fly-Out A great way to spend a Saturday during EAA AirVenture Oshkosh by Joe Gmitter

32 How Long Is That Airstrip by Irven F Palmer Jr

34 Mystery Plane by HG Frautschy

38 Mystery Plane Extra The Bahl Lark by Bill Hare

39 Classified Ads

COVERS FRONT COVER The Fortier familys 1950 B35 Bonanza was bought by the fami ly patrishy

arch Stanley when Rick Fortier was still a toddler His early interest in aviation and in

this particular B model prompted the elder Fortier to keep the Bonanza even after he had

purchased a newer model EAA photo by Bonnie Kratz

BACK COVER This past March 26th was the 70th anniversary of the maiden flight of

the Cessna T-50 As shown on our back cover the twin-engined trainer and utility airplane

was piloted that Sunday morning by Cessna s Dwayne Wal lace We look forward to over a

dozen Bobcats expected to attend EAA AirVenture Oshkosh 2009 See VAA News for more

information Certificate courtesy Jon Larson Cessna T-50 The Flying Bobcats club

STAFF EAA Publisher Tom Poberezny Director of EAA Publications Mary Jones Executive DirectorEditor HG Frautschy ProductionSpecial Project Ka thleen Witman Photography Jim Koepnick

Bonnie Kratz Advertising Coordinator Sue Anderson Classified Ad Coord inator Lesley Poberezny Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw

Display Advertising Representatives Specialized Publications Co US Eastern Time Zone-Northeast Ken Ross 609-822-3750 Fax 609-957-5650 kr4Ocomcastnet

US Eastern Time Zone-Southeast Chester Baumgartner 727-532-4640 Fax 727-532-4630 cballm 111mindspringcom

US Central Time Zone Gary Worden 800-444-9932 Fax 816-741-6458 gary wordenSpc-magcom

US Mountain and Pacific Time Zones John Gibson 916-784-9593 Fax 510-21 7-3796 johngibsonspc-magcom

Europe Willi Tacke Phone +49(0)1716980871 Fax +49(0)8841496012 willi(lying-pagescom

VINTAGE AIRPLANE

FAA Issues Rudder Stop AD on Cessna 150152

Despite comments from the Cessna Pilots Associashytion (CPA) and other intershyested parties the FAA has issued Airworthiness Direcshytive (AD) 2009-10-09 effecshytive June 17 2009 requiring the installation of a new rudshyder stop modification kit on all models of the slant-tail versions of the Cessna 1SO and 152 or in lieu of the kits installation the aircraft must be placarded against intentional spins and other aeroshybatic maneuvers The AD must be complied with within 100 hours of time in service (TIS) after June 17 2009 or within the first 12 months whichever occurs first

Tom Carr of CPA an experishyenced airframe and powerplant mechanic with decades of experishyence concerning Cessna aircraft maintenance commented that since the two aircraft involved in fata l spin-related accidents cited in the proposed AD issued in 2007 were not in compliance with the aircrafts type design the issues surrounding the proposed AD were better served by the isshysuance of a special airworthiness inspection bu llet in (SAIB) rather than an AD (One aircraft which crashed in 2005 had the rudder stop installed upside down comshypromising t he control systems fu n ctionality on the other acshycident aircraft which crashed in Canada in 1998 the rudder most likely was pushed over by outside forces acting during the accident sequence On that airshycraft the rudder control system had known maintenance-related issues that rendered the aircraft unairworthy yet the aircraft was still flown)

2 J UN E 2009

B CLEVIS

2009 ia JIRVENTURE ~ O S HKOSH -~-

NOTAM The World Grutnt AvtUon CtltbrilionTlI

Required Equipment EAA AirVenture NOTAM

If youre plann ing to fly in to Oshkosh next month its imperashy

t ive that you obtain a copy of the

FAAs 2009 AirVenture Notice to Airmen (NOTAM ) which contains

arrival and departure procedures

for the 57th annual fly-in convenshy

t ion These procedures are in efshy

fect from Friday July 24 through Monday August 3-one day earlier

than previous years (The event is July 27-August 2 )

Wh i le the ove rall procedures

are similar to past years there are

some noteworthy changes-29 of the NOTAM s 32 pages contain upshydates You can download a PDF vershysion at wwwAirVentureorgj flyingj

notam2009pdf or ca ll EAA Memshybership Services at 800-564-6322 and a printed booklet will be mailed to you free of charge (Order a booklet at httpsjjSecureEAAorgj

AirVenturej notam_request html) Add itional hints and tips for

pilo t s ar ri ving at and departshy

ing from EAA AirVenture 2009 are also available online at www AirVentureorgj atc

While Cessna created a modishyfication kit in 2001 to enhance the design of the rudder stop (a kit that has subsequently been redesigned and given a new part number) there have been no failshyures of the aircrafts rudder conshytrol system that would lead one to believe the aircrafts type deshysign was at fault On the contrary as is true with many other sysshytems on an aircraft if the aircraft is maintained in compliance with the type design standards the aircraft will continue to operate as intended But if maintenance fails to detect a failure or induces a failure of the system then the aircraft is unairworthy An SAIB coupled with revised mainteshynanceinspection procedures is a reasonable and prudent way to address a maintenance-related isshysue such as this

For more information on the isshysuance of the AD it can be viewed on the FAAs website at wwwFAA gov click on the Regulations amp Policies tab and then click on the link for Airworthiness Directives Enter the AD number AD 2009shy10-09 or just click on the New ADs link on the left side of the page to review the list of recently issued ADs

Wonderiul Changes Await VAA Members in Oshkosh

When you receive this issue of Vintage Airplane there will

be about 50 days left to go until EAA AirVenture Oshshykosh 2009 Theres plenty of work to be done with the VAA work parties completshying the new Vintage Hanshygar working on the Red Barn and preparing the usual AirVenture items

We do have a wish list and at the top of our I wonder if anyone has list is this

To accommodate the members who will be at shytending presentations in front of the Vintage Hangar

Type Clubs We have a couple of type club

additions and revisions for you

SuperCubOrg PO Box 150 Waldron MO 64092 816-359-3540 Fax 203-413-6360 Website wwwSuperCuborg Dues Donations Min $25year Publication Online Discussion Forum

Seabee Owners Club (IRSOC) Steve Mestler PO Box 1546 Lexington SC 29071 E-mail smestlerpbtcommnet Website wwwRepublicSeabeecom

Type Club Parking As many of you know a portion

of the Vintage Parking area is dedi shycated to Type Club Parking an area where a rolling list of type clubs can park a select group of airplanes from their club so members and the pubshylic can enjoy seeing their unique airshyplanes This year there will be up to 30 Short Wing Pipers 15 Cessna T-50 Bobcats 8 Cessna 175s and 17 Cessna 180 airplanes Also included in this years list is the Piper Comanshyche Look for these airplanes just south of the Emergency Aircraft Reshypair area and the Hangar Cafe Each of the aircraft in these groups is parked by special arrangement with their respective type club

VAA Awards Ceremony Lots of changes are in store for

members who attend EAA AirVenshyture Oshkosh 2009 This year due to the setup at Theater in the Woods for

(in the space formerly occushypied by the ice cream stand) were in need of a set of bleachers A set of three or four tiered units either aluminum or wood would be very helpshyful The type used around a ball diamond or smaller school track meet would be perfect (Think of the bleachers next to the cornfield in the baseshyball movie Field ofDreams) If you can help please give us a call here at VAA Headquarters 920-426-6110 and let us know what you have

For more on the ongoing construction of the Vintage Hangar and the changes in the VAA area be sure to visit our website at www VintageAircraftorg

the Saturday evening show by comeshydian-ventriloquist Jeff Dunham the awards ceremony for the VAA wiil take place in the Vintage Hangar just south of the VAA Red Barn The cershyemony which will take place starting at 630 pm on Saturday after the daily air show promises to be a great evening for winners and attendees alike After the ceremony well host a reception for all attendees and the winners in the Vintage Hangar with soft drinks and snacks Plan on being there to cheer on your friends and enjoy some vintage camaraderie beshyfore we all head home the next day

VAA Judging Categories Each year we receive inquires reshy

garding the effective years for VANs judging categories Here they are

Antique An aircraft constructed by the

original manufacturer or its lishycensee on or before August 31 1945 with the exception of cer shytain pre-World War II aircraft modshyels that had only a small postwar production Examples Beechcraft Staggerwing Fairchild 24 and Monocoupe

Classic An aircraft constructed by the

original manufacturer or its li shycensee on or after September I 1945 up to and including Decemshyber 31 1955

Contemporary An aircraft constructed by the

original manufacturer or its lishycensee on or after January I 1956 up to and including Decemshyber 31 1970

Turn Your Old Parts Into New Money at Aeromart

Did you know that AirVenture Oshkosh provides a fantastic opporshytunity to sell those aircraft parts clutshytering up your hangar Aeromart the worlds largest aircraft parts swap allows you to turn old parts into cash with the added satisfacshytion that you have helped other EAA

VINTAGE AIRPLAN E 3

members complete their projects Aeromart is an all-volunteer opshy

eration now run by EAA Chapshyter 252 It has a new location this year-right next to Camp Schol shyler-making it easier for campshyers to transport their parts to the tent for consignment sale Simply bring over the parts you wish to sell when you arrive and register Aeromart receives $1 per item conshysigned plus 12 percent of the sale price All proceeds support EAA and Chapter 252

When you leave AirVenture stop by to pick up any unsold items and a check from your sale proceeds will be mailed to you Its that easy

For more information about sellshying items visit wwwAeromartwebs com If you are interested in volunshyteering at Aeromart e-mail Oshkosh AeroMartgmailcom

New and Improved AirVenture Event Schedules

Online on your phone

Each year EAA aims to provide the most accurate up-to-date inshyformation about EAA AirVenture forums workshops presentations and other scheduled events and well in advance of the event to alshylow attendees to plan their week This year we think weve created the most useful version yet

Now available at wwwAirVenture orgforums you can see the com-

JUNE 2009

Cessna Bobcat Anniversary This past March 26 was the 70th anniversary of the maiden flight

of the Cessna T-50 As shown on our back cove r the twin-engined

tra iner and utility airplane was piloted that Sunday morn ing by Cessshy

na s Dwayne Wallace

The Bobcat made famous as the first airplane used in the classhy

sic televis ion series Sky King will be celebrated during a gathering

in the Type Club Parking area Jon Larson the longtime leader of the

Cessna Bobcat Type Club tells us that he has more than a dozen

confirmed Bobcats headed toward Oshkosh with a couple more on

the hopeful list

plete presentations schedu le allowing you to peruse every scheduled event (there are more than 1000) create and print your own personal AirVenture itinershyary and stay abreast of schedule changes that can occur during the week

If you have a web-enabled moshybilephone0rasmartphon~you

will have access to the complete AirVenture schedule of events wherever you have phone service

In response to member reshyquests and suggestions weve been working hard on creating a new way to efficiently share and disseminate all the events inforshymation t h at AirVe n ture has to offer said Mark Forss the preshysentations coordinator who has shepherded the new system Our new plan your schedule fea ture coupled with the abilit y to look up information on a web-enabled

mobile device is what sets this new system apart from previous efforts The new system also gathshyers previously disconnected inforshymation from numerous sources and puts it into one easy-to-find place on the Web and on your phone We anticipate these new tools being very popular among the attendees

