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8/20/2019 Vintage Airplane - Aug 2001
1/36
The agazine
the E V r N T G E
R C
R ~ T
A
SSO
· IIA1r 11 N
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STRAIGHT AND LEVEUButchJoyce
2
VAA NEWS/ HG.Frautschy
4 REMINISCING WITH DUTCH
Dutch Redfield
6
AIRMAIL PILOT/
Win Goulden
8
WINDSOCKS
YOU
CAN BUILD/
Robert
Shogren
Jr. & H G. Frautschy
2
AIRCRAFT MARKINGS/
HG
Frautschy
4 CUSTOM WITH A FLAIR
HG
Frautschy
9
A TALE OF TWO CLiPPERS/
Build
Davisson
3
MYSTERY PLANE
HG
Frautschy
4 PASS
IT
TO BUCK BuckHilbert
6 NEW MEMBERS
28
CALENDAR
3
CLASSIFIEDS
www.vintageaircraft.org
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STRAI
GHT L
EVEL
by
ESPIE
BUTCH JOYCE
PRESIDENT
VINTAGE
AIRCRAFT
ASSOCIATION
Fly-In
Notes
I am writing this "Straight & Level" less than 10 days
before I
depart
for
Oshkosh and
EAA AirVenture 2001.
Some of you will be reading this as you attend the con
vention. Welcome to
our
ranks I
hope
you'll find
your
stay enjoyable.
f
there's anything
we
can do to enhance
your experience, be sure to stop by the Vintage
Red
Barn
and let us know.
Most of you will be reading this after you return
home
and AirVenture 2001 is history. We'll be sure to give you
plenty of highlights
here in
the pages of Vintage Air
plane in the coming months.
t
is
quite easy to tell
that
it
is
getting closer;
most of
my days are now
spent
dealing with different factors re
lating to the operation
of
the vintage area of the
convention grounds. While filling out
the chairman
list
that
I submit to the convention office each year, I no
ticed
that
my years of service as a
volunteer
now
off, I will be flying to the show. Four to five hours of
fly
ing time sure beats
21
hours of driving However the trip
has been made, it has always been fun. As
most
of you
are aware,
the
opening
day for
EAA
AirVenture 2001 has
been moved forward one day. We're all curious to see
how
this works
out
since a
number
of events will have to
be shifted a day or two
on
the schedule . In next month's
column,
'lIlet you know
how
it went. There may be a
need
to
further adjust the schedule or timing of some of
these activities.
f
you have any suggestions that you
feel
would benefit your Vintage Aircraft Association, please
contact me at any time.
In
an unfortunate
series of coincidences, a
number
of
major fly-in events have been cancelled. Each cancella-
tion
was
due to
some sort of issue
with
the
venue
for
each fly-in,
and
each of the organizers plan to be back
with us next
year.
First was the Copperstate Fly-In,
8/20/2019 Vintage Airplane - Aug 2001
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VAA
NEWS
compiled
by
H.G. Frautschy
COVERS
FR ON T
COVER
:
Marty
Lochman wanted a
nice
custom airplane
,
and he spent 11 years
making certain his Cessna 140 was jus
t
what
he was
looking for
in a restoration project. He
and his wife, Sharon,
took
home the Cu
stom
Gra
nd
Champion Classic award
from
Sun
n
Fun
2001 . EM
photo by
Jim
Koepnick
, shot
with a
Canon
EOS1 n eq
uipped
with
an
80
200 mm
l
ens on 100
A
SA
Fuji
slide film
. EM
Cessna 210 photo plane flown
by
Bruce
Moore
.
B CK COVER : Morning Ru
sh Hour
Americus
Georgia
1941
is
the title
of Paul Ec kley s
acrylic
on
Masonite painting.
Here
's
what
Paul
wrote : In April of 1941 I was an aviation
c
adet in the United States Army Air
C
or
ps. I
had been
sent
to
primary
flying
school
at
Americus, Georgia. I had
always
wanted
to
do
a
painting that would
show
the early morning
scramble of the
cadets
and heir
instructors
in
their Stearman PT-
17 aircraft.
The field had a
surface of red Georgia clay
. When
dry
it
pro
duced enormous amou
n
ts
of red dust,
and
when
wet
it was
slippery and
extremely
gooey.
