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8/20/2019 Vintage Airplane - Apr 2002
1/36
8/20/2019 Vintage Airplane - Apr 2002
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VOL.
3
, No. 4
APRIL 2 2
STRAIGHT &
LEVELl
Butch
J
oyce
2
VAA NEWS/H.G. rau
tsc
hy
4
FRIENDS
OF
THE RED BARN
5
JACK AND THE AIRPORT KID/B
ru
ceMiller
6 MYSTERY
PLANE/H.G.
ra
u
tschy
7
MYSTERY PLANE EXTRA-ORENCO/Peter M
Bowers
10
PASS IT TO BUCK/Buck Hilbert
FROM THE
ARCHIVES/H.G.
ra
u
tschy .
Su
san Lwvey
12
A
YOUNG MAN
WITH
A
FAMOUS PAST/
Russell Davis
17
THE McDONALD'S MOONEY/Budd
Davisso
n
21 TYPE
CLUB
NOTES
23
NEW MEMBERS
24
CALENDAR
27
CLASSIFIED ADS
3
VAA
MERCHANDISE
WWW.VINTAGEAIRCRAFT.ORG
http:///reader/full/WWW.VINTAGEAIRCRAFT.ORGhttp:///reader/full/WWW.VINTAGEAIRCRAFT.ORG
8/20/2019 Vintage Airplane - Apr 2002
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STR IG
T c
BY
ESPIE BUTCH
JOYCE
PRESIDENT
VINTAGE
ASSOCIATION
eeping
track of time
When this
issue arrives
in your
mailbox,
the
Sun
n
Fun
EAA
Fly
In
at
Lakeland, Florida, will be in
full swing. After a
long winter
for
the
editorial
staff,
members,
and
me, this event
is
a wonderful place
to get renewed
and
come
out
smil
ing for the upcoming fly-in season.
It's a lot like
Sunday at the drag
strip
when
I was a teenager.
When
leaving
the
races,
we
all did
so
spinning our wheels
Over
the
past year
I feel
that
Vintage Airplane magazine has im
proved.
One
of
the
biggest factors
for
this improvement
is the addi
tion of well-respected writers such
as
Budd Davisson.
We
will
con-
tinue to
improve in
the
future for
your reading
pleasure
and
educa
tion. Any
comments,
suggestions,
information,
and
articles are more
than
welcome
at any
time. Send
them
directly
to your
editor, H.G.
Frautschy, at
EAA
headquarters.
One
important
factor
for
the
continued improvement
of
Vin-
tage Airplane
is an
increase
in the
number
of
VAA members.
You,
the
members,
can
help.
Ask
one
was a good time for
us
to visit with
each other.
On
Friday
evening
we
had
a
South Carolina
pig
pickin ,
and
after that
was
over
we all re
turned to the hotel. Paul was
traveling
alone
so he came over to
my room
to relax
and
talk.
One
of
my best friends,
a retired airline
captain, joined us.
During the conversations that
evening, I pOinted
out
to
my
friend
that Paul
has
always
kept great
records of his activity
each
day.
f
you go
to
Paul's
home
or shop, af
ter
you enter the door your first
order of
business is
to
sign
his
guest book.
The
conversation
moved
on
to the subject of
keep
ing flying
time
logged. Now I'll be
the first to admit that
I am
not
very good
at
logging my time, but
I
do try to keep some record.
My
airline pilot friend said
that he
had
quit
keeping a logbook
many
years
ago.
At
that
pOint, Paul
took
issue
with
my
friend's reasoning for
not
keeping an
accurate
logbook. f
you
have
an accident without
proof of experience, you
might
be
in
trouble.
You'd be
right
i f
you
ing
out
of
that
airplane in front of
all
those people. The claim was
turned in. Then
came the
letter
with the statement,
"Please pro
vide copies
of
the
last
four
pages
of
your pilot logbook,
a copy of
the page with last BFR and the
page
detailing compliance
with
any
required
checkout
for this air
craft." Oops
My friend was able to satisfy
the
insurance company,
but only be
cause of
the
airline records
and
his
training at SimCom. This story has
a
happy ending,
and
he
is
once
again flying the
T-6,
but
it
could
have ended with a big
hole in
his
checkbook i f
the
insurance
claim
was
denied
based on lack of proof
of experience.
In
the past insur-
ance
companies
were
not
as picky
regarding
paperwork because of
the number
of companies
and
rein
surance. This
is not
the
case today
Just a few
companies are
in the
aviation insurance business, and
8/20/2019 Vintage Airplane - Apr 2002
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E
5
COMPILED
BY
H.G.
FRAUTSCHY
FAA and EAANAA
Developing
Policy to Make Vintage Aircraft
Data More
Widely
Available
Vintage aircraft owners received
some
very
good
news
on
March 1.
The FAA established new legal guide
lines for
the
release of original
aircraft blueprints
and
supplemental
type certificates when ownership of
the design data cannot be substanti
ated . Under
the
guidelines , when
requested
by the public,
the
FAA
would conduct
an
exhaustive search
for
the
owner of vintage aircraft de
sign data.
I f
none
can
be found,
constructive public notice would
then
be given for 60 days in an ef
fort
to locate potential, unknown
owners. I f none come forward, the
design data would be released to
the
public. Requests for data would be
made to the FAA under a Freedom of
Information Act request.
The
FAA
routinely
receives
re
quests from
individuals
seeking
copies of antique aircraft blueprints,
which
i t cannot
release without per
mission from
the
owner of
the
type
certificate. When
an owner cannot
be found, plans cannot be released.
Constructive notice, after a Freedom
of
Information
Act (FOIA) request,
would provide a way for the FAA to
release
data i
it cannot find the
owner, and this is a real break-
through for those wishing
to
restore
and/or modify vintage aircraft.
what
had
previously been unneces
sarily protected as proprietary data."
Data belonging to companies that
are still
in
business or who wish to
protect their data
for
other
reasons
will
not
have their design data re
leased under the
new
FAA
policy.
FAA
legal
counsel
has agreed
that
posting
a public notice for 60 days
would
serve as constructive notice
to anyone
with
an
interest
in the
data, and if we receive
no
response,
we can release
the
prints to the re
questers." Notice would be posted in
various publications, such as Vintage
Airplane
magazine. The
change
in
the
FAA guidelines was hastened by
assistance provided by
the
Vintage
Aircraft Association. Last year, we
printed a
request
from FAA seeking
information
on
the
owner of spe
cific vintage airplane data .
That
plea
brought responses that allowed
the
proper permission to
be
obtained
and
the data
released in
time
to as
sist owners of that aircraft.
This policy has been coordinated
among all
of
the
FAA
Regional
Counsels and
the
Office of
the
Sec
retary of Transportation; however,
specific procedures for
conducting
an ownership
search
and
serving
constructive notice have not been
established as a
matter
of
national
policy yet. The Freedom of Informa
tion Act Office is currently working
with EAA
and
the FAA Aircraft Certi
FRONT COVER The
Mooney M20 is
one of the many four-place airplanes
that fit
in
the
VAA s Contemporary
judging category. This sharp looking
example is owned
and
flown
by Mon-
roe and Nancy McDonald of Dallas,
Texas .
EAA
photo
by
Jim Koepnick,
shot with a Canon EOSln equipped
with
an
80-200
mm
lens
on
100 ASA
Fuji
slide film. EM Cessna 210 photo
plane flown by Bruce Moore.
BACK COVER
The
International Sport
Aviation Museum (ISAM) located
on
the grounds of Sun
n
Fun, features a
number
of
well
known and
interesting
aircraft including one of Steve
Wittman s most famous racers, Chief
Oshkosh. The recent restoration
which was
started by
Ed Saureman
and completed by Joe Araldi, shows
the airplane as
it
existed in 1937
1938
. It s included in the
Golden Age
of
Air Racing exhibit
in
the museum.
For more information contact
the
ISAM
at 863/644-2431 or visit them
on the web
at:
www.sun n fun .
com.
cess ADs on the
FAA website at
http://av info·faa.gov/ad/AD.htm.
Foreign
Fliers
Advised
to
Plan
EAA AirVenture Flights Early
One
of
the many NOTAMS
0/3356)
issued
by
the
FAA since
September 11 still restricts foreign
registered
general
aviation aircraft
http:///reader/full/www.sun-n-fun.comhttp:///reader/full/www.sun-n-fun.comhttp:///reader/full/www.sun-n-fun.comhttp://xn--av-infoa-721u.gov/ad/AD.htmhttp://xn--av-infoa-721u.gov/ad/AD.htmhttp://xn--av-infoa-721u.gov/ad/AD.htmhttp:///reader/full/www.sun-n-fun.comhttp://xn--av-infoa-721u.gov/ad/AD.htm
8/20/2019 Vintage Airplane - Apr 2002
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We
appreciate the
feedback
we ve
re-
ceived regarding the
Sport
Pilot
Newsletter
you
received, courtesy of
EAA,
in last
month s
Vintage Airplane.