Visit the AirVenture website and start planning your Oshkosh visit today

New 406 ELY Rule in Canada Put on Hold

The upcoming transition to reshyquiring 406 MHz emergency locashytor transmitters (ELTs) in nearly all general-aviation aircraft opshyerating in Canada has been put on hold by John Baird Canadas Minister of Transport according to Kevin Psutka president of the Canadian Owners and Pilots Asshy

sociation Psutka met recently with Transport Canada officials arguing that the rule as written was not workable

liThe regulation as written was unachievable because the allowed alternatives do not exist Psutka told EAA liMy argument that this rule was immature was apparently

accepted and the minister sent it back to CARAC (Canadian Aviashytion Regulation Advisory Counshycil) for revision 11

CARAC is a joint effort of govshyernment and the aviation comshymunity including participation from organizations representing operators manufacturers and

Aircraft Groups to Gather for Oshkosh Journey

As aircraft from around the world make their way to EAA AirVenture Oshkosh this summer hundreds of aviators gather together to arrive at Wittman Regional Airport in flocks of kindred aircraft creating their own communities along the flightline

Groups scheduled to arrive en masse at Oshkosh in 2009 include Cessna 150s and 152s in honor of the Cessna 150s 50th anniversary Beechcraft Bonanzas (Bonanzas to Oshkosh) Cessnas (Cessnas 2 Oshshykosh) Mooneys (Mooney Caravan) Piper Comanches and custom-built Vans RV airplanes In addition warbirds such as the T-6 T-28 T-34 and Nanchang Red Stars will arrive as groups during the afternoon air show on Monday July 27

Many people come to Oshkosh early just to see these mass arrivals scheduled July 24-26 and coordinated between EM the FAA and the indishyvidual aircraft groups Pilots in the mass arrivals receive thorough briefings prior to arriving at Oshkosh and scheduled arrivals could be altered due to weather or other factors

Heres the current schedule of EAA AirVenture mass arrivals

bull Friday July 24 10 am-Cessna 150152 (wwwCessna150152com)

- Saturday July 25 1 pm-Beech Bonanzas (wwwB20shorg)

- Saturday July 25 230 pm-Cessnas (wwwCessnas20shkoshcom)

-Saturday July 254 pm-Mooneys (wwwMooneyCaravancom)

- Sunday July 26 1130 am-Piper Comanches

- Sunday July 26 130 pm-Van s RVs -Monday July 27330 pm-T-6 T-28 T-34 Nanchang Red Stars

professional associations One of the alternatives Psutka

is pushing for is approval of 406 MHz personal locator beacons (PLBs) or tracking devices instead of the significantly more expenshysive installed ELTs

Psutka was quick to say that this development does not eliminate the new rule Where it stands the CARAC will reconvene and my unshyderstanding is that the earliest this will happen is the third week of June he said If everything went as swiftly as pOSSible a new final rule addressing the ministers concerns would be announced no earlier than the end of August he added Meanwhile pilots who have yet to upgrade to the 406 MHz ELTs can continue operating legally with the older 1215 MHz units although Psutka cautioned that search-andshyrescue satellites no longer monitor the older frequency

Denis Browne chairman of the EAA Canadian Council was glad to learn that the public would have more input on the rule through the CARAC We would like to see the end-users given more opportunity for feedback on potential alternative complishyance such as PLBs and other ways of dealing with the new technology he said There also has not been full consideration of the effect of this new rule on international traffic and how to accommodate air tourism The CARAC usually considers such recommendations 11

Because the FAA does not plan to adopt the 406 MHz ICAO stanshydard in the United States EAA feels most American aircraft ownshyers will likely choose not to spend the estimated $1000 (plus inshystallation) to equip their aircraft resulting in a sharp decline in tourism and business flights by US -registered aircraft into Canshyada From May 2007 to May 2008 the Canada Border Services Agency processed more than 63000 forshyeign private aircraft roughly 90 percent US-registered

VINTAGE AIRPLANE 5

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bull bull I ltIII ~ ~ f - ~l~ --~ I C~tI I~ C $ ~ ifI ~~pound1t _ -- bull bull ~ of 5

Rrlilking Out of Wintlrs [o[oon ilnd [lllbrilting Sun n Funs

Spring Break For Pilots from Wacos to Aeroncas

ARTICLE AND PHOTOS BY SPARKY BARNES SARGENT

esilient white blosshyI soms burst forth

in a scattered array

amidst emerald green grass

under the sunny Florida

sky and colorful wings

adorned the fields in celeshy

bration of the long-awaited

rite of spring for aviatorsshy

the annual Sun n Fun Flyshy

in at Lakeland Florida

The powerful prop blast of

vintage airplanes whipped

stray strands of hair and deshy

posited a parched powdery

patina on everything from

human heads to cylinder

heads as campers pitched

their tents heartily greeted

old friends and warmly

met new ones It was once

again I old home week

and the energizing start of

the fly-in season

Randy Van Surdam of Seneca South Carolina with NC14071 his Jacobsshypowered 1934 Waco YKC (ambulance version)

WiI[O VI([ The early-morning sunlight

highlighted rivulets of condensashytion trickling down the noble 1934 Wacos fuselage as owner Randy Van Surdam of Seneca South Caroshylina prepared for the days activishyties This is just the perfect time of year says Van Surdam Youve just gone through a winter up in South Carolina and youre ready to fly somewhere and put your shorts on We have the same group that comes down every year and we also go to

the National Air Races in Renoshyso those are the two things that we take the time to make happen

NC14071 is a Jacobs-powered 1934 ambulance version Waco YKC and Van Surdam completed its resshytoration in 1998 He acquired the Waco in numerous boxes in 1995 A customer had originally bought this with the idea that he was going to restore it and then he decided it was a little bit too big of a job So he went out and bought a finished Waco and offered this up and we

JUNE 2009 6

Tia and Ph illip Robertson of Acworth Georgia with N9895A their 1950 Cessna 195

bought it It had been disassembled sometime in the 1950s for restorashytion and had gone through several owners but nobody really did anyshything with it Then we got it and reshystored it and have brought it here probably three or four times now

Van Surdam says the biplane flies very nicely and is very stashyble and has good ground-handling characteristics as well It is hot on the inside though with the big motor up front-its got a Jacobs 275 upgrade

Hes been fl ying since 1989 and first soloed in an Aeronca Sedanshywhich he still has I restored it as well the Sedan is a neat airplane Nowadays though I dont fly fixed-wing too much he shares with a grin because I have the maintenance shop at ClemsonshyOconee airport and I commute back and forth in a little helicopshyter-just me and a dog

[Issnl11QS Tia Robertson of Acworth Georgia

sidled up comfortably to the Cessna 195 her sky-blue eyes peering back at her from the polished fuselage as she

artfully applied her morning makeup She and her husshyband Phillip have owned N9895A for 15 years now and attend the fly-in as frequently as their schedules permit

Ive been coming here since the early 80s she says smiling I had a Luscombe that I flew down here when I was in my 20s and I remember the corn roast being served on Morning reflections Pilot Tia Robertson apshyabout five picnic tables beshy plies her makeup with the help of her polshytween the buildings I met ished Cessna 195 my husband in 1985 and I was flight instructing at the time One of my students owned a Cub and she and her husband were drivshying to the fly-in so I sort of jokingly said Would you like me to fly your airplane for you And they said Yeah So Phillip and I came down in the Cub and that was his first trip here Ive also got a Taylorcraft that Ive brought down here several times and its just a lot of fun seeshying friends and checking out other peoples airplanes

Married now for nearly 21 years Phillip says they share the piloting

by swapping legs and Tia explains that this method works great A lot of times one will work the radios and the other one flies-were both professional pilots too Im retired from United and my husband flies for American so were used to the two-pilot crew system

Then laughing softly she elaboshyrates When we met we were flying for a commuter Eastern Metro Exshypress and we flew together as crew I was captain and he was my first officer so weve been together and flown together for a long time

VINTAGE AIRPLANE 7

Ron Spence of Germantown Tennessee with N1947P his 160-hp Lycomshying-powered 1955 Piper PA-22j20

Pip~r PiI(~r Ron Spence of Germantown

Tennessee was close by his handshysome 1955 Piper PA-2220 Pacer in the vintage camping area as the sun climbed high in the mid-morning sky Hes been coming to Sun n Fun for many years now and enjoys not only flying airplanes but also working on them I used to come here in a PT-22 that I had he remishynisces and then about 15-20 years ago I bought a 1953 true Pacer tailshywheel up in Alberta Canada I liked it so much I decided to do a little more Pacer stuff I was rebuilding the engine thats in this airplane for my other airplane About the time I was ready to install it a friend came up to me with a flier for this Pacer for sale up in Pennsylvania-it had nothing forward of the firewall Other than that it was in the conshydition in which you see it

Spence says he journeyed up to Pennsylvania and purchased N1947P which had been refurbished litershyally from the tubes up I trucked it home and [continued with] the enshygine overhaul you wouldve thought that would have been a two-week project but that took me a couple of years I did all new accessories and I put a tuned exhaust on it-so theoshyretically the 160-hp Lycoming 0-320 now has 172 hp I felt like it gave it considerably more performance but

I cant really judge But it does seem to be livelier and it climbs to altitude very nicely

Spences wife Diane accompanied him from Germantown as far as jackshyson ville Florida where she stayed to visit with family while he completed the flight to Lakeland Theoretishycally its two three-hour legs down here from home says Spence and about 600 nautical miles in total

LUS[Dmb~ jerry Cox of Mattoon Illinois

had a neatly painted 1948 Luscombe 8F tied down in the past-winners line on the field he and jerry Shashyfer are partners in the airplane

Cox has been flying nearly 25 years now having first soloed in a Cessna 152 and he was happy to share the story of how he came into the world of Luscombe flying A friend gave him a ride in a Luscombe one day and that did it I had admired his Luscombe before but that was the first opportunity Id had to acshytually get in it explains Cox smilshying enthusiastically He let me take over the controls and I fell in love with the darn plane

N1947B is powered by a 90-hp Continental and Cox declares that he simply likes everything about the Luscombe It handles great yet it has a reputation of being a ground loop waiting to happen I was told that before I owned a Luscombe so I was a little bit concernedshybut then talking to the older felshylows who have a lot of experience in Luscombes I was informed that the plane doesnt ground loop the pilot ground loops And now Ive got probably over 1000 hours in Luscombes and Ive landed in some pretty adverse wind conditions and have never been close to a ground loop yet So my feeling is that the Luscombe has a very undeserved reputation of ground looping

Cox has been coming to Sun n Fun for decades and recalls that his first time was when they were just

I had only had about 20 hours on the Jerry Cox of Mattoon Illinois with N1947B his 1948 Luscombe 8F powshyairplane before the tuned exhaust so ered by a C-90

8 JUNE 2009

beginning to have ultralights Its a nice trip and everybodys so accomshymodating though every year seems to be more of a challenge finanshycially But the people are friendly and its just a nice visit I have been down here with my experimenshytal plane and won an award with it and N1947B won Outstanding Classic in 19971

Clobl Swift Jed Smith of Huntington Beach

California was readying his polshy

Smiths solo flight from Riverside airport in California to Lakeland was his first visit to Sun n Fun His Swift is powered by a Continental 0-300A and his overall average groundspeed for the trip was 158 mph with speeds of 180 to 210 mph observed while at a cruising altitude of 17500 feet He admits he probably wont come back for a while-its a long way It was real easy getting here it was only three easy days But going back Im probably looking at three much harder days1