Paul
's
art caree
r
paralle
ls the
time he
served
in the military
and his subsequent
civilian
career.
Six
months
after graduating
from
the
Pratt
I
nstitu
te,
an art school in
Brooklyn, New York
,
he
en
isted
in the
aviation
cadets, and he graduated from flying
school
five
days
after
the
attack
on
Pearl
Harbor.
He
was soon
the
co
-p
ilot
on a
B-17 winging
its
way from
McD
ll
Feld in
Tampa
to
Java
in the
South
Paci
fi
c. He
event
ua
ll
y
wound up
as a
member
of the
19th
N
ew
Bomb Group flying
from Australia and
New
Guinea. After
serving
as a
command
pilot
a
nd lieutenant colonel in
WELCOME TO OUR
NE
WEST
VAA
CHAPTER
Congratulat io ns to our n ew est
VAA C
hapt
er, C
hapt
er 36 b
ase
d
in
Troy, Ohio. Richard
Amrh
e
in
i s th eir
fi r
st president, a
nd
you can
ca ll him
at 93 7/ 335-1444 for information.
They meet every
se
cond M ond ay o f
th e
month
at th e Waco
Fi
eld hanga
r.
M
ee
tings start at about 8 p.m.
TARVER
AEROMATIC)
PROPS
Th
e latest information we
hav
e
on Tarver props sho ws som e move
m e
nt
on their s
tatu
s as an FAA
approved facility . Tarver is now ap
proved
as
an FAA certificated repair
station
for
Aeromatic
pr
opel lers.
Th
ey hold the type certificate for
th
e
Ae romatic and issued th e
re
cent ser
vi
ce bulletin
r
eg
arding insp
ec tion of
th e propeller blade
s.
While an air
w
orthiness
dir e
ctive
(AD) was
not
is
sued against
th
e Aeromatic, co
m
pl iance
with
th e
bulletin
is strongly
encouraged. You can get a copy of
th e service bull e
t in
at www ae
ro
m ne eom
You
ca
n
al
so e-mail Ke
nt
Tar
ve r at
ke
nt
@ph one
w v
e n
t
I f
you must call, please
do
so betw een
7
and
9 a
.m
.
or
bet w een 7
and
9
p.m. at 77 5/423-037 8.
Th
e
fact
that an AD was n o t i s
sued against th e Ta
rv
er prop i s an
exce
ll
e
nt
example
of
cooperation be
tw
ee
n
the
FA A, EAA, and Ty pe
Clubs,
as comm
e
nt
s concerning
th
e
actual extent of th e
problem
were
g
ath
ered
usin
g
the
A
irworthines
s
Con
ce
rn Sheet
proc
ess. Onc e th e
FAA was satisfied
that the issue was
be
in
g g
iv
en th e
corr
ect level of at
tenti
on using the service bulleti n ,
th
ey determined an AD wasn't war
rant ed . Thank s t o all wh o
participated in th
e process, w
hich
continu
es to ben ef it
both
the FAA
and recreational avia
tion
.
BIPLANE
EXPO/TULSA REGIONAL
FLY IN CANCELED
The spon so ring organizations of
the
15th Annual Biplane Expo and
45th Annual Tu lsa Regional Fl y-In
Registration markings on vintage airplanes
can
often
be the
source of confusion. Here's an
unusual case. It's
the
prototype
of the
stick-controlled version
of the
prewar Aeronca Chief.
Densil Williams decided to
restore the airplane
as it
appeared just
after
its completion, when
it was being flown with an experimental airworthiness certificate. The X can be included in
the color scheme even if the airplane
is
currently registered with a standard airworthiness
certificate. Densil also
chose to
use the large 24-inch numbers on the wings
since
they were
part of the markings when the Chief was built.
For
more on how you're allowed
to
mark your
restoration,
see
Vintage Markings, starting on page 12 .
http://www.aero/http://www.aero/http://www.aero/http://www.aero/http://www.aero/http://www.aero/
8/20/2019 Vintage Airplane - Aug 2001
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announced the cancellation of the
combined aviation event, which was
scheduled
for
September
21-22
at
Frank Phillips Field, Bartlesville, Ok
lahoma.