We antici-
pated there would be a
need
for a second
newsle
tter
detailing
the
comments that
EAA s
staff
has compiled, but, happily,
the list of comments
is
short, so the
deci-
sion
was
made
to hold offon producing
an
entire newsletter
to
cover
those
com-
ments. Here
are
the
points
EAA and VAA
will
comment
upon in the
NPRM.
E valuates Sport Pilot NPRM
EAA s Government Relations De-
partment has been scrutinizing every
word of the sport pilot notice of pro
posed rulemaking
(NPRM)
since the
FAA
published it in the
Fe
deral
Register
on February S. Nearly finished with
their work, department staffers call
this groundbreaking proposal one of
the best-written and well-thought-out
NPRMs
in recent memory.
EAA finds the NPRM generally ac-
ceptable and commends FAA for the
quality of this comprehensive set of
rules,
but
it believes a few
minor
changes would make the rule more ef-
fective,
reasonable, and
usable.
Although EAA will
comment on
these items and make suggestions for
improvements in its official com
ments,
it will
address the major topics
here for the benefit of all those inter
ested in the sport pilot proposal. These
topics are the requirements
for
make
and model endorsements, the light
sport aircraft maximum gross weight,
and training requirements
for
a pow-
ered parachute sport pilot certificate.
fixed-wing aircraft, which can have
varied handling characteristics.
The FAA has already acknowledged
that it needs to consider alternatives
to the make-and-model requirements
and has asked EAA and others to work
closely with the
FAA
in developing an
alternative.
EAA supports a revised maximum
gross weight in
the definition
of a
light-sport aircraft (LSA). Many produc
tion aircraft meet all the LSA
performance requirements
(stall
speed,
top speed, and others) except for the
weight limit because they wear older,
heavier engines instead of today s
lighter weight powerplants. Increasing
the
LS
weight limit slightly would
al-
low sport pilots
to
fly sever l additional
vintage aircraft models .
The NPRM calls for 20 hours of
flight
experience
for a
sport pilot
powered parachute endorsement,
and EAA
believes this
is
more
than
needed to provide an
appropriate
level of safety. A previous FAA pro
posal to add a powered
parachute
rating to the recreational pilot certifi
cate called for
only
10 hours . EAA
will suggest
that
the
FAA
reduce the
sport pilot requirement to this figure
and add requirements for a specific
number of flights, similar to those
re-
quired for a glider rating.
One of the NPRM s most promis
ing parts
is
the development and use
of industry-based consensus specifi
cations to govern th e design,
manufacture, test, and maintenance
of factory-built
LSAs
. Many of
EAA s
concerns about the implementation
~ E R O M I L
The subject I m going to write about
should
be
extremely important to all of
us
as our fleet of Antique and Classic and now
Contemporary aircraft
are
getting
up in age
along with the owners
and
maintainers.
We have all struggled in the past in the
attempt to gather the necessary technical
information to restore or refurbish our new·
found treasure. Now is the time to remedy
that situation. With all the technical capabil·
ity we have today, such as computers,
digital scanners, and the Internet, it would
be an
absolute shame not
to
compile all
the necessary data that can be preserved
for generations to come.
John Berendt (Fairchild Club president)
and I recognized the need to
start
a Docu
mentation Preservation Program that will
ensure all the data that has been collected
by
our club members is available to future
members. A few
phone calls, some e-mails,
and a posting in the Fairchild Flyer opened
the floodgates of data collecti
on.
At the present time we have collected
more
than
1,000
megabytes
of data.
(Presently, a stack of data stands 2 feet
tall and is growing fast.) The first Fairchild
CD-ROM
has been delivered to club mem
bers
, and the response has been
wonderful.
If
a club member living on the
other side of the world needs a
specif
ic
airframe drawing or technical tip,
he
can
either purchase a
CD-ROM
or if
he
needs
it right
away
the specific drawing can be
sent via e-mail and
it will be there in two
minutes via the Internet. The first CD in
cluded data ranging from technical tips ,
engineering drawings, history, magazine
articles,
and
photographs.
The l ist is
quite extensive.
Due
to the fantastic response and the
snowball
effect of
so much data coming
into our club,
we
are now creating a nine
volume set that will provide support for the
KR biplane up through the PT series. All
structural, engine, and propeller mainte
nance manuals will be included, along with
an extensive amount of other technical
8/20/2019 Vintage Airplane - Apr 2002
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VAA's Friends of
The
Red
Barn"
VAA
2002
Convention
Fund Raising Program
The Vintage Aircraft Association is a major participant
in th
e
World's
Largest
Annual
Sport
Aviation Event
EAA AirVenture Oshkosh! The Vintage Division hosts
and
parks over 2,000
vintage airplanes each
year from
the Red Barn area of Wittman Field south to the perime
ter of
the
airport.
The financial support for
the
various activities in con
nection with the
week-long
event in the
Red Barn area
has be
en
principally derived from
the
Vintage Aircraft
Association's general
income
fund.
The
Vintage Board
has elected to more properly underwrite
the
annual Vin
tage Red Barn area
Convention
activities from a yearly
special convention
support
fund.
For
th
e July 2002 Convention,
the
Vintage Aircraft As
sociation is establishing the ((Friends of the VAA Red
Barn" program
to
financially
support the
Vintage Aircraft
Division's activities during AirVenture Oshkosh.
This fundraising program will be
an annua
l affair, be
ginning
e
ach
year
on
July 1
and ending June
30
of the
following year. However, for
the
July 2002
Convent
ion ,
the
initial fund raising
program
will
run
from Apri l 15,
2002,
and extend
through
June
30, 2002. There will be
three levels of gifts
and
gift recognition:
Level
-
$600
.
00
and
above per year gift
-
Vintage
Gold
Lev
el Friend
Level -
$300.00 per year gift - Vintage Silver Level
Friend
Level
-
$100.00 per year gift - Vintage Bronze Level
Friend
Each
contribution at one of
these levels
entit
les you
to a Certificate of
Appreciation
from the Division.
Your
name
will be listed as a
contributor
in
intage
r-
plane
magaZine,
and
you will be presented with a
special
name badge recognizing your level of participation. Dur
ing
AirVent
ur
e,
you'
ll
have
access to the Red Barn
Volunteer Center
,
and we '
ll
host you on
a
special
t ram tour of the VAA convention grounds.
Gold
Level
contrib
ut ors will also receive a
pair
of
certificates eac h good for a fl ight on EAA's
Ford
Tri
motor
,
redeemable
during AirVent
ur
e
or during the
summer
flying season
at
the EAA AirVenture Museum's
Pioneer Airport. Silver level contributors will receive
one
certificate for a flight on the Ford Trimotor.
This is a ((first ever"
opportunity
for all Vintage mem
bers
to join together
as a special circle
of
key
financial
supporters of
the
Vin tage Division. It will be a truly re
ward
in
g
exper
i
ence
for
each of
us as
individuals to
be
part
of
supporting the
finest ga
th
ering
of
Antique, Clas
sic a
nd
Contemporary
airplanes
in the
world.
Please watch the mail for a special letter from the pres
ident of
VAA, Butch Joyce,
ou tlinin
g
the
special benefits
of becoming a ((Friend of the Red Barn."
Won't
you please join
those
of us
who
recognize
the
tremendous ly valuable key role the Vintage Aircraft Asso
ciation has played in preserving
the
great grass roots
and
general aviation airplanes
of the
last 99 years? Your par
ticipation in
this special circle
of
EAA's Vintage Aircraft
Assoc
iation
Friends
of the VAA
Red Barn group will help
insure the very finest in AirVenture Oshkosh Vintage Red
Barn Programs.
Fo r
those
of you
who
wish to contribute
right
away,
we've included a copy of the Contribution form.
Feel
free to
copy it and mail it to VAA headquarters with your donation.
6 ' -
Friends
of the VAA Red Barn
____________________________ __
__________
__
_ EAA#_______________VAA# _______________
N
am
e
Addr
ess
____________________________________________________________________ ____________________
C
ity
/
State/Zip
8/20/2019 Vintage Airplane - Apr 2002
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Jack and the Airport Kid
Boyhood heroes are always heroes
BRUCE
L
MILLER
There were many
heroes
in early avia
tion during the
'20s and '30s in this
country...many of
them,
if not
most
of
them
,
unheralded.