Jed Smith of Huntington Beach California bases N3378K his 1946 Globe Swift GC-1B at Riverside airport

ished 1946 Globe Swift for deparshy~ t~ early Saturday morning after

camping out for several days and enjoying the show He and N3378K have been fly ing tv gether since 1992 which he says is not a very long time considering how long many Swift owners have hung on to their airplanes

Thoughtfully reflecting on what he likes best about his GC-IB he smiles and shares this It s just a quirky old fun piece of machinshyery and certainly flies very nice Its very pleasant and always gathers attention at the gas pumps whenshyever you ve been flying around and landing for fuel So thats sort of fun and you always meet very inshyteresting people when youre flying

Stilgglrwing A bright yellow 1944 Beech D17S

Staggerwing arrived by the end of the week and was an eye-catcher on the

flightline Owner Charlie Maples of Culpeper Virginia has owned N27E for 10 years and he and his buddy Tim Loehrke of Herndon Virginia averaged a 170-mph cruise on their flight to Lakeland Maples has been coming to Sun n Fun off and on for about 20 years and enjoys it because its the beginning of the flying seashyson and its just kind of fun to get out and take a trip1

Hes logged about 2000 hours in lightplanes since he first soloed years ago in an ultralight I soloed a Phanshytom-the best ultralight made-and that was fun I miss that actually1 shares Maples I flew ultralights for about four years and then I got into Cessna 140s and kept going up afshyter that Now Im rebuilding a Piper Cub which Ive been working on for about five years and I havent even started putting it back together yet-Im still taking it apart

Loehrke who taught himself to fly in a Weedhopper ultralight has also been coming to the fly-in for years explaining Its always the first adshyventure of the spring and its so cold up in Virginia that its nice to come to sunny Florida to be warm I have a Cub and about 700 hours flight time I just go up to look down relax and fly around a little bit Im waiting for Charlie to get his Cub finished beshycause were going to fly down here up to Oshkosh and do cross-countries in the Cubs-thatll be a lot of fun1

an old airplane around the counshy Charlie Maples of Culpeper Virginia talks with his buddy J-3 Cub pilot Tim try And it makes a fine one-person Loehrke of Herndon Virginia The two flew down in Maples 1944 Pratt amp camping machine1 Whitney R-985-powered Staggerwing

VINTAGE AIRPLANE 9

Ben Troemel and Tracy Smith of Cocoa Beach Florida with Troemels 1946 Cessna 140

[QssnillllU Ben Troemel and Tracy Smith of

Cocoa Beach Florida were campshying with Troemels faithful 1946 Cessna 140-just as they do nearly every year soaking up the ambishyence of the fly-in Troemel a retired Air Force pilot who flew cargo 747s for Atlas Air and is now a 757 first officer for Northwest Airlines has owned N90174 for 15 years

I bought it from a gentleman friend of mine Reddoch Williams up in Fort Walton Beach he says with an exuberant smile li lt was my first taildragger airplane that I really got to fly It s fun it s STOL and you can actually go places in it We just love to come here and hang out with all the people and see the other airplanes and wander around Troemel encouraged a stushydent-pilot friend to head on over to the fly-in He just got busy with work so I called him up and said You really need to come over here this is really cool-youd enjoy it

Although Smith doesnt fly she comments with fun-loving laughshyter I provide the food and beverage service She sums up her attraction to the fly-in this way You have the little airplanes you have the air show and theres something for evshyerybody even shopping for both the guys and girls plus being outside

nQron[iI [hiQf Colie Pitts of Douglas Georgia

enjoyed a birds-eye view of the flightline as he relaxed beneath

10 JUNE 2009

something big for four passengersshybut really 90 percent of your flying is by yourself

Pitts wanted his own affordable airplane as opposed to flying rental aircraft and found the Chief in north Georgia lilts just what I want he proclaims with a broad smile I fly around recreationally and make small trips like coming down to Lakeland Basically I just fly locally and take a lot of people whove never flown before-just take them for a ride Everybody falls in love with the Chief and thats just the

Colie Pitts of Douglas Georgia loves flying N85857 his 1946 Aeronca l1AC Chief

the wing of his loyal 1946 Aeronca llAC Chief amiably visiting with those who stopped by Hes owned N85857 for about eight years now and generously shares that love with others-many of whom go up with Pitts for their first flight Its his third flight to Sun n Fun and the first in his Chief

Sixty-six-year-old Pitts realized his lifelong desire to fly when he was in his mid-50s I didnt have the opportunity or the money beshyfore-but once I got older I said Im going to take the time and find a way I soloed in a Cessna 152 and a friend of mine had a Champ I liked the tailwheel aircraft and deshycided that was the kind of flying I wanted to do At one time like evshyerybody else I thought I wanted

kind of flying I do Ive converted a lot of people even some with bigger airplanes and a lot of first-time flishyers and kids Ive taken Young Eagles and Boy Scouts in it too

He thoroughly enjoys flying low and slow and says liMy friend flew his Chief down to Georgia from Knoxville on Saturday and then we flew down together on Sunday Were just having a ball this week

There was a nice variety of vintage airplanes in attendance this year and we hope youve enjoyed vicariously meeting these folks and seeing their airplanes pictured on these pages And we must confess we had a ball meeting each of these aviators and learning more about their flyshying experiences during Sun n Funs Spring Break For Pilots

Jeanne and Pete Reed s custom 300-hp 1943 Stearshyman won the Outstanding Customized Aircraft - Antique award (Watch for an upcoming feature on this biplane)

Randy Van Surdams 1934 Waco YKC

At least four Republic Seabees were noted in the seashyplane area N6240K was manufactured in 1947 powshyered by a Franklin engine

Ed and Barbara Moore relax in the shade of their Howshyard DGA-15P They work as a team at the helm of the Howard Aircraft Foundation an organization of individushyals dedicated to the ownership restoration preservashytion and flying of Damn Good Airplanes

Randy Van Surdam and his 1934 Waco YKC are freshyquent visitors to Sun n Fun

This 1954 silver-painted Cessna 170B registered to Dale Peterson of Fayetteville Georgia was sparkling in the Florida sunshine

This 1966 Aero Commander (Meyers 200D) owned by Wane A 1956 high-cabin Beech 18ES registered to Jack Feuerherm and Don Riggs stopped in for a visit a display Shepard of Columbia Mississippi was one of several plaque indicated that the airplane cruises at 210 mph twin Beeches at the fly-in

VINTAGE AIRPLANE 11

This Canadian-registered 1950 Bellanca Model 14-19 was last listed as belonging to Larry Quinton of Collingshywood Ontario Canada

Several Piper J-3 Cubs were on hand to celebrate this years Spring Break For Pilots

Richard Preiser of Delray Beach Florida carefully cleans N6364M s wheel pant This Stinson received the Outshystanding Classic Aircraft award

A handsome 1944 Grumman G-44 Widgeon graced the seaplane tie-down area It s registered to Jerry Gonshysoulin of Pensacola Florida

Classic elegance Richard Preisers award-winning 1948 Stinson 108-3 Flying Station Wagon (Watch for an upshycoming feature on this airplane)

Short-wing Pipers were popular on the flightline this year This nicely restored PA-22 is registered to Marcus Waters of Warner Robins Georgia

This 1947 Republic Seabee (N6386K) owned by Bill The radial-engined Stinson Fairchild and Howard boldly Bardin of Brockport New York was awarded Best Amshymark their territory phibian - Metal

12 JUNE 2009

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- Ron Shelton

Ron Shelton Cayce SC

_ Single engine instrument-rated pilot with a tail wheel endorsement

_ Curator at South Carolina State Museum for 20 years with historic aviation as part of responsibilities

_ 20 years of plane ownership

_ Began taking flying lessons after college and earnea pilots license at age 45

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THE FOR ITS a well-known

f~ct that certain airplanes have a near narcotic

effect on given groups of people and this is what has given rise to so many type clubs Some of the airplanes however Beechcraft Boshynanzas being one of them seem to work their way into a persons DNA and take up permanent residence in that persons soul And it must be a DNA-level attraction for the Fortier family of Chico California whose Bonanza history started in 1947 the first year the breed was produced and family members have continued to be involved unshytil today They represent three genshyerations of Bonanza ownership with two generations owning the

14 JUNE 2009

same airplane a B35 for more than 38 years In keeping with the trashydition N5256C is slowly working its way to Rick Fortier and his wife Leslie as the family heirloom

If we were to present the torrid tale of a raggedy old 1950 airplane being stripped down to its undershywear and brought back to life one bolt at a time it wouldnt be the first time weve done so on these pages Within the vintage airplane community the stories of heroic airplane restorations are becoming cliches This is why the Fortier Boshynanza is unique among vintage airshyplanes It has never been restored Nor has it ever stopped flying For an amazing 58 years it has been doshying what it was designed to do proshyvide transportation

The Fortier family business is producing almonds and walnuts The family immigrated west late in the 1800s and took up residence on what is still the family ranch in Northern California With a censhytury on the same land behind them Rick Leslie and Ricks brother Russhysell are the fourth generation to work their family ranch and the third to raise almonds and walshynuts And for well more than a halfshycentury there has been a Bonanza (or two) sitting on the runway

Ricks grandfather Herman Forshytier owned a number of brand new Bonanzas Starting in 1947 Ricks father Stanley grew up with his fashythers Bonanzas and purchased his own N5256C in 1970 when the airplane was already 20 years old

The airplane had been well cared for Rick says I was a toddler at the time I only remember being buckled in and going somewhere

You could say Rick and his younger brother grew up in this 1950 B35 Bonanza

1950 Bonanzas originally came out of the factory with a 185shyhp E-185-8 Continental and an electric controllable-pitch proshypeller Considering that those original Bonanzas werent that much smaller than the last V-tail Beech birds its almost comical to think of them with only 185 hp Apparently one of N5256Cs ownshyers previous to the Fortiers didnt think it was so funny

Sometim e during the late 1950s Rick says the airplane was

upgraded to a 225-hp E-225-8 Conshytinental engine which is common in the straight 35 through the F35 It still retained the Beechcraft 215 electric propeller I have never had the opportunity to fly an older Boshynanza with the 185-hp engine but I am sure more horsepower made a difference The 225-hp engine and the 215 propeller are still powershying this airplane and with routine maintenance both should last for quite a while

Although his parents bought another Bonanza an A36TC in 1980 they kept the B model knowing it would eventually be handed down to Rick who at the time was 12 years old

Rick says The B35 has always been Dads baby and since I showed

interest in flying he not only supshyported that interest but made me an increasing part of his aviation life as I got older

Sometime during the 1980s Dad and a friend decided the airplane needed painting It was getting a little shabby so they did some reshysearch and decided to change it from its G model paint scheme back to its original scheme So they used the B35 handbook cover as a guide and repainted it just like it came out of the factory With this scheme it offers the opportunity to polish most of the fuselage and wings I now enjoy polishing Five-Six Charshylie because of all the compliments we receive There is nothing like a polished Bonanza

After Ricks father purchased

VINTAGE AIRPLANE 15

With its bank of original piano key switches across the lower portion of the instrument panel and the metal trim around the central axis of the throw-over control yoke the interior of the Fortiers Bonanza is nearly original The addition of a set of modern radios and a Garmin GPS 396 increases the utility of this family airplane

5256C he joined the then newly formed American Bonanza Socishyety (wwwBonanzaorg) Rick folshylowed suit after obtaining his pilot certificate This was a natushyral thing to do considering the birds-of-a-feather aspect of airshyplane ownership