A major taxiway construction pro
ject,
which
has
been
ongoing since
late September 2000, has experi
enced extensive weather-related
delays through the fall and winter of
2000
and
spring of 2001, said Chair
man
Charles W. Harris.
The
uncertainties and unpredictability of
a completion date and related access
to the airport taxiway
, ramps,
and
general field parking areas necessi
tated
the
decision
to
cancel
for
September
200l.
The two
events
, both among
the
largest
sport aviation gatherings
in
the United States, plan to reschedule
in Bartlesville in 2002
on
their tradi
tional dates based on acceptable fie ld
conditions.
For
more information,
call Harris at 918/622-8400.
MORE ON
LOOSE
COVERING
We
just got
a
call from Butch
Walsh,
who
has restored
many
Stin
sons to
showplane
condition. He
wanted us to correct something writ
ten
by Dip Davis in
last
month s
magazine.
Butch asked
that
we point out
that Stinson did
indeed
attach the
fabric to the
top
of the fuselage by
mechanical
means.
They
originally
used 40 screws to attach the fabric to
the
formers
and stringers. He
also
confirmed that
as
Dip Davis correctly
pOinted
out,
they
did
not cover
the
top
of
the
fuel tanks,
but
ran a strip
shou ld be covered so it
is
relatively
free of wrinkles, and does
not droop
excessively between rib bays or steel
tube structures. f
you re
not
sure
how tight
is
tight
enough, the
Air
craft Fabric
Covering video
(PLU
Fl1636) from the
EAA
SportAir work
shop, available from EAA's
Membership Services department,
is
a great place to get smart. Call them
at
800/342-3612. The tape retails for
$39.95 plus shipping.
e HOT
LINE
L UNCHED
EAA
recently launched e-Hot Line,
a
new
weekly e-mail newsletter for
EAA members, its divisions,
and
affil
iates. Delivered weekly to subscribers
on Friday afternoon, e-Hot Line pro
vides brief reports
of
current EAA
news, including sport pilot updates,
upcoming EAA
Chapter events, gen
eral and recreational aviation news,
and
a
question of
the
week. Hyper
links connect you to more complete
information on
EAA s
website
as
well
as other
sites. e-Hot Line
is
available
in both HTML and plain text for
mats. To subscribe
to
e-Hot Line, log
on to the
EAA
website at www eaa org
Click
on
the Members Only button
along the left side of
the
page. Enter
your
last
name
and
EAA number
to
enter the site. Click
on
the e-Hot Line
logo,
then
complete the online regis
tration
form. Be
sure
to
select
the
version you wish to
receive,
then
click Subscribe . An e-mail will be
immediately sent to you confirming
your subscription to e-Hot Line.
WRIGHT EXPERIENCE EX MINES
ORIGIN L
WRIGHT ENGINE NO 3
Led by Ken Hyde of The
Wright
Experience,
the
Discovery of Flight
Foundation
is
undertaking
an
ex
tensive and careful examination
of
the
third
Wright engine
ever built.
On loan from the Engineers Club of
Dayton,
where
it
has been
on
dis
play
for
more than
50
years, the
third engine was often referred to by
Orville Wright
as
the guinea pig.
When
the
examination
is
com
plete after six
months,
a full set of
digital images
and
blueprints will
il
lustrate how the Wrights and
Charlie Taylor built their early en
gines. For
more
information, visit
www wrightexperience com For more
information
on the
Engineers Club
of Dayton, of which Orville Wright
was
a charter
member when it
opened its
doors
in
1918,
visit
www engineersclubdayton org
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8/20/2019 Vintage Airplane - Aug 2001
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•
•
•
mlnlSCln
with
y
Dutch
Redfield
Over
the
past couple
of
ye rs
we ve
received a number comments from
members who enjoyed the series articles written by Dutch Redfield
He
was
kind enough to send along a few more anecdotes from his experiences during
the golden age
aviation H.G.
rautschy
n
American Airwa
ys
Curtiss
Con
dor,
en
route from
Cleve
l
and
to
Newark, landed at Syracuse in a gath
ering
eveni
n g
snowstorm.