They were
products
, of
ten,
of
World War
I,
and they barnstormed
and flew
the
early airmail. They were
the
early FBOs;
they
managed
the
early grass
strips
and
airfields. Plus,
they
gave
flying
lessons
and tried to
sell
airplanes to who
ever
could
afford
them
.
Such
a man was Jack
Jaehnnecke
. Jack
was
the
first
proprietor, in
1929,
of
Air
Ac
tivities Inc.
Airport
, now known as DuPage
County Regional Field . Jack did
the
flying,
gave
the
lessons, and
sold the
aircraft. His
wife,
Ethe
l,
a
West Chicago school teacher,
likely handled the
paperwork and
the busi
ness
end
of things.
Jack was
my
first
hero
,
and always will be. He gave me my
first
ride in an old Wright-powered Curtiss
Robin , in
about
1934 (I was 3
at the
time).
I
remember
three airplanes
at the field
about
then, maybe
four
...
the
Robin, a
Travel Air
Bipe,
an
Aeronca
C3 Flying
Bath
tub
, and
Leroy
Parks ' big,
black and orange
(
and very noisy)
Stearman
biplane
.
I
was an airport kid, always
driving
my
dad nuts begging him to take me to
the
air
port
to see
the planes.
He always
obliged.
The
Travel
Air became
a
Waco RNF (beauti
ful red
and
silver,
powered
by
a Warner
with
a
SensenichJ, and
it
was also very noisy
I
liked that. The Robin translated into an old
black
and
silver Stinson cabin plane ,
with
a
juicy smelling Wright up front. I had several
rides in that one .
No
kid
could
ever forget
the
gas and
oil smells emitted from those
graded a grass strip,
and
finished the old
original hangar
, completed in 1929. Then
came
the
stock
market crash,
and
any ex
pansion plans
were scrapped. But
the field
operated during the
'30s, as I
grew up, un
der the
management of Jaehnnecke.
Historical
records
of
the
field simply say
not much
happened at the
place from '
29
to '39, when George Ball
bought it. But
I
can tell you
, all
during the
'
30s
this little
kid
growing up visualized
and
fantasized
and
thrilled to all those
days
with frequent
visits and
occasional
rides.
And Jack
Jaehnnecke
was my hero.
Alas, World
War
II came
along
,
and
the
Navy
took control
of
the
field
and Howard
Aircraft-built trainers (
Fairchilds)
and
Howard DGAs
during the war
.
Jaehnnecke
left
to take over
a
nearby field in North
Au
rora, which he operated during the war
years . It was during
the
war that Jack
and
his
family moved right across
the
street
from
where my
family lived,
that was some
thing special
for
me
The
great
man
right
next door
It is next to impossible to dig up much
background on Jack's history. But
I
remem
ber
my uncle
telling
me years ago , Jack
had been an aircraft
mechanic
in
World
War
I He
must
have had a good
background
to
be selected by the
original
owners to
run
their
establishment
in
1929.
The
'30s
were quiet years
as
far
as
progress was concerned, but they were
the golden
years of rny growing up
at
Air
Activities
Airport.
The smell
of airplane
dope
,
engine oil
, and
gas..
.and
the
would very
much
appreCiate
their
contacting
me.
Lloyd Gould,
a nearby resi
dent
of
the
old
airport,
told
me
an
amaz
ing
story about
Jaehnnecke
.
Gould said,
"Jack bet he
could get the
old
Stear
man
off
the
ground while still in
the
hangar, and
all
bets
were on. He had the rear of the
plane tied to the back
of
the hangar and
said , 'When I
wave my
arm,
let
it loose. ' He
started the engine, and
the blast from
the
prop had
birds
and
nests flying
all
over.
Jaehnnecke signaled to be
free ;
the
plane
was
a
foot
off
the ground inside the
hangar
...
he then zoomed out the entrance
straight up into the
sky "
That
was in
the
1930s, and life
at the
old
field
will
never
be
the same
.
The ghosts
of
Jack
Jaehnnecke,
Johnny
Livingston
,
the
8/20/2019 Vintage Airplane - Apr 2002
8/36
YSTERY
P L E
Y
H G
FRAUTS CHY
JANUARY'S MYSTERY
P L A N E
U
ing
a
draw ing
for th e
drawings are
often embellished
january
Mystery
Plane with
fanciful
additions. But we
is not
something we d
picked
up that
drawing from an
normally do, especially since advertisement in the 1921 edition
T H I S
M O N T H S M Y S T E R Y P L A N E C O M E S TO US
V I A
T H E
C O L L E C T I O N
O F
B R U C E
M I L L E R O F
H A R A H A N , L O U I S I A N A .
of the lying Guide and Log
Book
by Bruce Eytinge. Our
thanks again to
Don
Macor for do-
nating the book.
Wayne Muxlow,
Min-
neapolis Minnesota guessed
correctly t hat the january
Mystery Plane was the 1920
Orenco F Tourister.
Our t hanks to Don
Harris Cherry Hill New
jersey; john
Rosenberg,
Chanhassen,
Minnesota;
and
Harry Barker West Mil-
ford New jersey, for
their
answers.
Pete Bowers was kind enough to
send
us an entire
article
on the
Orenco and it starts on the next page.
SEND
YOUR
ANSWER
TO : EAA ,
VINTAGE AIRPLANE , P.O. Box
3086
,
OSHKOSH , WI 54903-3086. YOUR AN-
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T
e Ordnance Engineering
Co.
(Orenco),
Baldwin,
Long Island,
is
one of
the
least-remembered American airplane
companies.
It was
formed during
World War I to develop airplanes for
the
U.S. Army. Its
various models
were identified sequentially by let
ter-A,
B
C
and so on.
Model D was a successful single
seat fighter
designed in
1918. The
Army liked it well enough to order
S
production models in 1919. How
prototype, Model E
Oren
co
tried
the civil market with Model
F
which
it advertised as a touring or
plane.
This was a thoroughly con
ventional biplane of wood-and-wire
construction that was powered with
the
150
hp Wright
A engine. This
was the French Hispano-Suiza built
under license in the United States by
Wright.
It
was later widely known as
the Hisso. The engine was in a neatly
cowled nose fitted with a flat radia
tor that looked like a cross between
This view
of
the prototype Orenco F 4
Tourister emphasizes the neat nose
radiator and the short stacks
of
the
15 hp Wright-Hispano-Suiza or
Hisso engine.
ance advantage was far offset by its
new-airplane price compared to
cheap surplus. As a result, few Model
Fs were sold.
Orenco then developed
another
fighter model for the Army. It didn t
win a production order, so
the
com
pany
folded.
Only one Orenco airplane,
a
Model
F-4
is known to exist today.
This
is
the one formerly
owned by
movie
pilot Paul
Mantz
and his
successor
firm, Tallmantz. It was
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Rounded rudder and curved fin of the F 4 prototype are emphasized he re.
Note the near-vertical tail skid. Lettering on the fin has the word Orenco
with Ordnance Engineering Co. in smaller letters beneath it.
An Orenco Tourister II was entered in
the 3-4 Place event of the National Air
Races at Mitchel Field Long Island in
October
925
.
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A later Orenco
F-4
identif ied as t he Tourister
II
, seems to have
pl
ywood covering on t
he
fuselage back to the rear
cockpit.
An
auxiliary gas tank has been added to the upper wing, and the tail surfaces are notably different, includ-
ing balance areas on the elevators . The tail skid is
different
as are ru dder
contr
ol wires. Note the single
windshield for the front cockpit but two separate small ones for the rear cock pit.
I t
could
be
either the
prototype or a
very early
production model because
of details matching the
drawing in the January Vin-
tage Airplane, photos of
the
known
prototype,
and the
three-view
drawing
in the
1920 issue of Jane s
All the
Wor
ld s Aircraft.
Later ver
sions had notably different
tail surfaces
and
a different
(Left) This view
of
the Mantz Orenco F makes
it
possible to
trace the wires of the unique Orenco aileron control system.
Specifications
ca ll for
1-1/2
degrees
of
dihedra on the
Orenco
F
but Mantz rigged
this
one
flat
.
No
Vought
VE-7F
was ever marked this
way
but then, that's Hollywood
system, an arrangement
derside of the upper wings
that
seems
to
be
an
Orenco
and
center section to other
exclusive.
pu lleys, and so on.
The main aileron con
After Mantz s death in
trol wires extend from the
1966, most of
the
Tall
rear cockpit outward above
mantz fleet was acquired
the upper
surfaces
of the
by the Rosen-Novak Auto
lower wings directly to pul
mobile Co. and
auctioned
leys at
the bases of
the of f
. The Orenco then
outer-rear wing struts.
passed
through
several
From there
they
go to the
owners,
is
now
owned by
upper-wing ailerons
and
Kermit Weeks
Fantasy
of
attach at
the
front
of the
Flight in Florida, and is in
aileron struts.
need of restoration.