When Rick started flying it

16 JUNE 2009

BONNIE KRATZ

didnt take him long before he was Bonanza-qualified

I received my PPL in 1990 in a Cessna 172 I was 22 years old Afshyter that I immediately got my comshyplex airplane endorsement to fly both of our Bonanzas My father could see the aviation bug had grabbed me pretty hard and he of-

Rick Fortier isnt deterred by all the aluminum surfaces that need to be kept bright and shiny 1 now enjoy polishing Five-Six Charlie because of all the compliments we receive There is nothing like a polished Bonanza he says

ALTHOUGH HIS

PARENTS BOUGHT

ANOTHER BONANZA

THEY KEPT

THE B MODEL KNOWI NG IT WOU LD The four Fortiers Leslie and Rick with their two daughters Hannah and

Holly Their Bonanza has been part of the family since Ricks father EVENTUALLY BE bought it in 1970

HANDED DOWN TO fered me half ownership in the B35 switches which all work The avishyWho could turn something like onics are Narco which my father

RICK WHO AT that down I knew how much the had installed in the mid-70s A airplane meant to him Aviation in few years ago I removed the old

THE TIME WAS 12 so many ways has drawn us close Narco automatic direction finder together and this was just the icing system and the Lear autopilot

YEARS OLD on the cake which was installed in the late Any airplane of that age at some 1950s Removing them took a treshy

point needs to be upgraded for mendous amount of weight out of utility and ease of maintenance if the airplane nothing else All retractable-gear airplanes at

The panel is still the original some time need the landing gear style with the original piano key repainted and checked over and

VINTAGE AIRPLANE 17

so it was with Ricks old bird We pulled all three gear legs out and had them powder coated checked the bolts and bushings and installed new seals he recalls

Like we said this is most definitely not your average tale of restoration derring-do Were so used to hearing about re-skinning and having to replace half the ribs and track down illusive interior parts but the nearly 60-year-old Fortshyier Bonanzas history reads more like the mainshytenance history of a much younger airplane But the Fortiers arent done

We have a list of things were going to do in time says Rick Someday we will have to tend to things like replacing the windows when needed reupholstering the interior and updating the avionics Recently the control surfaces were removed stripped checked for corrosion and repainted They are allshymagneSium so [they] have to be watched carefully But restore S6C We dont see any reason to Besides if we changed it too much it wouldnt be perfect

We like their attitude The patina on this airplane comes not from age but from being touched and loved by a family that truly cares for it This airplane is a member of the Fortier family Rick and Leslie are both young and their daughters love to take turns sitting in the front seat with Dad so theres yet another genshyeration coming along that will layer their own brand of patina on top of that generated by their ancestors

Ricks grandfather Herman Fortier is leaning on the leading edge of an early Bonanza The fellow on the left in the photo is an associate of the Schmizer Farm Equipment manufacturing company The photograph was taken in Stockton California around 1948 or 1949

Rick Fortier and his brother Russell stand alongside their father Stanley after the elder Fortier had purchased what would become a family heirloom Bonanza N5256C

18 JUNE 2009

Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter OCTOBER 1994

Introduction of ethylene glycol antifreeze in late 1920s made possible a significant reduction in the size weight and air drag of aircraft radiators Curtiss Falcon at left is water-cooled one at right is Prestone-cooled Radiators were mounted at an angle to minimize their frontal area and facilitate cleaner nose shapes

A look at liquid cooling

Some time ago we came upon a reader letter in an aviation magashyzine not published by EAA Its writer expressed strong opposition to the increasing use of liquid coolshying in small aircraft engines Said he Weve been using air-cooled engines with good results for over 60 years now so its ridiculous to go back to liquid cooling

That made us think The only exshyperience most of todays pilots have had with liquid-cooling systems is with those in their cars They know that antifreeze should be replaced at recommended intervals and that sometimes radiators pumps and hoses require attention

In the early days of aviation wa-

BY BOB WHITIIER

EAA 1235

ter cooling was more common than air cooling Pioneer aircraft engine builders did not have the metalshyworking knowledge necessary to cast successful air-cooled aluminum cylinder heads

To achieve lightness they tediously machined air-cooled cylinders having integral heads out of solid billets of steel The resulting cylinders had very skimpy finning on their heads and overheating was a common problem

On the other hand water cooling was in common use in auto engines DeSigners knew the calculations inshyvolved in water-cooling systems and foundry men had become adept at casting engine blocks having integral water jackets

Once a set of air-cooled cylinders was made and installed on a new enshygine all one could do to cope with unanticipated overheating or overshycooling problems was to tinker with cowlings fans and baffles But if a new water-cooled engine had coolshying problems it was usually simple enough to tinker with radiator shutshyters modify the fan or install a difshyferent radiator

In a 1925 book we came upon a photo of a de Havilland Dh4 flying over Baghdad Clearly visible below the engine cowling is a large auxilshyiary radiator installed to cope with desert heat During World War II Spitfires operating in North Africa had to be fitted with oversize radiashy

Editors Note The Light Plane Heritage series in EAAs 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 seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF

VINTAGE AIRPLANE 19

engine blocks This keeps cost down in mass

Designers tried many ways to reduce the air drag of the radiators necessary for liquid-cooled engines World War I Albatros top left had radiator mounted flat in wing center section Pulitzer and Schneider trophy racers such as the Curtiss Navy Racer top right used surface radiators Developed in Europe the Lamblin radiator as on the DeWoitine at left looked like a watermelon with fins attached to it it had good aerodynamic shape for a radiator

Left water jackets can be cast into

production but adds weight and its why auto engines can make poor aircraft powerplants Center aero engines saved weight by using thin sheet metal jackets Copper pressed

steel and Monel were used and attached with screws welding or brazing Early radiators of honeycomb type were made of many swaged copper tubes soldered together Modern radiators are of tube type and made of aluminum with plastic end tanks

tors for the same reason Ear ly airp lanes h ad their seats

quite out in the open so flying was done in mild weather When World War I started military expediency required that flying be done in cold weather Nacelles and then cockpits appeared on the scen e as did conshytrollable radiator shutters By 1918 combat flying was being done at alshytitudes as high as 20000 feet Imagshyine yourse lf in an open cockpit at that altitude in February of that year Pilots bund led them se lves up in whatever official or unofficial winter clothing they could scrounge

Mechanics had winter problems too For reasons well explain later alcohol and other substances used to keep car and truck radiators from

freezing had sh ortcomings for airshycraft use When planes eqUipped with water-cooled engines landed pilots closed the radiator shutters and coolshying systems were drained of water while the engines were sti ll idling This procedure minimized the chance of water pockets in the cooling sysshytems freezing In very cold weather crankcase oil was also drained because there were no multi-viscosity oils in those days To start drained engines heated water and oil were poured in to encourage cylinder firing and adshyequate initial oil pressure

Things were that rough during the air mail days of the 1920s Barnstormshyers either flew south or quit flying for the winter Early motorists tried ways of preventing freezing that were someshy

times weird To cooling-system water they added such things as salt calshycium chloride honey and molasses Some even replaced the water with kerosene We dont have to explain what such things did to the various parts of an engine

More widely used were alcohol and common glycerin The latshyter often clogged radiator passageshyways with a gummy deposit Later both wood and grain alcohols were used During t he Prohibition years between 1920 and 1933 highly distasteful and even poisonous adshydi t ives were put in to discourage people from drinking this denatured alcohol bought at service stat ions

Where water at sea level boils at 212degF alcohol boils at 180degF Also the

20 J U NE 2009

Header Tank

Left probably following automotive practice early planes had nose radiators that led to aerodynamically poor fuselage noses Right relocating radiators below engines made more pointed nose cowls possible Pumps were usually outside engine blocks to keep water from mixing with lube oil Pumps pushed water into engine blocks so light pressurization would help minimize formation of steam pockets A cooling-system water pump is really just an impeller to keep liquid circulating in a cooling system so the simple reliable centrifugal type is used

boiling point drops 2 degrees for each 1000 feet of altitude Recommended coolant temperatures for the widely used OX-5 engine was at least 140degF for takeoff 160degF in flight and 180degF maximum So if alcohol was being used a pilot had to keep close watch of the temperature gauge on his ships instrument panel He used the radiashytor shutters often to try to keep the temperature in the 160degF to 170degF range Shutter controls had to be deshypendable and smooth and positive in action Thermostats did not begin to appear on cars until around 1930

The tendency of alcohol to boil out did not matter too much to pishylots of planes that never flew high but it became a major problem in the early 1920s as new military planes climbed ever higher Flying out of the Armys McCook Field in Ohio in 1920 the new Packard-LePere twoshyseat fighter reached an altitude of 31000 feet Boil-off was also a probshylem for planes flying early north-toshysouth routes Cooling systems for planes intended for long-distance flights had to have header tanks able to hold enough coolant to handle boil-off and evaporation Part of the preflight for all OX-5 Hispano and Liberty engine fliers was to check the radiator water supply

Everyone realized that better anshytifreeze was urgently needed by opshyerators of all kinds of engines In 1923 the research facility at McCook Field

experimented with a mixture of washyter and ethylene glycol Researchers found it possible to run a Curtiss D-12 engine with coolant temperatures apshyproaching 300degF

Ethylene is a gas widely used in the chemical industry glycol is an organic compound related to the alcohols and ethylene glycol made from them is a thick and initially colorless fluid having a comparatively high boiling point We looked into several books and found it quoted as being 325degF 345degF and 385degF Moral Dont take everything you read in a textbook as being the gospel truth

After undergOing a development period this new antifreeze was put on the market in 1927 under the trade name Prestone Other permanentshytype antifreezes now on the market are also ethylene glycol Users initially had problems with it Something about its chemistry made it tend to weep out past water pump packings hose connections and gasketed partshying surfaces that had served satisfacshytorily with water and alcohol

Manufacturers and mechanics had to pay more attention to the smoothness of mating surfaces the torquing of nuts and bolts and the tightening of hose clamps Someshytimes two clamps had to be used to stop weeping and as time went on better clamps appeared Before Preshystone appeared water pumps used packing consisting of several turns

of graphite-impregnated asbestos cord compressed just enough with a packing nut to stop leaks The very durable water pump shaft seals we have today are the result of years of research Todays ethylene glycol anshytifreezes are compounded to lubrishycate the lips of these seals and this is one reason why it pays to heed engine manufacturers recommenshydations about water-to-antifreeze proportions and replacement perishyods for used coolant Fresh coolant also contains additives to control foaming and protect cooling-system metal surfaces from corrosion

We take this antifreeze so much for granted that we seldom give it a thought But anyone using or planshyning to use it in a liquid-cooled aviation engine should learn someshything about its quirks As it comes from the shipping container it has a freezing point of OdegF But instead of turning into a solid at this point it becomes slushy The different books in front of us as we write this give the freezing-solid point as beshying 48degF 60degF and 70degF below zero F If youre doing serious work with engines go by the latest and most authoritative literature you can find When it freezes unlike water ethylshyene glycol contracts and so will not burst a cooling systems passageways When its used in a cooling system it expands more than does water and this is why modern cooling systems have overflow tanks Also when a hot engine is shut down coolant cirshyculation ceases and heat remaining in the cylinders metal soaks into the coolant This can raise its temperashyture as much as 20 degrees and what is called afterboiling occurs

The 50-50 mixture commonly used provides freezing protection to minus 34degF while a mixture containing 68 percent ethylene glycol lowers the freezing point to minus 92degF As we said this stuff has quirks

A reason why mixtures in the 50-50 range are widely used has to do with the corrosion inhibition properties compounded into commercial antishyfreezes Much or too little antifreeze in the coolant mixture upsets things