Th e
airplane loomed out of th e steadi ly
increasing s
now
above the
two
large
floodlights on th e fi eld s edge that
lighted
the landing path
on the now
snow -covered field. The
Condor s
landing
lights
were also on
as
th
e
plane
touched down and taxied to
the
floodlighted ramp
in
front
of
der in place, Tex climbed to
the
wing,
and
th en I passed up the large filter
funn
el and the heavy hose and
climb
ed up
beside Tex in the blow
ing snow. Once the wing tanks were
fi
lled, Tex pulled the fuel truck away.
I stepped into the sma ll dispatch of
fice
to
soak
up
some heat
and
get out
of
the
whistling wind.
Ernie Dryer, the pilot, who was in
a heavy
overcoat
and American Air
ways
cap, stood at the
station
ing
as
the
Condor
lifted off and
banked
eastward. The slanting wet
snow
was very
apparent
in
the
beams of
the
plane s lights. I had a
feeling of apprehension. I wished
Ernie well as I climbed into my car
and headed for home.
The next
morning s
radio news re
ported the airp lane overdue, never
having reached its next
scheduled
stop
at Albany. In
late
morning,
search flights were organized,
and
on
8/20/2019 Vintage Airplane - Aug 2001
7/36
vived,
thanks to the
slow
speed of
the airplane.
Precipitation snow static imping
ing
on the plane's long
antennas
made useless the low-frequency ra
dios
then being used
for
en route
navigation. But worse than that, the
Condor's wings
had
iced
up in the
wet snow, distorting airflows and di
minishing lift to the point that only
descending flight could maintain
control. In the dark of night, in the
dimly illuminated cockpit, Ernie had
no way of determining where he was
coming down and
whether
he
wanted to or not.
Today,
perhaps
it was
then,
the
captain's
decision regarding
the
safe
operation
of
a
flight
is,
and
should be,
final.
The chief pilot
may
later
question it, but
it
should
under construction.
My
passengers
were
already
aboard. Bill was pushing us away
from the dock,
waiting for me to
start the Jacobs. I yelled
to
the man
from Life
that
I was sorry; we were
too busy to shut down operations for
a 30- or 40-minute flight
down
the
river on a busy weekend like this.
But he was still there when we re
turned to the dock for another load.
He pleaded that his editor had given
him a deadline that simply had to be
met
and asked how much the flight
would
cost. I again
told him that
I
could
not
leave a line of waiting pas
sengers
that
had already paid
for
their ride.
When we returned
for
the next
flight he was still there, and this time
he
told me
that
price was
no
object;
failed to remove
the
lens cover from
his camera.
We
would have to
go
back and do it again. Okay,
an
other
$150 "
Because of
the
time
of day in
volved, there was a
problem on
the
second
expedition
down
the
river.
For
the photographer
to
meet his
deadline,
he'd
have to
catch
a
train
out
of Massena, not far from the east
ern end of
the
flight. Could I possibly
fly him there? The only landing place
at Massena was a
narrow
sluiceway
that supplied a dam for the wartime
Alcoa aluminum plant.
We touched down in
the
sluice
way with the bow into a fast-
mOVing
current,
an
experience new to me. I
couldn't shut down
the Jacobs to of
fload
my
passenger, but I was able
to
crab sideways
to
a position alongside
8/20/2019 Vintage Airplane - Aug 2001
8/36
w sl v
Smith
alling
in love with aviation
during
the airmail pioneer
days
bV
Win
Goulden
Artwork by Edward Shenton, from his book Couriers of t he Clouds, published in 1930
7 by Macrae-smith Co
mp ny
T
he mechanic advanced the
throttle_ Oil spray encircled
the open
cylinder heads, was
flung headlong over the fuselage, and
flashed past the massive dorsal fin.
The de Havilland pulsed with life,
poised
on
tiptoe, struggling
to
rise
from
the
chocks
as the
mechanic fed
the coal to it,
then
lapsed into a shud
der when he throttled back.
I
was
10 years old, and I
was
stand
ing at a point in time, a marker in my
their de Havilland biplanes over the
Allegheny
Mountains,
relying
on
luck
and
a line of primitive beacons
lodged on evil saw-toothed ridges to
guide them to the general vicinity of
that city.
My
first contact with
an
airmail pi
lot
came when my brother brought
me to
the
home of Wesley Smith.