The
required balance
Specifications
for
the
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IT
TO
K
BY E.E.
"BUCK"
HILBERT, EAA 21 VAA 5
P O
Box
424,
UNION
,
IL
60180
Which
welding
tell how to do
it.
I
for
one
, would enlist the aid of
a certificated welder i f I had a repair
or build project and wanted to have
it done with stick welding.
As to your wife's
opinion
about
the gas welding, I've found the stick
welding to
be
even dirtier and
stinkier
than
the gas and the spatter
can
be a hazard. It requires protec
tive clothing, and
the
bright arc
light
is
hard
on
our old eyes.
Over to you, f
: B t i . ~
Buck,
I recently saw a welding
demon
stration on
4130 aircraft tubing
using MIG welding
with
flux flux
core
wire, then
solid-wire
feed.
Both looked healthy, except
that
the sewed look
is
missing.
I well
recall back when the
CAA/FAA manuals maintained
gas-only
welding
for
airframes.
Then we found out the Stinson
108 series were stick welded,
and
then
sent
out
to be normalized.
My wife says
that
gas
welding
stinks, and it's dirty. I don t
have
220-volt service in
the
house for a
TIG
unit, but that
MIG
unit
for
110 volts looks good.
I'd appreciate your input.
Harold Scheck
Pinehurst, North Carolina
Hi Hal,
Great to hear from you.
On
your
welding
question, this bugs more
than
one person. The old gas weld
ing is still my favorite,
stinky or
not. That s what
I l
earned in
me
chanic s
school,
and
I still use it
when I can. I have one of those
TIG
buzz boxes, and if I can see what
I m
trying
to
do,
and
get
a
clear
shot
at it, it does a
credible
job.
However, I haven't tried to use it on
any airplane projects. I'm too much
of an amateur for that.
The new
Advisory
Circular
43.13-1B (the successor to
the
old
CAM-18)
beginning
in section Sec-
tion
4-74 (pages 4-53) gives
a
pretty good description of
the
whys and hows of welding. It does
not
specify
that
stick welding is or
is not approved, but
they
it does
Here s a trio
of shots of
ary
Karner
and
his
Aeronca
C-3
replica. What a great-looking homebuilt
That's me
in
the middle with Gary
on
the left and
master builder Mehlin Smith. Mehlin did the beauti
ful sheet metal work on the cowl of the "Aeroncopy."
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RO
THE RCH
ES
OF
THE
E VI T I
ON FOUND TION
LIBR RY
BY H.G. FRAUTSCHY AND SUSAN LURVEY
PAA Sikorsky S 38
Skimming
the
water
on
its thun
derous takeoff run
is
this Sikorsky
S-38 Amphibion. In the horizontal
photograph you can see the twin
ramps of the
seaplane
base. Those
were the days
Monocoupe
110
Special
The 1930 National
Air Races should
have
been called
the
National
Monocoupe Races, ac
cording to aviation wag
Cy Caldwell. Mono
coupes
dominated the
races that year, winning
first place trophies in
the
5
events they were
entered. One of the
most famous of all the
racing
Monocoupe
110
Specials, NCS01W was
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W
th
its bright yellow
paint job and unique
pseudo-Czechoslova
kian air force fuselage
logos and wing insignia,
Steve Hawley's
immaculate
Bucker
Jungmann attracts immediate at
tention. But a closer examination
of the aircraft and a few
questions
to
the
owner/restorer soon makes it
obvious to any hangar visitor that
there is a much
bigger story here
than
anything
as
superficial
as a
paint job.
THE
OLDER
M N
Steve Hawley EAA 23198) has
been a sport aviation pilot and a
recreational airplane builder and
restorer most of his life. Now
retired
and
living in Tucson,
Arizona, he was born and raised
in Hanford, in the San Joaquin
Valley in California, where his
father, Carl Hawley, ran a large
farming
operation.
Steve says
that
while his father
always
loved airplanes, he never
had
time to learn to fly. But instead,
as
soon
as
it became finanCially
feasible, he provided the oppor
tunity and encouragement
for
any of his seven children to take
lessons when they
were
old
enough to do so. Eventually
Steve, his older brother, and one
of his sisters took advantage of this.
His father made a swap
and
trade
barter deal with a friend to
exchange some plowing (at $10 an
acre) for one of 12 World War II sur
lap was an avid
horseshoe
pitcher,
and the
only cost
of
Steve's flight
training (other than the cost of fuel,
which he had to earn
on
his own)
was
that
Steve
had
to
be available
to
toss
horseshoes
anytime on de
mand (an
activity
Steve also
enjoyed).
t was
in this
Waco
that
Steve eventually did his first solo at
age 16,
with only
two hours and 45
minutes of official, logged train
ing
time
(but,
he also
had several
additional hours of un-logged, unof
ficial time in a borrowed Cessna 120
while waiting for the Waco to be as-
sembled and made airworthy).
His first homebuiIt was a Stits
Playboy that Steve began soon after
his graduation from high school. He
purchased the plans in 1958.
To cut
down on costs, the Playboy was con
structed
using parts
and
materials
salvaged from several crashed air
Playboy than he should have , he
also tried for about
three
years to
follow in his father's steps and get
into
big-time
farming. Steve
soon
found, however,
that
he
was
much
too
conservative
to
enjoy this capi
tal-intensive activity. He also admits
that
he plainly
and simply disliked
the continuous hard work that farm
ing
required. So, with a three-year
enlistment in the Navy following
the Korean
War,
and some years
after having completed high school,
he decided to go to Fresno State Col
lege and become an engineer.
Then ,
after
another five years,
and with all the necessary degrees
and certificates finally acquired, in
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The cockpits. There was no worry that a student pilot
in
the front seat would
develop bad instrument fixation habits; front
seat
instruments are minimal.
Both cockpits have leather-covered crash pads,
reminiscent
as in
several
other ways) of the de Havilland Tiger Moth .
1966 he began a career as a heavy
construction manager. This career,
involving
administration of the
building of dams,
tunnels,
naviga
tion
locks, bridges,
and
highways
,
would
eventually extend
through
a
span of 25
years
and take him to
sites all over the United States.
The Stits Playboy was completed
in
1968, 10 years
after having
ob
tained the
plans,
while Steve was
working on a construction project in
Monterey, California,
at
a total cost,
including everything except labor, of
only $825. Steve still remembers with
pleasure
the excellent
and
depend
able
performance that the
Playboy
and its
ground-power unit engine
provided during more than 600
hours
and
eight years of use.
In 1972 Steve purchased the
plans
for a
Thorp
T-18. Work
on
this aircraft
began
soon afterward ,
and continued off and on
until
it
was first flown
in
1979. Construc
tion was complicated by the nature
of
his
career
and the nomad life
that was involved.
During
the
seven years
required to
build the
Thorp, he
moved
seven
times
in
four states,
and
on each occasion it
was
necessary
to
trailer
the Thorp,
and all his tools, to the new site
and then find a suitable place to
store
and
work on it.
The Playboy
was finally and re
luctantly) sold in 1976, and
the
payment
received representing a
considerable profit over
the
$825 it
had originally cost) was then used
to
obtain the engine for the Thorp T 18.
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As
much as he had enjoyed the Play
boy, the Thorp T-18 was an excellent
replacement. Steve still owns it, and
has flown it now for
more
than
22
years and almost 1,200 hours.
With a full-time job, and with the
construction
of
the Thorp, it would
be reasonable to assume
that
Steve
would have had little time for
much
else. But as is
often
the case, busy,
active people somehow find time for
additional
jobs that
need doing.
While
the
Thorp
was
being
built,
Steve got
into
a
partnership
involv
ing
an Aeronca Chief
rebuilding
project, mostly because he
needed
something to fly after the Playboy
had been sold. And during this same
time period, he also managed to get
himself
certificated
as an airframe
and powerplant
(A&P)
mechanic,
and
eventually added an inspection
authorization
IA)
rating.
Following his retirement in 1990,
Steve
settled
in Tucson
and
ob
tained a
hangar
(first at what is
now called Marana NW Regional
and later at Ryan Field) to store his
Thorp and for space to work on
restoration projects. He completed
in sequence the restoration
of
two
J 3 Cubs, a Christen Eagle, a Spar
tan
Executive,
and a basket case
Piper Tri-Pacer that he converted to
a Pacer (PA-22/20). These projects
were either
done
for the owner for
payor
purchased by Steve and then
sold
when
completed. The profit
in
each case was then used to help pay
for the
next
project.