VINTAGE AIRPLANE 21

Airplane designers had their own ideas about radiator location Top American Eagle had radiator under fuselage Center Waco 10 had it slung under center section Bottom Curtiss Robin had it in the nose above the propeller shaft Text explains pros and cons of each

in this respect Using antifreeze unshydiluted could lead to corrosion in the radiator or cylinder head department Yet we have here a good illustration of how complicated the antifreeze subject is The Rotax 912 operators manual approves of using from 70 to 100 percent ethylene glycol to cope with whatever steam pocket problems might be encountered In such cases adding more corrosion inhibitor is reshyquired One reason why draining old antifreeze is done at recommended intervals is because the anticorrosion additive in new antifreeze does not last indefinitely If youre really intershyested in this subject get the addresses of antifreeze manufacturers from conshytainers or your local auto supply store and write for technical literature Look in encyclopedias at public librarshyies and read up on alcohol antifreeze ethylene glycol and ethylene glycol While in the library see if it has the

22 JUNE 2009

Readers Digest Complete Car Care Manshyual It has a good coverage of modern auto cooling systems Textbooks on motorcycle and sports car engineershying cover both air and liquid cooling A History ofAircraft Piston Engine by Herschel Smith Sunflower University Press ISBN 0 -89745-079-5 goes into detail on the design and construction of liqUid-cooled engines

Designers of early aircraft seeing that radiators were mounted vertishycally on automobiles mounted theirs likewise To them it made sense to have the water descend vertically Its fascinating to leaf through picshyture books of early aviation and see the many pOSitions and locations they chose for installing radiators The 1909 Demoiselle of France had radiators mounted under its wing roots Multiple small-diameter copshyper tubes ran from the leading to the training edges

With few exceptions the vertishycal positioning of radiators was used up through World War I The British SE-5a fighters had squarish radiators that gave them boxy-looking noses The reasoning was that since the 90shydegree dispOSition of the right and left cylinder banks of its V-8 engine made it a rather wide object there was little point in putting a radiator of more aerodynamic shape in front of it

Designers of that time were howshyever aware of such things as fronshytal area Two-seater observation bombing planes had their cockpits in tandem and therefore had fairly narrow fuselages So the right and left banks of cylinders of the 400-hp Liberty engine were set at an angle of 45 degrees to one another This made for a fairly narrow engine that suited narrow fuselages

The Germans made much use of the Six-cylinder in-line Mercedes and similar engines This encouraged them to favor quite well-streamlined nose cowlings To improve on this Albatros fighters had their radiators mounted flat in the center section of the top wing While this reduced frontal area it led to some loss of lift by reason of air flowing up through these radiators to the wings top side

During and after that war large twin-engined planes often had no enshygine cowling at all The reason was that since they were basically big slow biplanes fancy streamlining of the engine installations would result in insignificant gain in speed But at the same time leaving engines radiashytors and piping completely exposed greatly facilitated quick and thorough checks by mechanics between flights This made good sense in a time when powerplant reliability was a matter of pressing concern Before we criticize the deSigners of those old clunkers we should remember that today we run ultralight engines uncowled

After that war aero engineers had time to do research work under less pressure Although air flowing through a vertically mounted radiashytor did not cause as much drag as a flat plate of the same size it was realized that the quite sharp edges of radiator shells such as that on the Jenny were aerodynamically bad They plowed air aside quite roughly and sent turbulence flowing back along fuselage surfaces

As engine power began to leave the 400-hp figure behind deSigners beshycame concerned that ever-larger vertishycal radiators directly behind propellers created an increasingly objectionable The airplane is pushing back against itself situation

So radiators were moved down unshyder engines and set at an angle This got much of their bulk usefully back from the propeller It also allowed large radiators to be fitted in such a way as not to increase fuselage frontal area Nose cowlings assumed better aerodyshynamic shapes This process continued until we arrived at the World War II fighters having very long lean noses and radiators under their wings or well back in fuselage bellies

Of course the advent of Prestone was welcomed enthusiastically beshycause it allowed radiator size to be significantly reduced Mixtures of Preshystone and water allowed coolant to be run at temperatures 30 to 35 degrees above that of plain water In 1929 the Curtiss company took a stock Mail Falcon fitted with a 600-hp Curtiss

Conqueror engine and converted it to use Prestone This modified plane weighed 125 pounds less had signifishycantly less frontal area and had apshypreciably brisker performance than its water-cooled brothers

Because so many thousands of them were made we often see examples of Curtiss OX-5 engines in museums and on the noses of beautifully restored antique planes

We can learn much from them The IN-4 training plane made to use it had the radiator mounted at the forward-most part of the fuse shylage and the OX-5 was given a long snout on the front end of its crankshycase This was to carry the propeller shaft through a round hole in the rashydiator and forward to mate with the propeller Making this hole added to the time and cost involved in making Jenny radiators

However as the 1920s moved along designers of planes intended as replacements for the Jenny realized the long snout of the OX-5 made it quite easy to fashion and install nose cowlings that were both aerodynamishycally and aesthetically superior They also got away from the expensive hole in the Jennys radiator by locatshying simpler rectangular radiators at various places

Some ships such as the Curtiss Robin Command-Aire Pheasant and Pitcairn Speedwing carried their radiashytors in their noses ahead of the OX-5 and above its propeller shaft snout In this position the radiators did not add to the frontal area of these planes Their considerable weight so far forshyward had to be taken into account during center of gravity calculations

Youd think that this location would be good for cooling by reason of the fact that the radiators were dishyrectly behind the propellers Howshyever the inner portions of propeller blades dont throw back very much air Air passing through nose radiashytors picked up a lot of heat and fed it back into the engine compartments Next time you see an OX-5 Curtiss Robin notice how many louvers the cowling has One has but to ride in the front cockpit of a Model A Ford powered Pietenpol to realize what a great amount of quite hot air pours out of a radiator

Other OX-5 ships such as the Travel Air American Eagle and biplanes carshyried their radiators under their fuseshylages and approximately below the firewalls In this location they probshyably got a better blast of air coming back from portions of the propeller blades farther out from the hub Washy

ter that dripped from them fell to the ground But pilots could not see them while in flight so as to notice beginshyning leaks Oil dripping from an enshygine got into and deteriorated radiashytor hoses made of the natural rubber then in use

The popular Waco 10 biplane carshyried its radiator slung under its upshyper wings center section This put it in clear view of the pilot and in this location it got plenty of prop wash The shutters were located at the back side of this planes radiator We can only guess that this was done to put them in clear view of the pilot and to assure that at least some air pressed into the radiator should a pilot forget himself and fly along with the shutshyters closed If an OX-5 Wacos radiator sprung a leak front-seat passengers got an unexpected and unwelcome shower The Curtiss IN-4 trainer had no radiator shutters because it was built to be used at military training fields in warm southern states

When radiators were located any appreciable distance above or below a planes thrust line deSigners had to consider the effect of their drag on the planes trim while in flight

The advent of ethylene glycol anshytifreeze made possible great advances in power and speed during the 1930s

Left Model A Ford in Pietenpol Water jacket covers only areas of cylinder walls exposed to flame Air flowing past lower portions cools surfaces not so exposed In a car the front (water pump) end of engine sat higher than rear In a Pietenpol rear of engine faces forward and so is higher when plane is taxiing or climbing In this car-to-plane conversion pump pulls water out of engine the resuHing slight suction could lower boiling point and encourage formation of a steam pocket in top front part of cylinder head Long diagonal hose conducted steam to radiator Later auto engines had full-length water jackets to stiffen cylinder blocks and muffle mechanical noise Right modem liquid-cooled Continentals like this four-cylinder 0-200 used on the Voyager incorporate sophisticated engineering Liquid cooling allows them to burn lean mixture at high compression for fuel economy and power

VI N TAGE AI RPLA NE 23

While air-cooled engines had their staunch supporters we should reshymember that many famous World War II warplanes used liquid-cooled engines A vast amount of research work went into improving radiators and installing them in ducts to reshyduce their drag People cling to stories about water-cooled engine troubles of the early days and it really seems that this is why many of todays pishylots take a dim view of liquid cooling Well how often do you hear stories about misadventures with Mustang or Spitfire cooling systems

There is as much difference between a 1918 water-cooled enshygine and a 1990s liquid-cooled one as there is between a Jenny and a Questair

We have assembled some interestshying figures from a variety of publicashytions The radiator of the 1918 de Havilland Dh4 warplane was 4 feet high and 2 feet wide Try carrying a 2-foot by 4-foot panel of plywood in a 90-mph gale This ships cooling system carried 100 pounds of water

The Curtiss IN-4 radiator plumbshying and water added up to 96 pounds The bare radiator of the late-1920s OX-5 Eaglerock biplane weighed 37 pounds

Powered by a 160-hp V-8 engine the Curtiss America flying boat of 1914 had a 70-pound radiator and the cooling system carried 80 pounds of water A V-12 engine built by Curtiss during World War I needed a radiator weighing 120 pounds of water

Cooling systems of 180-hp Mershycedes engines of 1918 carried 55 pounds of water Including the mount brackets the radiator of one Pietenpol weighed 20 pounds dry

In contrast the modern CAMshy100 light aircraft engine based on a Honda block uses a radiator weighshying 12 pounds and a gallon of coolant weighing approximately 9 pounds fills its cooling system An 8-by-ll-inch aluminum radiator used with the two-cycle Rotax ultrashylight engine weighs a mere 2 pounds 8 ounces Radiators used with these modern engines are so small that 24 JUNE 2009

they can be neatly tucked away inshyside cowlings that have air openshyings similar in size to those used for air-cooled engines Sometimes they are mounted flat under fuselages to have minimal frontal area Some of todays liqUid-cooling systems have less drag than air-cooled engines of equivalent power

Around 20 years ago the Contishynental firm installed carefully deshysigned liquid-cooled cylinders on a standard 0-200 flat-four crankcase The resulting engine developed 10 percent more power and had sevshyeral other attributes It was possible to use an l14-to-1 compression rashytio and run this engine on a leaner mixture for better fuel economy (You may recall this engine was used as the powerplants for the reshycord-setting globe-girdling Rutan Voyager-Editor)

A difficult cooling problem exists at the bridge of metal between inshytake and exhaust ports Liquid coolshying can often deal with such hot spots better than can air cooling Some liquid-cooled auto engines contain metal tubes that direct jets of coolant directly at hot spots To achieve uniform cooling of each of the six cylinders in each bank of the V-112 Allison warplane engine different-sized metering orifices were installed where coolant lines fed into cooling jackets

One reason why Volkswagen dropped air cooling in favor of liqshyuid cooling is that it realized the greater piston-to-cycle clearances required in hot-running air-cooled engines would give it problems in meeting new emissions standards Liquid cooling allowed it and also Continental to use closer fits

In the liquid-cooled Continenshytal Voyager engines liquid cooling also allowed the use of a new highshyturbulence combustion chamber design This is what permitted the use of leaner fuel mixtures for better economy

Claims made for its Voyager liqshyuid-cooled engines include more uniform cylinder cooling reduced combustion chamber metal surface

temperatures avoidance of difshyficult airflow problems better cylshyinder wear characteristics greater time between overhauls reduced fuel consumption increased power better detonation control reducshytion in cooling drag better control of cooling in various climates less rapid cooling of very hot parts upon throttling down and greater tolershyance to abuse by operators