In 1987, a friend, Maury David
tached
he would eventually
be
come to this outstanding aircraft
with
an
unusual history.
The control mechanism for the solid
rubber tired tail wheel proved
to
be
one
of
the most complex systems
re-
stored
on
the
Jungmann
but
once
properly rigged it works like a charm.
THE YOUNG M N
The Jungmann design was devel
oped in
1934
by
the
Bucker
Flugzeugbau in Germany as a highly
stressed
and
extremely
clean
two
place biplane (designated as the Bu
l31).
The fuselage was
constructed
of
conventional steel tubing, while
the
wings
had
wooden built-up ribs
and
laminated
wooden spars. There
were ailerons
on both
wings, all four
panels of which were identical, with
constant
chord and rearward sweep.
An
overall
design philosophy was
maximum
strength/minimum
weight,
and no compromise on
quality,
apparently
with little con
sideration of
corresponding
costs,
and this can
be
seen
in
many ways
in Steve's
Jungmann. In part,
the
end result
of
such a design philoso
phy was an aircraft with
maximum
maneuverability that was capable of
Steve's Jungmann was originally
built in Czechoslovakia in 1946.
Sammy Mason, a famous early post
war aerobatic pilot, imported it into
the
United States
in
1962
and
regiS
tered it as N154S. t is said to be the
first Jungmann to be purchased
and
imported by an American. After fly
ing this aircraft for a
few
years in air
shows
and competition, Mason
then
sold i t to Shelby M. Kritser
(who was also
an
air show aerobatic
pilot)
who
re-registered it
as
N191X.
Kritser installed a 180-hp Lycoming
IO-360-BIB and a Hartzell constant
speed propeller. He
eventually
sold
the
Jungmann (in 1965) to William
Barber. Bill Barber was a popular air
show pilot in
the
Midwest during
the late 1960s through 1986.
Thus,
this Jungmann's
aerobatic
credentials are established by the
fact that
over
a period of
more
than 20
years following its arrival
in
the United States, this aircraft
had
been
passed sequentially
to
three well-known air show aerobatic
performers (Mason, Kritser, and Bar
ber)
prior
to its
purchase
by Maury
Davidson in 1987 who then brought
it to Tucson.
In restoring the Jungmann,
Maury
wanted inspections to be
done more easily, so Steve made the
metal fuselage skin removable from
behind the
rear
cockpit
forward to
the firewall (using Dzus fasteners
and No.8
screws
and
nut plates).
When it was stripped down to the
bones,
and
while carefully examin
ing every weld and every glue joint,
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The
drag and anti
drag wires are
another
example. Steve has no
explanation
as
to why
this would
have
been
done,
but
rather
than
consisting of twisted- or
braided-strand
wires,
Steve claims that at least four billion Dzus fasteners were re-
these are the
same
quired to make the fuselage skin removable from the rear of the
streamlined tie rods that
rear cockpit forward to the firewall.
are used as
interplane
landing and flying "wires" to brace
the
wings. These very expensive (at
least today)
streamlined tie rods
would seem to have no practical ad
vantage inside a wing, but there
is
certainly no
question
about their
strength and light weight.
Another example of the no com
promise with quality" philosophy is
the
use of very expensive, double
row ball bearings in
each control
hinge,
giving unusually
smooth
controls but at significant cost.
Also,
one glance is enough to con
vince anyone
that the
designers of
the aircraft were uninterested in any
of
the
easier and less expensive ways
to deal with a steerable tail wheel.
Positioned well ahead of the rudder
hinge line (and looking a bit like the
non-retractable tail wheel on the Me
109),
the
cables,
their attachment
pOints, and the arrangement of
the
two cables from rudder bell crank to
tail wheel bell crank
is
exceedingly
complex. According to Steve, he
spent more time rebuilding and ad
justing this than any other one single
system on the airplane. But once in
stalled it does work well
ier ways of doing this.
Steve
eventually
re-covered
and
repainted the aircraft using the Poly
Fiber process.
The
paint scheme he
chose is unique.
He wanted a mili
tary look, but when he found
an
illustration
in color of
a
typical
Czech
Bli
133 trainer and saw that
these had been painted overall mud
brown" by apparently using a broom
as a brush,
he
quickly decided that
no way could he ever settle for that.
The next best possibility,
he
decided,
was to invent a
color
scheme
and
trim
system
that might
have
been
used
on
a Czech trainer even if it
hadn't. Yellow is bright and
pretty
and often used for trainers of about
the
same
vintage as the Jungmann
in the United States and England, so
this was selected as
the
overall color.
Both the national insignia
on
the
top of the top wing and
the
bottom
of
the bottom
wing, as well as
the
white
horse on a shield, squadron
emblems that were done
on the
fuse
lage sides, were some that Steve had
seen in
a
photo
of some Czech jet
fighters. The overall effect seems re
alistically military-and
certainly
a
175
mph
cruise, is
his
travel airplane, and he
thoroughly
enjoys
it.
And, while he's already
flown
the
Jungmann
(with a 90
mph
cruise)
on a couple
of long
cross-country
trips,
Steve mostly considers
the Blicker his fun
machine.
It
provides
him with lazy, relaxing local flights,
and the
pOSSibility
of some
occa
sional, very gentle "Sammy Mason
like" aerobatics when
the
mood hits
him. And just
as
important, with his
helmet on and his goggles in place,
this "aeronautical young
man -now
fully renovated and essentially a new
airplane
again-provides
Steve with
continuing memories of the best of
the many hours of challenging enjoy
ment that started years ago in the old
Stearman and
the
Waco UPF-7. The
result is far from a
fountain
of
youth," but for Steve it comes reason
ably close.
With his long string of completed
building,
rebuilding,
and restora
tions projects-culminating in the
Thorp and currently the
Jung
mann-Steve Hawley
represents
very clearly
what
the best of "home
building"
and
the EAA are all about.
BOUT THE UTHOR
Russell Davis (EAA 584519) is a
retired university ecology professor.
He
started with ultralights in his late
60s, soon switched to general avia
tion lessons , and passed his
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The McDonald's
oon
B
U
D
AVIS
S
ON
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20/36
Lycoming s ubiquitous 180-hp engine powers several great airplanes from this era, and the Mooney M20C will cruise
at
150 to 155
knots at 75-percent power.
thought
of
as classics. That makes
no sense. After all, it is a contempo
rary
of the square-tail Cessnas,
small-window Bonanzas,
and
short
wing, nose-dragging Pipers. We can't
think of a single reason more early
Mooneys aren' t restored, other
than
it's nearly impossible for the nonex
pert to tell a
'58
model from a
'68
model. It's hard to establish old
for
an
airplane
when
all the models
look
basically
the
same. And
then
there's the fact that the airplane is as
reliable as a claw hammer and so us
able that few have ever been allowed
to
drift
into
derelict condition.
Although it was hard to tell for sure,
Monroe
thought
it might just be the
diamond
in the rough he was look
ing
for.
Monroe
McDonald wasn't look
ing
for
a
Mooney,
per se , but he
knew he
had
to
have
something.
Airplanes had always been part
of
his life, but because of the pressures
associated
with starting his own
business,
he
had been without one
for
nearly
five years.
Considering
that one airplane
or another
had
lived with him for most of his life,
that was at least five years too long.
Born
and
raised
in
Dallas, Mon
Champ at a grass airport
and
while
still a student pilot, h e bought a
Warner-powered Fairchild 24.
In
those
days, it was just
another
old
airplane and
was
the cheapest I
could find.
It
cost me $1,100.
I flew the Fairchild for a while
but then
traded
it for an 85 hp
Swift. He grins as he says it.
At
the
time practically everyone said I was
nuts.
They
said a student couldn't
fly a
Swift.
Of
course, they
were
wrong,
and
I put more than 200
hours on it before being relocated to
Alaska, and I sold it.
A string of new assignments took
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8
'
::;;
Monroe uses a
set of
control locks he made using brightly colored acrylic
plastic. A quick glance at the control surfaces shows they're in place
our E Chapter
and
realized this
was not
the
right airplane for me.
It
was a fun airplane, but
not
a travel
ing machine.
He scratched the homebuilt itch
by
buying
two
BD-4s.
One had
been
wrecked
but had
a
good en
gine, while the other was basically
sound but needed an engine. The
combination was
obvious.
How
ever, after putting more
than
300
hours on the BD-4, he decided to
go into business for himself. In
leaving
the
security
offered by
a
job with a big corporation,
he
found , as so many
entrepreneurs
do,
that
an airplane was a luxury
he
couldn t
afford at that
moment.
enormous amount
of
time
on
it.
That s
when
I
heard about
the
Mooney.
The Mooney was more than just a
Mooney.
I t had been part
of
the
flight training operation
run
by
the
legendary aviatrix Edna
Gardner
Whyte.
One of America 's aviation
pioneers, she
epitomized the
drive
and
guts it took to survive as a
woman
aviator in
the
'30s and '40s
perse
vered
clear
through the
'80s.
t
her death
in
the
early 1990s she
probably held the
record
for
the
most
number
of hours accrued by a
female pilot at 33,000 hours. On top
of that, she
had
participated in more
than 328 air races, winning many of
them. She was a legendary pilot,
but
even more
important,
she was a de
termined flight instructor and was
putting in three to five hours of dual
a day as late as her 86th birthday.
The Mooney was
one of
her instru
ment trainers at Aero Valley airport,
a field she founded
and
built
north
of Dallas.
When
Edna
passed
away,
the
owner
of
the airplane from whom
she
had
been leasing it just couldn't
bring himself to sell it. Even though
he
had lost his medical, rather than
sell the airplane, he pushed it back
in
the
hangar
and
left it. When
Monroe went to look at it, it looked
to
him to
be almost exactly what he
was
looking
for, as
long
as the air
frame itself was sound.
The
owner
was more cooperative
than
most in
that
he realized
he d
have to give a
purchaser a broad ability
to inspect
8/20/2019 Vintage Airplane - Apr 2002
22/36
the airplane
in addition
to
an excellent price. In Mon
roe's case, this included
bringing
over
Roy Lee, a
Mooney-savvy aircraft
and
powerplant mechanic, and
having
him
remove
every
thing
that would unbolt so
they could see how the air
frame had survived over
the
years. Besides pulling off the
inspection panels, they re
moved
the interior
so
they
could closely inspect
the
steel cabin structure.
The
price
was attractive
but,
.. .if we had found any cor
rosion,
that would have
been a deal breaker, Mon
roe says.
liThe
Mooney
is
an
air
plane that requires whom
ever inspects it really
know
Mooneys, he says. 0ne
of
the
biggest problems is
that
the cabin section
tubing
and the
wing
attach
points
can
easily get rusty. I f the
windows
leak
at
all, mois
ture
runs
down inside the
fuselage
and
soaks
the
fiber
glass
insulation. Then the
moisture not only doesn't
want
to evaporate, but
it
is
held against
the
steel tub
ing. That's
why
we tore the
interior
all
the
way
down.
You just can't inspect it
any
other way.
The airplane was a later C
model, so
Monroe
didn't
Nancy and Monroe Mc onald
modern, he says.
]
fought
the urge to
build
a
wild
looking panel. Instead, I
decided] wanted it to look
as
stock
as
practical while
still making it a modern, us
able airplane. I don't need it
to
be
totally
IFR
because
,
among other things, I don 't
think
flying
IFR
is
very
much fun.
The airplane had a 50
foot paint
job,
but even from
that distance you could tell
the airplane hadn 't been pre
pared very well before being
painted. The finish was peel
ing, and I was almost
ashamed to be seen in it. On
top
of
that, we had a leaky
fuel
tank.
We
changed the
fuel cells, and then I took it
down
to Ada, Oklahoma,
and had it painted
in
Sher
win-Williams urethane .
Nancy and I
spent
a lot of
time
going back and
forth
with each other on the paint,
'
so
the
final
scheme
was a
0:
joint effort.
l 'm surprised to find
anyone notices our airplane.
I
didn
' t do
t
to
be
an air
show
airplane, but
just
needed something to
fly.
I
guess I'm like so
many oth
ers in
that
I
don't think
of a
Mooney as a
classic
air
,plane. I
just
see it as a
practical, cross-country
flier.
It cruises really easily at 150
8/20/2019 Vintage Airplane - Apr 2002
23/36
LUB
NOTES
OIL BREATHER "FIXES" ON
CONTINENTAL ENGINES
From the November/December
2001 Issue of
ub
lu es the
newsletter of the Cub Club.
Nearly every owner
of
a Conti
nental-powered aircraft has
had
this problem and is looking for the
cure for
the
oil smears
and
streaks
on the landing gear and
belly
of
his or
her
airplane. The routing
and
exit of
the
oil
breather
line
cause most of
these
streaks and
smears. Even if
the
oil loss
is
small,
a tiny amount of oil makes a big
mess
on
the belly
when
combined
with airport dust
and
dirt.
Talk with a half-dozen A&P/IAs
and
you'll get a half-dozen differ
ent
recommendations for how
to
correct the problem. Continental
The
normal installation,
as
built
showing
how
the
breather fitting is pointed
ver-
tically
downward from the
crankcase.
1
8/20/2019 Vintage Airplane - Apr 2002
24/36
fitting
and the new
tube.The
new
IA
insteadofbuyingitfromConti
tube s part number is 633250,but
nental because
the
priceseemsto
it isn t in the
parts catalog.
Have
beoutrageous.
In the
2000catalog
one made and sanctioned by
your
itwaslistedatnearly$240!
· 0
;0
•
. 0
o
.
,
.
. a
,
... 0
0
,..
.
~ ~ ~
..
.
o ..
o
0().J
The two sketches tell the story. The added tube is copper, brass, or steel
with the outside diameter machined to fit inside the bored-out portion
of
the
AN
842-10.
The
difference
in
outside diameter
of
the pipe and the inside di
ameter of
the fitting should match the process used
to
join them about
five-thousandths for brazing. Brazing is stated to be compatible with the other
materials of the engine.
On
the left, a stylized view of the oil droplets flung toward the opening of
the breather s AN fitting. Some of the droplets are captured in the fitting and
are blown out the breather and onto the belly.
On
the right, the extension is
shown and indicates how its opening is not subjected to the ingestion of the
droplets
of
oil.
Comparing the stock breather tube to
the modified
breather
tube
.
The modified
version
has an
approximate
2 3
j 4-inch
extension that
is
inserted into the
breather tube
cavity
on
the crankcase.
This view of
the
right half of the
crankcase
shows
the modified breather
fitting installed.
The
extended breather
tube is still recessed within the cavity
and
does
not interfere with any compo-
nent
engine
parts.
SERVICE BULLETINS OR
OLD PROBL
EMS REVISITED"
From the February 2, 2002,
newsletter of The
Swift
Museum
FoundationInc.
One of
the oldest and
biggest
problems that we
have
witnessed
in alongtimehasresurfaced.Con
tinental engines,
everything
from
torquehorizontal do clearthe cylin
derbaseflanges.
In 1993Continental issued
SIL
93-15,
which
suggestsyou take a
hammer
to
the
cotterkeystoham
mer the heads
down
to clear the
cylinder
base
flange.
Can you
imagine
what
the examiner would
parts of cotter
keys. As
I
stated
above,
just
the
slightest
resurfac
ing or reconditioning of crankcase
partingsurfacescanresultininsuf
ficient clearances
from
cylinder
base
flanges .
This
is not a new
problem, but
apparently an old
problemthat hasbeengettingby.
8/20/2019 Vintage Airplane - Apr 2002
25/36
NEW MEMBERS
Jean Marc Metivier . . . . . . . . . . . . . Blainville, Canada
Daniel Jones . . . . . Lacombe, AB, Canada
Jill Oakes .
. Winnipeg, MB , Canada
Robert Campbell . . Bomanville, ON, Canada
Bruce MCIntyre . . . . . Campbellville, ON, Canada
Ronald
E.
Tripp.
. . . . . . . . . . . .
Peterborou
gh, ON, Canada
Richard Buchan . . . . London, England
Jean
Luc Kai ser. . . . . . . . . Mo
nt i
g
ny
Les-Metz, France
Koichi Takasaki . . . . C
hofu-
City Tokyo,
Japan
Daniel J. Shoop . . . . . . . Dhahran, Saudi Arabia
Tomas Martin Do
min
go . . . . . Madrid, Spain
Kurt Schumacher . .
Kloten , Switzerland
Matthias Sieber . . Nurensdorf, Switzerland
Hans Ulrich Binz .
Winkel, Switzerland
Heinz Witt . . . Winkel, Switzerland
H. Mark Smith . .
North
Pole, AK
Walter Yankauskas . . Anchorage,
AK
Millard
Smith
. . . . .
. Crawfordsville, AR
Nova Hall .
. . .
.
. . Phoenix, AZ
Sidney
E.
Mack. . . . . Phoenix,
AZ
David J. Staken . . . . . . . . Tempe,
AZ
Randy P Beloff . . . . Orange, CA
William B. Bingham . . Fountain Valley, CA
Steve Brown .