The Voyager planes 1986 nonstop round-the-world flight would not have been possible without the use of liqUid-cooled Continental power due to this engines lower fuel conshysumption The plane took off with 1226 gallons of fuel aboard and upon landing 216 hours later there were only 183 gallons of fuel left in the tanks

Persons having a serious intershyest in liquid-cooled engine design can write to the public relations department of Teledyne Continenshytal Motors PO Box 90 Mobile AL 33601 about obtaining a copy of RE Wilkinsons paper Design and Development of the Voyager 200300 Liquid Cooled Aircraft Enshygine 1987 ISBN 0148-719

For reasons explained in that paper the cooling jackets of these engines do not extend all the way down the cylinder walls Lower arshyeas of these walls are cooled by oil sprayed at the undersides of pistons

The flat-four model 912 Rotax light aircraft engine follows modshyern automotive practice by running at high speed (80 hp at 5500 rpm) to achieve power with light weight Its cylinder heads are liquid-cooled to cope with combustion heat but the lower portions of the cylinder barrels not exposed to combustion flame are adequately cooled by conshyventional air-cooling fins

Its worth noting that designers of many motorcycles have seen good reason to use liquid cooling The small engines we have today are the result of a vast amount of development work The bottom line therefore is that liquid cooling is going to play an increasingly important role in the field of light aircraft engines

BY ROBERT G LOCK

Adhesives and bondings Part 1

This article will concentrate on the art of bonding non-metallic and metallic materials We will explore bonding hard and soft wood and briefly describe some techniques used in

bonding aluminum although aluminum bonding is not that widely used in antique aircraft restoration I hope you ll find it interesting for my purpose is to raise awareness about the importance of surface preparation proper mixing and application of the adhesive and correct use of clamps to apply pressure during cure

First what is bonding Bonding is the fabrication of parts where attachment of sub-members is by the use of adhesives Assuming the adhesive is mixed and applied properly the strength and integrity of a bond depends entirely on the person making it The actual bond cannot be inspected or tested without breaking the part Therefore it is necessary to make test samples to check bond strength The integrity will depend on preparation of the surface quality of the adhesive corshyrect mixing of adhesive and proper cure techniques

So well begin the discussion with wood structures and take a quick review of wood

The shape of the leaf of the tree determines whether a wood is classified as soft or hard Softwoods come from conifer trees with sharp-pointed leaves while hardwoods come from broad-leaf trees Therefore spruce and Douglas fir are softwoods while birch mahogany and oak are hardwoods Softwood is used for the majority of the primary structure because it is lighter in weight The most common of these softshywoods for aircraft structure is Sitka spruce (which is considered the standard) or Douglas fir

Spruce is the easiest to work because it doesnt splinshyter its also the best to bond Douglas fir is slightly denser and more easily splinters when planed It may also be a little more difficult to obtain a good bonded joint with Douglas fir

Plywood (created using woods that are members of the hardwood family) is a veneer and is bonded into

sheets using an odd number of plies Mahogany is the most common followed by birch The core material in plywood is most likely basswood or poplar Aircraftshygrade plywood will meet MIL-P-6070

A note here should be made that generally softshywoods are less dense and lighter than hardwoods When bonding plywood plates to wing spars it will be necessary to lightly sand the surface to be bonded This will put some sand scratches in the dense surface and will aid in strengthening the bonded joint Softshywood surfaces particularly spar splices should not be sanded because sanding dust will enter into the softwoods more open wood-grain structure and may cause a weak bond

There are two types of adhesive resins currently in use One is approved by the FAA and the other is not (At Least not yet We continue to work on this issue with the FAA -Editor) Synthetic resin adhesive has been around for many years The newly revised FAA Advishysory Circular AC 4313-1B only approves a Resorcinol resin glue plastic resin glue is no longer approved for application on FAA type certificated aircraft The AC is very vague about the use of the second type of adshyhesive-epoxy There are several epoxy adhesives that I have used for wood-structure fabrication and reshypair Ive used Forest Products Lab FPL-16A its white and leaves white stains all over the wood T-88 Strucshytural Adhesive is a clear adhesive but it s quite visshycous making it difficult to spread over large areas 3M Scotch-Weld EC-2216 BIA another good adhesive is gray in color But it too is very viscous making it difficult to apply a thin even coat to the parts to be bonded And most recently Ive used the West System epoxy adhesive The Classic Waco factory uses this adshyhesive for its wing fabrication but it refuses to release the data related to its FAA approval obviously beshycause it cost the company time and money to get that approval So where are we on FAA approval of epoxy adhesives Just try to find a new epoxy adhesive with a military specification (MIL SPEC) aerospace mate-

VINTAGE AIRPLANE 25

_ __----shye ___

GRAIN NAILING STRIPS

WAXED _ iO ITZZCZ4- PAPER

r lsect~ _ WAXED

BACKING CSCARF

] FIGURE 1

rial specification CAMS) or technical standards order CTSO) approval for use in a wood structure Wood is a material of the past The above approvals will be for bonding metallic or composite structures only not wood Something in the near future will have to break loose from the FAA regarding approval for epshyoxy adhesive use in type certificated aircraft

Having covered all that lets look at surface prepashyration of wood structure First the most strength of any bonded jOint is one that is placed in a shear load Thats why spar rib and plywood splices are made with such long scarf joints (10-to-1 to 12-to-1) This places the bond line in shear For spar splices spruce or Douglas fir should be planed only For Resorcinol adshyhesive because this type of adhesive doesnt like thick bond lines the joint should fit together very closely The thicker the bond line the weaker the bond Also heavy clamping pressure should be used during the cure Parallel clamps used with caul blocks are best for spar splices

The final fit for rib cap strip splices is usually achieved by sanding Again make the fit between the surfaces close Pressure on the bond line is achieved by nailing through plywood gussets The same thing is true for plywood surfaces sanding is a must to achieve a close fit Clamping is by the use of nailing strips and in some cases by the use of sand bags

Epoxy adhesives are somewhat different than Reshysorcinol adhesive Epoxies can withstand a thicker bond line and not lose strength However epoxy resins don t like heavy clamping pressure And that is a problem when using epoxy resins for spar splices I still use Resorcinol adhesive for making spar splices because I know how it works and what kind of pressure it likes If you clamp epoxy adheshysive with parallel clamps this is what will happen The clamp pressure will drive out excess resin but because epoxy resin is so viscous the clamping pressure will eventually be lost or diminished And if you apply too much pressure much of the epoxy resin will be driven out of the joint resulting in a weak bond I urge anyone who uses epoxy adheshysive to make some test samples prepare the surface spread the resin clamp using the same method you will use on the actual part allow it to cure then

26 JUNE 2009

L OVERLAP -3 MINIMUM

r-----Z-r--~l

A MAKING SOFTWOOD TEST SAMPLE(S)

FIGURE 2

OVERLAP - 2 MINIMUM

B MAKING HARDWOOD TEST SAMPLE(S)

test the sample to destruction Adjust pressure on the bonded joint so you will know in advance exshyactly how to use the adhesive

Figure 1 and Figure 2 show how to make such test samples

It should be noted here that cure temperature is imshyportant Do not allow the temperature to drop below 70degF during the curing stage especially for Resorcinol adheshysive Some epoxy adhesives will cure at temperatures as low as 50degF but Im always concerned about low temperature cures We call the cure of these types of adhesives cold setting or low temperature cure Cold-setting or low-temperature cures generally are from 150degF and below Cure times can be speeded up by increasing the temperature but Ive never gone above 125degF If you are using an elevated temperature be sure to monitor temperature with a thermometer and dont allow any spikes in temperature

Epoxy adhesives are thermosetting plastiCS The adhesive is composed of a resin with a catalyst or hardener Once mixed the material cures by chemishycal cross-linking of the molecules of the resin A byshyproduct of the curing process is exothermic heat

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NO WATER

FAIL PASS DROPS AND AREAS WITH NO WATER

setting for hot temperatures and fast setting for cold temperatures Never adjust catalyst ratio to gain an advantage in curing time InDISTILLED

WATER shy other words dont add more catshySPRAY alyst to make the material cureBOTTLE

faster If temperature control is available adjust the temperature Adding heat will cure an epoxy adhesive faster and cooling willTHIN CONSTANT

LAYER OF WATER make it cure slower When constructing the test samshy

I ples the bonded surfaces must be clean Mix the adhesive and apshyply it to both surfaces allow it to set for approximately one minute Then check for any dry areas where

AREAS WITHFIGURE 3 adhesive may have soaked into the wood Recoat if necessary asshysemble and clamp using the same method as will be used in the repair or fabrication that is C-clamps parallel clamps screws nails etc Allow samples to cure monitorshying curing temperature and time When cured place the sample in a vise attach a small parallel clamp and begin to twist push and pullCONSTANT LAYER OF WATER ON THE SURFACE until the sample breaks Closely

To gain the best advantage of epoxy resins accurate mixing of resin and catalyst is reqUired Some adshyhesives have simple reSincatalyst ratios like one part resin to one part catalyst Other materials can have ratios like 100 to 42 10 to I or 3 to 2 The rashytios are given by either part or weight The most acshycurate method of mixing is by weight using a scale Accurate measuring and complete mixing of resin and catalyst is reqUired so stir slowly for a minute or more to assure the mixture is properly prepared Dont stir too fast or you will whip air into the adheshysive We dont want porosity in the bond line caused by air bubbles

Some adhesives have different catalyzing agents based on working temperatures There will be slow

Incorrect

examine the broken samples If the bond line holds the splice is good If the sample breaks down the bond line and there is no evidence of wood fibers holding to the bond line then the sample fails Figure out what happened modify the procedure and try again

Let me just say a couple of things about the bondshying of aluminum because it is not widely used in the restoration area Again the outcome of the bonded joint depends on surface preparation and the skill of the person making the bond I have bonded alushyminum using low-temperature and high-temperashyture cure adhesives I have experimented on surface preparation from just light sanding (scratching the surface) to chemical treatment including anodizing The results confirm that the best surface treatment

Correct

Edges Edges

Edge faces FIGURE 4

28 JUNE 2009

BEND 1800

EPOXY ADHESIVE FILLET

FIGURE 2

_ ~_FIGURE 5

is anodizing followed by chemical treatment folshylowed by scratching and wiping followed by no surshyface preparation at aIL

As is with all types of bonding cleanliness is very important Dont bond anything that has surface contamination Figure 3 shows a method the washyter break test to determine surface cleanliness on aluminum A fine mist of distilled water is sprayed on the surface enough to wet the entire area If the water breaks or beads up there is surface contamishynation Do more cleaning and repeat the process until a fine layer of water covers the entire surface Of course all the water must be completely removed before bonding Again the bonding surfaces must be scrupulously clean This includes wood surfaces although a water break test is not recommended Latex or butyl gloves should always be worn when handling aluminum surfaces to be bonded thus avoiding finger fat Finger fat is the oils that are transferred from the hands to the clean surface to be bonded

Figure 4 shows a method of handling that will keep the bonding surfaces clean

For low-temperature bonding of aluminum I have used 3M EC-2216 BfA Structural Adhesive Results were quite good again witl) prior surface preparashytion I have cured the 3M adhesive to 125degF in an oven with controlled temperature Again I recomshymend making test samples before proceeding on with the repair Here is one way I have tested bonded aluminum joints using room-temperature curing epshyoxy resin (See Figure 5)