. . . . . . . Mentone, CA
Steve DaValle . . . . Stockton,
CA
Robert Kevin Eldridge .
.
.
Corona ,
CA
Bob Harris . . . . . .
La
Mesa,
CA
Donald Hilliker . . . . . Fairfield, CA
John
Kearns
. . Pioneer,
CA
Eric Koentges . . . . . . Santa Barbara, CA
R. W. Loveless . . . . . . Riverside, CA
Tom Praisler . . . . Co lumbia, CA
Rolly Pulaski .
. .
. . Laguna Bea ch, CA
Dr. Robert Rothgeb Lorna Linda,
CA
Gary S. Sewall .
. . . . Huntington Bea ch,
CA
Mike Sheehan . . . . . . Carlsbad, CA
Amos Wilnai. . . . . . . . . . . . Palo Alto,
CA
Regis
Donovan
. Denver,
CO
Robert E. Leyner . . . . . . Boulder, CO
Robert W. Proulx .
.
.
. Fort Co llins, CO
M. McDonald . . . . Stanford, CT
And rew C. Corsetti . . . Pembroke Pines, FL
Edward J. Fagan . . . . . .
. Pensaco la, FL
Roberto P. Garcia . . . . . . . . . Spring Hill, FL
Jam
es D. Holbrook . . . . Warsaw, IN
James Stutsman . . . . . . Goshen, IN
Bob Gandy . . . . . Olathe,
KS
Merlin
W
Oswald . . . . . Herington,
KS
Kenneth E. Stout . . . . . . . . Woodbine,
KS
Ro
dn
ey
A.
Hill . . . . . . .
Walton
,
KY
David Mueller .
. . . . . . . . . . . . Verona,
KY
Stuart
Philpott
.
.
.
. . . . . Louisvill
e, KY
James
E.
Masterson . . . . . . . . Natick, MA
Bobby M. Budde . . . . . Clear Lake, MN
Myro n W. Eckel Eagle Bend , MN
Donald J. Glewwe . . . . Scandia, MN
Bill Rhoades .
.
. Northfield, MN
Mike A. Russell. . . . . . . . Randolph, MN
Bernard]. Weiss . . . . . . . St. Paul, MN
David J. Albright. . . .
.
. Foristell, MO
Michael
A.
DaPrato .
.
.
St. Louis, MO
Ronald
E.
Wright .
. . .
St. Louis, MO
T. Douglas McCarlie . . . . . Summit, MS
Gil Long . . . . .
Ral
eigh, NC
Landon E. Mays . . . . . Reidsville, NC
A. C. McKinley . . . . .
Winston
Salem, NC
Jeff Clausen . . . . . . Lincoln, NE
Ri
ck Neilson Alma, NE
Ri
chard S. O'Kane . Ry
e,
NH
Robert Boyle . . . Newton, NJ
Charles J. Loshe . . . . . . . . . . Bridge
port
,
NJ
Steven McNeill . . . . Layton, NJ
Earle Moreland . . . Springfield, NJ
Victor G. Plumbo . : . . . Millville, NJ
Peter Thibodeau . . . . . . . Morristown , NJ
James Routt . . . . . . Albuquerque, NM
Sheldon Tieder . . . Rhinebeck, NY
Peter Torraca . . New York, NY
Rick A. Foster . . . . . Columbus, OH
Jame
s K. Grieser. . . . . . . . . . . Wauseon, OH
Sheila Walte
rs
. . . . . . . . Tallmadge, OH
Dave Neel . . . . . . . Grove,
OK
Ri
chard
B.
Jeffryes . . .
. . Creswell,
OR
Jame
s
R.
Herold . . . . . . . . West
Sunbury, PA
Robert
Hooker
. . . . . Myrtle Beach, SC
Timothy
Behlings . . . . . . Custer, SD
R. Joseph Fleeman . . . . . Lawrence, TN
Harold Jackson
. Memphis, TN
8/20/2019 Vintage Airplane - Apr 2002
26/36
FLY-IN CALENDAR
The
following list
of
coming events is furnished to
our readers as
a
matter of information only and does not constitute approval, sponsor
ship, involvement,
contro
l or direction ofany event fly-in, seminars,
fly market, etc.) listed. Please send the information to EAA Att: Vin
tage
Airplane, P.O.
Box
3086, Oshkosh, WI 54903-3086. Information
should be received four months prior to the event date.
APRIL 2 Fort Pierce, FL-EAA Ch. 908 Pancake Breakfast, 7-11 a.m.,
EAA Hangar, St.
Lucie
International Airport. Info: 561-464-0538 or
561 -489-0420.
MAY 3-S-Bur/ington, NC-VAA Ch. 3 Spring
Fly-In
. Alamance County
Airport. Info: 910-947-1853 or
252-225-0713
MAY 3 S
Cleveland, OH-18th
Annual Symposium of the Society of
Air
Racing Historians. Sessions featuring talks by pilots,
crew mem
bers
and o
th
ers
at
the
Holiday
Inn-Airport.
Info:
Herman
Schaub,
440-234-2301
or
Don Berliner, 703
-
548-0405.
MAY
4--M
eridian
, MS-EAA
Ch
.
986 Fly-In.
Topton
Air
Estates.
Free BQ
dinner 10 a.m.-2 p.m. Info: 601-693-1858 or [email protected].
MAY
4 S Woodland, CA_8
th
Annual Great
Valley
Fly-In, Watts
Woodland Airport (041). Judging of antiques, classics, and home
builts. Pancake breakfasts,
food
vendors,
raffle
, Young Eagles pro
gram. Info: 530-662-9631 or www.woodlandaviation.com.
MAY
4 S Dayton, OH-Ch. 48
Annual Funday Sunday
Regional
Fly-In
at Moraine
AirPark
(1-73) . Camping,
awards
,
displays.
Inf
o: 937-859
8967
or www
.
MoraineAimark
.com.
MAY
4-S Hendersonvil/e, NC-12
th
Annual
"Old
Fashion"
Air Fair.
Western
North Carolina Air
Museum. Fly-ins welcome. Old
and
homebuilt airplanes, antique cars,
food
. Rides
in
antique and
new
aircraft. No admission charge. Info: 828-696-107l.
MAY
S Rock ord, IL-EAA Ch. 22 Fly-In/Drive-In Breakfast, Greater
Rfd. Airport, Courtesy
Aircraft
Hangar. Inf
o:
815-397-4995.
MAY
l l
oughkenamon, PA-EAA Chapter 240 Open House
Hangar/Clubhouse Dedication.
28
th
Annual Fly-In/Drive-In
season
at
New
Garden
Airport
(N57),
with
pancake
breakfast.
Young Eagles
flights. Admission
free.
Info:
215-761-3191.
MAY 16-18-Hayward, NV?38th Annual Hayward Proficiency
Air Race.
Prizes,
trophies,
awards
banquet.
Limited to 75
aircraft.
Entries close
April
IS.
Info: www.hwdairrace.org
or
MAY
17 19
Colllmbia, CA-Gathering of
Luscombes 2002,
26
th
annual event. Aircraft judging, spot landing, flour bombing competi
tions, and more. Info: 559-888-2745; 619-482-8236, or www.lus
combe-cla.org.
EAA FLY·IN SCHEDULE 2 2
MAY IS-Fort
Pierce,
FL-EAA Ch. 908 Pancake Breakfast, 7-11 a.m.,
EAA
Hangar,
St. Lucie
International Airport. Info: 561 -464-0538.
MAY IS Cooperstown, NY-(K23)
Old
Airplane
Fly-In Breakfast
Sponsored by
EAA Ch
.
1070. 7:30
a.m.-Noon,
rain
or shine.
Adults
$4.00, Children under
12 $3.50.
Pilots of
1962
or older
aircraft eat
free! Info: 607-547-2526
.
MAY
18-19
Cha
ttanooga, TN-Airshow Chattanooga
2002 "Salute to
Veterans," Chattanooga Metropolitan
Airport.
In
addition,
will
host
aircraft from every era from WWI to those used in the wa r in
Afghanistan today. Proceeds benefit children at T.e. Thompson
Ch
ildren's HOsp. in Chatt.
Inf
o: 423-778-7373.
MAY 9 Niles MI-(3TR)
VAA
Ch. 35
Fly-In
Breakfast.
7-11
a.m. Info:
219-272-5858.
MAY
9
Troy
,
OH-VAA Chapter 36 1
st
Annual
Fly-In
Barbeque at
Waco Field. Info:
937-447·4145.
MAY
19 R
omeoville, IL E
AA
Ch.