Figure 6 shows what are typical lap bonds of alumishynum substrates The properly cured example shows squeeze-out of the epoxy adhesive during the cure process One should always look for -s9ueeze-out for a visual inspection of the joint The only other lowshytech method to test the joint would be to tap test it using a coin or tap-testing tool and listen for a meshytallic ring sound indicating a sound bond Coin tap testing normally done with a coin made of heavy metal such as brass is best done by someone who has experience in this type of testing

High-temperature bonding is accomplished with an epoxy phenolic adhesive film that is in the B stage of cure (catalyzed epoxy rolled into a thin

__~ ~INIMUM OVERLAY r

uniform film then frozen and kept frozen until used) This type of process cures beginning with room temperature (usually 70degF) a temperature ramp to 250degF or 350degF at 3 to 5 degrees per minute a hold for about one to one and a half hours then a cool down at Sdeg per minute to 140degF then final coolshying back to room temp As you can see this process is not something you can do in your shop or hangar so it isnt in use except for large repair stations But it is an interesting process anyway

I hope this theory of bonding will help mechanshyics and restorers master the art of creating airworthy bonded joints particularly on the primary structure of the aircraft Remember given that all instrucshytions are closely followed the final outcome of the strength and airworthiness of the bonded joint will depend on the person who does the job ~

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VINTAGE AIRPLANE 29

The Shawano Fly-Out is a chershyished tradition among the time-tested vintage airplane lovers who attend EAA AirVenshy

ture Oshkosh each year I wish more people would take advantage of this opportunity for a portion of a day away from the convention that proshymotes the goals of the Vintage Aircraft Association and the spirit of aviation

As I arrive at AirVenture after travshyeling into a ferocious head wind and drinking an inestimable number of cups of coffee my first mission is clear I must visit one of the strategishycally placed rows of portable toilets After this important mission is taken care of I go back and tie down the airplane I arrived before 9 am so I am able to attend the early flightline volunteer training Once thats done I go to register my airplane and turn in the locator card

Next is a trip to visit Sue and Loshyraine in the Vintage Volunteer Censhyter No arrival is complete without the first volunteer kitchen sandwich of the week With my lunch in hand I wander into the information side of the Vintage Red Barn to find the Shashywano Fly-Out signup list As always I find it on the info desk across from the popcorn and lemonade Putting your name on that list guarantees you some good memories

I remember one time I was at the fly-out and I had taken a couple of planeloads of kids for Young Eagles rides The grandmother of the chilshydren asked me why I would do that My short answer was because its fun Just seeing the kids with excitement

30 JUNE 2009

in their eyes seeing that they just cant wait to tell their friends what they did and seeing that now they want to share the wonder of aviation with someone Its great to know that you are sharing the joy of aviation with others My longer answer was that it gets young people interested in aviation we make friends for avishyation and for the local airport and we are educating people about flying and flying safety At AirVenture you know a life might change because of aviation but at Shawano you get to watch it happen

We all know how easy it is to meet people at AirVenture All you have to do is sit by your plane and people will wander over and strike up a conshyversation Im always willing to take passengers along to Shawano Over the years I have met some fascinating individuals At Shawano you get to meet friendly people plus as a pilot you get breakfast Who doesnt want free good food Sometimes there are even other nice freebies for the pilots But really the feeling you experience as the town comes out to greet you is indescribable The whole town gets excited about this and its always great to be a part of it-its appreciashytion at a whole new level To round out the experience for the people there are model airplane demonstrashytions and in 2008 there was a small car show They really go all out At AirVenture you are one of 2000-plus showplanes Unless you happen to be chosen for the airplane interior update demonstration your airplane probably wont be sitting in front of

the Red Barn The likelihood of winshyning a prize is decreased significantly simply by the number of planes parshyticipating in the show In Oshkosh you may feel a bit lost among all your fellow vintage airplane enthusiasts At Shawano with around 40 planes you are an important part of the show Afshyter breakfast many pilots open their airplanes and invite people to look around and ask questions Some kid usually wants to get in the airplane put on the headset and have his or her picture taken

This is different from AirVenture in that during the annual EAA fly-in most people are there because they have some knowledge of aviation and enjoy it At Shawano many of the people havent been up in a small plane but are willing and eager to exshyperience it usually for the first time You can just see the excitement on their faces as you ask if they would like a ride And when you get back they all have smiles on their faces and are ready to spread the joy that they just experienced from aviation I go to Shawano to share that joy with peoshyple who havent had an opportunity like this before When you arrive for the convention come sign up in the Vintage Red Barn and prepare yourshyself for a great day

Join us this year for the annual fly-out to Shawano early Saturday August 1 2009 youll be glad you did-gleaning your own new batch of memories

Photos courtesy Patti Peterson Shawano Country Tourism Council

wwwShawanoCountrycom

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How Long Is That Airstrip Editors Note Irven Palmers arshy

ticle deals with exploiting the great capabilities of vintage aircraft as they are flown in remote areas If its of a concern you may wish to confirm you have insurance covershyage for your proposed operations and make a solid assessment ofyour skills when it comes to this fun but challenging type of flying-HGF

If you fly from airport to airport a quick glance at the FAA Airport Facility Directory or your sectional chart will tell you the length of the airport you are about to land on

However if you use your airshyplane like I do for hunting fishshying and camping and are used to landing out in the boondocks at a suitable off-airport location then the question How long is that airshystrip becomes very important

I know that most of us just fly from airport to airport but have you ever looked down when flyshying past some beautiful meadow with a lake or stream and wonshydered how great it would be to land down there and camp out or fish or hunt or just enjoy being by yourself in the boondocks

With spring and summer fast approaching and the itch to get out there and do some flying pershyhaps you just might want to try an off-airport adventure

32 JUNE 2009

BY IRVEN F PALMER JR

Your Judgment In more than 35 years of flyshy

ing in the Alaskan bush I learned early on that just guessing or tryshying to judge how long a potential off-airport airstrip is from the air at 100 miles an hour will get you in big trouble

Your judgment is affected by the terrain Steep terrain with ravines and valleys surrounded by hills and mountains tend to make airstrips seem smaller Flatshytop mountain ridges wide river valleys or flood plains with their gravel and sand bars and ocean beaches tend to make an airstrip appear larger

Vegetation cover and earlyshymorning and late-afternoon shadshyows also tend to alter your judgshyment If you make the wrong judgshyment and guess about how long an airstrip is and then land there only to find out that once on the ground the place you picked was too short to take off again-you are in a world of hurt

The Solution Remember when you learned

to fly The instructor told you to always adjust your seat in the same position and to try to asshysume the same posture each time you fly This was so when you looked outside for landing your sight picture would always be the

same You would have the same reference of the engine cowling as you picked your spot looking out through the windshield Usshying a reference point like a door post or a pOint on the lift strut is a key factor in making good estishymates of the length of off-airport landing sites while using a time distance chart

The TimeDistance (hart If by now you are interested in

attempting to use your airplane for an off-airport camping expeshyrience then you need to make yourself a timedistance chart Or use the one I have included here

In my years of flying in Alaska I mainly flew a Piper PA-12 or a Cessna 170B both using 850-6 tires Both of these airplanes are good slow-flight airplanes and the larger tires will handle a vashyriety of surfaces I made my time distance chart for both 60 mph and 80 mph

Determining the length of your intended off-airport landing strip is only half the battle You must also closely examine the surface on which you will be landing

Lets say you have decided to go on a camping trip You search an interesting area and spot what you think might be a good place to land Now you must go to slow flight (you are current in that

technique right) Slow the plane to exactly 60 mph and fly along the strip low enough to be able to examine the surface for rocks stumps logs ditches or other obshystructions

If the surface looks good fly parshyallel to the strip and use your stopshywatch Pick a reference point on the door post or lift strut When that point passes the end of the strip start the watch and fly the length of the strip When your reference pOint reaches the end of the strip stop the watch All this time you must keep your head in the same position and the airspeed at exactly 60 mph Now turn around and fly the strip in the other direction timshying your passage during that pass as well Use the average of these two multiple-second readings and conshysult your timedistance chart to deshytermine the length of your airstrip If there was no wind then both passes should indicate the same reading in seconds

Rule No 1 Never guess the length of an airstrip Us e your stopwatch and timedistance chart to calculate the length

Aircraft Performance Charts Now that you know how to

calculate the length of your offshyairport landing strip you should be aware that the landing and takeoff distances in your aircraft performance chart were detershymined using a new engine and taking off and landing from a hard runway surface For sand or grassy surfaces or for gravel

or bumpy surfaces it is better to add at least 10 or 15 percent to your airplane performance valshyues Your experience may help you ad just those va lues

Equipment and Preparation You have found a good place to

go camping with your airplane

you have now flown the intended airstrip which looks like it has a good surface and you have detershymined the length of your intended strip using your timedistance chart But before you take off from your home airport there are some things you must take with you

OFF AIRPORT AIRSTRIPS

NOWIND CONDITION

60 MPH 80 MPH

MPH FPS

50=73 60=88 70= 102 80= 118

Fly airstrip in both directions and divide by 2shy use average

SECONDS FEET SECONDS FEET

16 1408 16 1877

15 1320 15 1760

14 1232 14 1642

13 1144 13 1525

12 1056 12 1408

11 968 11 1290

10 880 10 1173

9 792 9 1056

8 704 8 938

7 616 7 821

6 528 6 704

5 440 5 586

4 352 4 469

3 264 3 352

EXAMPLE USING THE TIMEDISTANCE CHART-Say you fly your airstrip in one direction and it takes 11 seconds at 60 mph Then you fly it in the opposite direction and find that it only takes 8 seconds That means there is little wind blowing So using the chart you find that the approximate length of the strip is 836 feet long Now land into the wind and use enough controls to stop any side drift Techniques vary for short-field approaches but I carry a little power and full flaps at minimum airspeed

VINTAGE AIRPLANE 33

BY HG FR AUTSCHY

THIS MONTHS MYSTERY PLANE COMES TO US FROM THE RADTKE COLLECTION OF THE EAA ARCHIVES

Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than July 15 for inclusion in the September 2009 issue of Vintage Airplane

You can also send your response via e-mail Send your answer to mystery planeeaaorg Be sure to include your name plus your city and state in the body of your note and put (Month) Mystery Plane in the subject line

MARCHS MYSTERY ANSWER

Marchs Mystery Plane came to us from a collection of photos from the late George Ishkanian of Helioshypolis Egypt George and his family donated the collection to the EAA archives and we spotted the beaushytiful low-wing monoplane among

3 4 JUNE 2009

the images Heres our first letter The March 2009 Mystery Plane

appears to be the third Percival Q6 (construction number Q22) which was bought by King Ghazi of Iraq and given the registration YI-ROH

in 1938 Part of the registration can be seen below the wing

The fuselage fin and rudder of the aircraft were painted red and the rest of it yellow The aircrafts name Bird of Eden barely visible on the photo was inscribed in copshyperplate letters just above the yelshylow flash running from nose to tail One of the red crowns painted on the engine cowlings is quite visible on the photo

It looks as if YI-ROH was taken over by the Royal Air Force (RAF) at some point during the Second World War and given the registrashytion HK913 One source mentions early 1943 another 1941-presumshyably after the unsuccessful coup rebellionwar launched against the British by Iraqi nationalists The aircraft operated by an Iraq-based

RAF conversion or communicashytion flight () was struck off charge on February 28 1943 It may have been damaged beyond repair or deshystroyed earlier in the month

Renald Fortier Curator Aviation History Canada Aviation Museum Ottawa Canada Jack Erickson of State College