15 Fly-In Breakfast
at
Lewis
Romeoville Airport (LOT). Info: 630-243-8213.
MAY
19-Warwick,
NY-EAA Ch.
501 Annual
Fly
-In
.
Warwick
Aerodrome
(N72)
. 10 a.m. -4 p.m. Registration for judging closes at
2pm. Info: 212/620-0398.
MAY 24 2S Atchison, KS-36
th
Annua l
Kansas
City Area
Fly-In
,
Amelia Earhart Memorial Airport
(K59). Info:
816-238-2161 or
816
363-6351, or
jsullel1S
@
kc.rr.com.
MAY 2S Zan
e
svill
e,
OH-EAA Ch.
425 F1y-In/Drive-ln Breakfast.
Riverside Airport.
8 a.m.
-2
p.m.
Breakfast all day,
lunch items 11
a.m.-2 p.m. Fly Market.
Info:
740
-4
54-0003.
MAY
26 Portage, W1-EAA
Ch.
371 Fly-In Breakfast.
7 a.m.-Noon.
Inf
o:
608-742-3300.
MAY 31 JUNE I-Bartlesville, OK-16
th
Annual Biplane
Expo
at Frank
Phillips
Field.
Forums, static displays, seminars, exhibits. All types of
aircraft and airplane
lovers
are invited. Biplane crews and NBA mem
bers admitted free. Info: Charlie 918·622-8400
MAY 31 Jllne 2 Columbia, CA-(022) Bellanca-Champion Club West
Coast Fly-In 2002 . Forums,
food,
fun, camping, hotels,
BBQ Fri.,
Steak
Dinner
Sat.
Advance
Registration
encouraged. Info: www.bellan
ca-championclub.com or
510-490-2865.
JUNE Alliance,
OH-Young
Eagles Old
Buzzards
Day. Barber
Airport (201) .
EAA
Ch.
82. 10
a.
m.-5
p.m.
Food fun. Pilots
and
aircraft needed.
Info:
330-823-1168 or
www·fbarber@
alliancelink.com.
JUNE 2 Cheboygan, MI-EAA Ch. 560 w/ Great
Lakes
Air, Annual
Fly/Drive-In - Steak Out. St. Ignace, MI Airport. Noon-4 p.m.
Info:
231-627-6409.
JUNE
2 De
Kalb
, 1L-38
th
Annual Ch.
24
1 Fly-In.
(DKB) Breakfast
7
a.m.-Noon.
Info:
847-888-2919.
JUNE 7·9-Reading, PA-Mid
Atlantic
Air
Museum
WWIl
Commemorative Weekend ,
Mid
Atlantic
Air
Museum.
Tickets at gate
$13
adults,
$5
children
age 6-12.
Special3-days
for $25. Info: 410
997-7404 or [email protected] or
IVww.maam.org/meriia.html.
JUNE
7-9-Gain
esville,
TX-Texas
Ch.
Antique
Airplane Association
hosting its 39
th
Annual Fly-In. Gainesville Municipal Airport (GLE)
Info: 817-429-5385; 817 -468-1571.
JUNE 13-16-St.
Louis,
MO-American Waco Club
Inc. Fly-In. Creve
Coeur Airport. Info:
Phil 616
-
624-6490
or Jerry 317 -535-8882.
JUNE IS
-Cooperstown, NY-(K23)
Old
Airplane
Fly-In Breakfast
Sponsored by
EAA
Ch.
1070. 7:30
a.m.-Noon,
rain
or shine. Adults
mailto:[email protected]:///reader/full/www.woodlandaviation.comhttp:///reader/full/www.woodlandaviation.comhttp:///reader/full/www.woodlandaviation.comhttp:///reader/full/www.MoraineAimark.comhttp:///reader/full/www.MoraineAimark.comhttp:///reader/full/www.MoraineAimark.comhttp:///reader/full/www.MoraineAimark.comhttp:///reader/full/www.MoraineAimark.comhttp:///reader/full/www.hwdairrace.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/combe-cla.orgmailto:[email protected]:[email protected]:[email protected]://www.bellan/http:///reader/full/ca-championclub.commailto:www%E7%A6%[email protected]:www%E7%A6%[email protected]:www%E7%A6%[email protected]:[email protected]:[email protected]:///reader/full/www.woodlandaviation.comhttp:///reader/full/www.MoraineAimark.comhttp:///reader/full/www.hwdairrace.orgmailto:[email protected]:///reader/full/combe-cla.orgmailto:[email protected]://www.bellan/http:///reader/full/ca-championclub.commailto:www%E7%A6%[email protected]:[email protected]
8/20/2019 Vintage Airplane - Apr 2002
27/36
JUNE
27-
3 Mr. Vernon, OH-43rd
Annual
Nat'l Waco Club Reunion. Wynkoop Air
port. Info: 937-866-6692 or
JULY 4-Mansfield, OH-(MFD) Pancake
Breakfast Mansfield Aviation Club, 7-11
a.m. Info: 419-774-7575.
JULY 6
Rensselaer,
TN-EM Chapter 828 Fly
In
at Jasper County
Airport. Ham
bean
lunch.
Info: 219
-
866
-
5587.
JULY
5-
7 Alliance, OH-Taylorcraft Founda
tion, Taylorcraft Owner's Club
Fly-In
Reunion. Barber Airport (2Dl). Breakfast
Sat.
Sun.
by
EAA
Ch.
82.
Info 330 -
823
1168 or www.taylorcraft.org.
JULY
13 Toughkenamon, PA-EM
Chapter
240,
28th Annual
Fly-In/Drive-In Pancake
Breakfast
8:00
a.m. at New Garden Airport
(N57). Young Eagles' Rally. Admission free
.
Info:
215-761-3
191
JULY
13-Zanesv
ill
e
OH-EM
Ch.
425 Fly
In/Drive-In Br
eakfas
t.
PARR
Airport. 8 a.m.-2
p.m.
Breakfast all
day, lunch items 11 a.m.-2
p.m . Fly Market.
Info: 740-454-0003.
JULY 2O-Cooperstown, NY-(K23)
Old
Air
plane
Fly-In Breakfast
Sponsored by EM
Ch. 1070.
7:30am -Noon,
rain
or shine.
Adults
$4.00, Children under
12
$3.50.
Pi
lots of
1962
or
older aircraft eat
free!
Info:
607-547-2526.
JULY 20-
21
-Dayton,
OH-lst Eastern Region
Nat'l Aviation Heritage Invitational coincid
ing with 2002 Dayton Air Show.
Co-sponsored by
Rolls-Royce
North
America,
NASM, Nat'l
Aviation
Hall of Fame and
Reno
Air
Racing Assn. No
more than 50 aircraft
are selected for each Invitational. Applica
tions are due by June 15. For details on
eligibility and judging criteria, entry applica
tion,
etc.
contact Ann,
703
-621-2839.
AUGUST 4
Queen City,
MO-15th Annual
Waterm e
lon
Fly-In .
Applegate Airport.
Info:
660
-766-2644.
AUGUST
9 11
Alliance, OH-Ohio
Aeronca
Aviators
Fly-
In and
Breakfast. Alliance-Bar
ber Airport
(2Dl).
Info: 216
-
932-3475
or
[email protected] or www.oaafly-in.com.
AUGUST 100Toughk
e
namon, PA-EM Ch.
240, 28th Annual
Fly
-In/Drive-In Pancake
Breakfast.
8:00 a.m. New Garden Airport
(N57)
. Young Eagles'
Rally
.
Admission free.
Info: 215-761-3191
AUGUST 17
-Coop
erstown, NY-(K23) Old
Airplane Fly-In
Breakfast
Sponsored
by
EM
Ch.
1070. 7:30
a.m.-Noon,
ra
in or
shine.
Adults $4.00
, Children under
12
$3.50.
Pi
l
ots of 1962 or
older aircraft
ea
t
free! Info: 607-547-2526.
AUGUST
23-
25 Sussex,
N
-Sussex Airshow.
Top
performers. All types of aircraft on dis
play. Info 973-875-7337 or
www.sussexairportinc.com.
AUGUST 3
Zanesville , OH-EM
Ch.
425
Fly-ln!Drive-ln Breakfast. Riverside
Air
port. 8 a.m.-2 p.m.
Breakfast
all day,
lunch
items 11 a.m.-2
p.m
.
Fly Market.
Info:
740
454-0003.
SEPTEMBER
12-15
-Reno
NV-4th
Annual
Western Region Invitational. Co-sponsored
by Rolls-Royce North
America,
NASM, Nat'l
Aviation
Ha ll
of Fame and Reno
Air
Racing
Assn.
1 0 mor e than 50 ai
rcraft are
selected