Pennsylvania wrote in part The March 2009 Mystery Plane

is a Percival P16 series aircraft that was also known as the Percival Q6 and in its RAF version as the Pershycival Petrel The photo seems to have been taken at Almaza Airport in Heliopolis Egypt where Mr Ishshykanian lived Misr was a National Transport Company authorized by and reporting to the Egyptian Minshyister of National Defence Misr was formed in association with the Britshyish aviation company Airwork Ltd as indicated on the hangar sign

And from Wes Smith in Springshyfield Illinois we received a longer note extracts of which follow

The March 2009 Mystery Plane is one of two Percival Q6s (P16As) that were sold to King Ghazi I of Iraq in 1939 The aircraft depicted in the Vintage Airplane photo was registered as YI-ROH aka the Bird of Eden (the other was registered as YI-ROJ) The Q4 was Percivals design for a twin-engine aircraft It was not built but a six-seven place twin known as the Q6 was Built to specification Q20-24 the proshytotype Q6 was first flown on 14 September 1937 The prototype (G-AEYE) was soon followed by the first production Q6 registered as G-AFFD and sold to Sir Philip Sasshysoon on 2 March 1938 Sassoons Q6 was painted metallic blue and silver with a gold-plate model of a cobra mounted in front of the cockshypit windscreen

In addition to the two Q6s that were sold to King Ghazi I of Iraq one aircraft (LY-SOA) was sold to the Lithuanian Ministry of Communications (one source states that that two were sold to

How Long Is That Airstrip continued from page 33

The photo in Figure 3 shows those items The bare essentials include a machete for cutting brush an axe or hatchet and a small saw for cutshyting small trees and a small shovel for filling in ruts or for digging out rocks etc in the airstrip

These items are necessary beshycause once you are on the ground at your off-airport landing strip you may have to enlarge or lengthen the strip for taking off Most airshyplanes we fly require a longer takeshyoff run than a landing run Large flaps allow us to get in on a steep approach for a short field But for taking off you must consider obshystacle clearance and the longer takeoff run Therefore you have to be prepared to remove brush and small trees if necessary in order to take off safely I have had to do that many times in Alaska

Another consideration is that when you pick your off-airport landing site your initial airborne inspection may have missed a few small bushes or trees Once you are down you can clean up your airstrip so that those small shrubs or trees wont be banging on parts of your airplane during your takeoff

Off-airport camping can be fun but you must be prepared

Rule No2 Always carry equipshyment to lengthen your airstrip

Flight Plans You are probably used to flying

from airport to airport using an OMNI radio or nowadays the GPS to fly direct You use airport idenshytifiers for en route checkpoints and final destinations on your flight plan That makes it easy for any search-and-rescue operation if needed

But when you go to your offshyairport camping site there is no final-destination identifier So you must include on the flight plan a key geographic feature for your

destination If there is no key geoshygraphic feature nearby then you should include a distance and a magnetic bearing from some key geographic feature to your landshying site If you know it a latitude longitude fix would be ideal

You must also include how long you will be at your off-airport site And most important of all tell someone where you are going

Survival Sometimes even the most careshy

ful observations of an off-airport landing site may miss some obshystacle or your airplane battery goes dead or there is some other reason like you have misjudged the airstrip length and you just cannot take off after you are on the ground That is when you will need your survival kit So be sure to pack a good survival kit whenshyever you venture out into the offshyairport world

Rule No 3 Always file a flight plan and carry a survival kit and tell someone where you are going

Final Thoughts If you decide to venture out

there on an off-airport adventure there are a couple of things you need to do First make sure your airplane is suitable Boondocks airstrips are better suited to tailshywheel aircraft for better prop clearshyance Also small tires really canshynot handle soft sand gravel or bumpy surfaces Tri-geared aircraft can be used if the surface is fairly hard and not too bumpy Finally practice at a local airport using the known length of the strip or runway Or measure a section of a country road that you can practice on Practice timing the length by picking a reference point on your plane like a spot on the lift strut or door post or window frame This will give you confidence that you really can estimate the length of a remote boondocks airstrip

Be careful and have fun out there

VINTAGE AIRPLANE 35

AAME OISE continued from page 35

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the Lithuanian airline Lietuvos Linijos) and two were sold to the Egyptian government delivered in camouflage King Ghazi Is Bird of Eden was painted in a strikshying red and yellow color scheme with yellow fuselage trim wings horizontal stabilizers and elevashytors The words Bird of Eden were inscribed as copperplate under the cockpit window

King Ghazi I (actually Ghazi Bin Faisal) was as interesting as the aircraft he flew in Born on 12 March 1912 Ghazi was the only son of Faisall He was raised by his grandfather Hussein Bin Ali the Grand Sharif of Mecca He left the Hijaz from Jordan in 1924 and was appointed the Crown Prince of Iraq When his father died in 1933 Ghazi succeeded him to the throne and also became the head of the Iraqi navy army and Royal Iraqi Air Force He was reputed to be a Nazi sympathizer and was against British interests in Iraq The first coup detat in the Arab world was led by Iraqi Gen Bakr Sidqi and was supported by Ghazi This replaced the Iraqi civilian government with a military dictatorship King Ghazi I died in a mysterious accishydent that involved the sports car he was driving on 9 April 1939 Ghazi left behind a son Faisal II King of Iraq who was born on 2 May 1935 and died on 14 July 1958 It is unclear if King Ghazi I lived long enough to fly in either of his Percival Q6s

Other correct answers were reshyceived from

Brian Baker Sun City Arizona Lars Gleitsmann Anchorage Alaska (who notes that one unairworthy example survives on the Isle of Man) Toby Gursanscky Sydney Australia John B Schricker Hayshyward Wisconsin and Tom Lymshybum Princeton Minnesota

36 JUNE 2009

EM Calendar of Aviation [vents Is Now Online EAAs online Calendar of Events is the go-to

spot on the Web to list and find aviation events in your area The usermiddotfriendly searchable format makes it the perfect web-based tool for planning your local trips to aflymiddotin

In EAAs online Calendar of Events you can search for events at any given time within acertain radius of anyairport by entering the identifier or a ZIP code and you can further define your search to look for just the types of events you d like to attend

We invite you to access the EAA online Calendar of Events at httpwwweaaorgjcalendar

Upcoming Major Fly-Ins Golden West Regional Fly-In Yuba County Airport (Myv) Marysville CA June 12-14 2009 wwwGoldenWestFlylnorg

Arlington Fly-In Arlington Municipal Airport (AWOl Arlington WA July s-12 2009 wwwNWE4Aorg

EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 27-August 2 2009 wwwAirVentureorg

Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO August 22-23 2009 wwwCOSportAviationorg

Mid-Eastern Regional Fly-In Grimes Field Airport (174) Urbana OH September 12-13 2009 wwwMERFlinfo

Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ) Casa Grande AZ October 22-242009 wwwCopperstateorg

concept that these programs can flourish and the local tax-paying citizens will forever have a warm spot in their hearts for their local airport and its leadership Withshyout the county airport leaderships work its unlikely wed be on this airport All of us in VAA 37 clearly understand their efforts and they are all sincerely appreciated by the entire membership of this chapter The EAA chapter network is an aweshysome opportunity to create someshything special and my sincere hope is that in some small way I have inshyspired you today to invest some enshyergy to inspire somebody tomorrow with the awesome opportunities of aviation the EAA way

continued from IFe

Stay tuned to this channel as I will talk next month about some newshymember benefits that I believe you will find useful as well as exciting

As always please do us all the fashyvor of inviting a friend to join the VAA and help keep us the strong association we have all enjoyed for so many years

VAA is about participation Be a member Be a volunteer Be there

Lets all pull in the same direcshytion for the good of aviation Reshymember we are better together Join us and have it all

Southeast Regional Fly-In Middleton Field Airport (GZHl Evergreen AL October 23-25 2009 wwwSERFIorg TAiLW+-l66LS

2010 Events US Sport Aviation Expo Sebring Regional Airport (SEF) Sebring Florida February 2-4 201 0 wwwSport-Aviation-Expocom

Aero Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany ApriIS-112010 wwwAero-Friedrichshafencomlhtmllen

Sun n Fun Fly-In Lakeland Linder Regional Airport (LAL) Lakeland Florida April 13-1S 2010 wwwSun-N-Funorg

For details on hundreds of upcoming aviation happenings including EM chapter fly-ins Young Eagles rallies and other local aviation events visit the EM Calendar of Events located at www EAAorglcaendar

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VINTAGE AIRPLANE 37

BY BILL HARE

Dear HG Your article in the February Vinshy

tage Airplane magazine identifies Novembers Mystery Plane as the Sikorsky and Gluhareff UN-4 as deshysigned in late 1926early 1927 The picture of this machine reminded me of a similar photo in Aviation History in Greater Kansas City pubshylished by the editors of the former Historic Aviation magazine

Although this publication must be over 4S years old I was able to contact the listed associate editor Mr Nat Cassingham who gave me permission to copy and send you a partial version of the original arshyticle about the Jenny modification Our conversation revealed that alshymost all of the listed contributors and other principals who published this book are deceased

Enclosed youll find a copy of a p icture on page 17 of an airplane that very closely resembles the UNshy4 You will also note a copy of the historical notes on the conception of this aircraft and the culmination of this idea with the Inland Sport also manufactured in Kansas City

If the Kansas City construction dates of 1924 and 1926 are correct would the UN-4 designed in late 1926early 1927 have influenced the Sikorsky and Gluhareff

Many thanks for your Mystery Plane articles

Bill Hare Mission Kansas

Edited version of the original article about the Jenny modifishycation originally published in 38 JUNE 2009

Aviation History in Greater Kanshysas City

Between 1924 and 1926 a Kanshysas Citian named Bahl put together a homebuilt one-only aircraft from two Curtiss IN-4 Jennys a ThomasshyMorse and some odds and ends from various other wrecked airplanes He called his creation the Lark but it flew more like a chicken putting its builder no higher than the middle wires of a fence at Richards Field

In 1927 he disgustedly sold the patched-up remains to Blaine Tuxshyhorn who made several modifications on the parasol monoplane but with no more success than Bahl He finally got expert opinion from Dewey Boneshybrake an engineer who advised him to forget the Lark he would build a better plane

Inspired by the mistake-ridden Lark Bonebrake set up shop in the fall of 1927 at 71st and Holmes Road and proceeded to design and build the Bonebrake Parasol powered with a 40-hp Wright-Anzani In June 1928 the plane was test-flown by Gene

Gebhart The rest of the summer the plane underwent modifications at Tuxhorns shop and in the fall Gebshyhart took it to the National Air Races in Los Angeles There the plane caught the attention of Art Hardgrave a partshyner in the City Ice Company

Hardgrave had been looking for a plane to manufacture and at the end of a few weeks he came to terms with Bonebrake who sold his interest in the Bonebrake Parasol and moved to California Thus the Inland Aviashytion Company was born Bonebrakes parasol monoplane became the Inshyland Sport

Milton Bauman came over from Butler Aviation to become project enshygineer Wilfred Moore barnstormer and auto racer was hired as test pilot

The first factory was at 14th and Minnesota Two welders a motorshycycle mechanic and an ex-cabinetshymaker were hired and the new firm produced four copies of the first airshyplane Then they took three of the planes on the racing circuit to test and demonstrate their speed

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40 JUNE 2009

HI JON

HERE I AM 50 YEARS AGO ON S~r~JAY MORNING MARCH 26 1939OFFICIAL AT THE CONTROLS OF OUR -FIRST TSO NX2G784 ON ITS MAIDEN FLIGHT

WARM REGARDS

Untitled