Wes stood 6 feet 4 and hit the marker
at a solid 225. His hair was blue-black,
and he wore a thick, bristly mous-
t was a strange and lasting rela
tionship,
strange because of
the
difference in our ages, yet lasting be
cause of our mutual love for aviation,
he as a performer and I
as
a favored
page.
I
sit
here
now,
and
I
thread
the
projector of my memory
and
rerun
the film once again.
It is December 1930, and
the
tem
perature holds at 30 degrees . I am
with
my
brother
at Wes'
home
in
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'111'1\1111111111111
1
11111111111111111
\lilllllllllj il J
UJlIII\IIIII /11111111/111111111
to my brother at the wheel.
Hadley lies out there in the black,
a few feeble smudgy flares outlin
ing its boundaries. There isn't much
here for
one
to
see
in daytime;
a
few terrified tin hangars crouched
in a corner of a rolling meadow, a
couple of cannibalized fuselages.
But at night there is
only
a sickly
beacon that pOints a tremulous fin
ger into the darkness as it rotates
the full 360 degrees.
We pull up in front of one of the
sliding panels. Wes jumps out and
pounds on the tin sheathing. In the
winter stillness the noise
is
shatter
ing.
"Axel " he
shouts. "Come on
Come on "
Slowly
the
doors slide apart, and
the most beautiful sight in the world
stands before us.
"Wow "
says
my brother.
I cannot speak.
Four brand-new Douglas biplanes
stand in a chorus line, wingtip to
wingtip, their silver wings and Navy
blue fuselages shimmering, their bur
nished wood propellers in contrasting
hue, their massive water-cooled en
gines with their protruding exhaust
stacks grimacing at us.
Far to
the
rear, relegated
to the
outer shadows, we see
two
old de
Havilland Fives observing the scene
jealously.
"Brand new "
Wes
chortles. "Brand
damned new, and I'm taking the first
one out tonight "
We assemble
in
the pilot's ready
room with its six lockers, each with a
pilot's name taped to the door. I look
at the names...Smith, Chandler, Hill,
Ames
....
Ames?
"But I thought Ames got killed ... "
"Shut up " my brother says sav
agely, and then he
is
instantly sorry.
My
eyes
fill
with tears.
Wes puts a paw around me, and I
am the center of their concern.
Yes,
Winfield," he says with great
gentleness, "Ames was killed on this
run."
He
looks at my brother and shrugs.
A look passes between them.
"But how?"
"He ran into a mountain over
Bellefon te."
There
is a silence. No one feels
comfortable. Then there
is
a ripping
sound as Axel tears Ames'
name
off
the locker door.
wheeled the Douglas onto the tarmac
in front of the hangar. Huge wooden
chocks are placed in front of
each
massive solid rubber tire. One me
chanic
mounts the toe steps
to
the
cockpit and settles in, his greasy for
age cap
looking somehow
out of
place even for a knight's squire.
Now from offstage comes a dinky
little
mail truck,
chuffing
along in
ridiculous contrast to the mastodon
crouched above it. A hastily lettered
sign proclaims U.S. MAIL, and we
see now
that
it
is
a converted deliv
ery truck with the
fish
market's
identity crudely
obscured by
the
hasty paint job.
My
attention
is suddenly di
verted
as
I see six mechanics form a
line,
hand
in
hand, to the
left of
the propeller:
"Off and closed " one shouts.
"Off and closed " comes a muffled
shout from the cockpit.
8/20/2019 Vintage Airplane - Aug 2001
10/36
Two very
ifferent
approach es
to te
ll
i
ng
which
way
the
wind blows
you
can
buil
d
Windsocks are the ultimate in simple flight instruments. Even though they're at the top ofa post
somewhere
on
the airport, I consider the sock to be one of my most often referred to instruments.
Even when it's
reduced
to rags flapping lazily in the
breeze,
the
tattered
remains still
tell
me some
th
ing
important.
Here are two
different
approaches to building a
windsock
frame, one requiring no machine tools at
a
ll
and the other an exercise in
lathe
use
and
welding skill. Whichever type you prefer, pay attention
to wh at it tells
you
as it points
crosswise
to
your runway it could save you from an embarrassing
ex
plana
ti
on
as
you
avoid
landing downwind
-
H.G.
Frautschy
GRE T
IDE FOR W INDSOCK
By obelt Shogren Sr
I
wanted a windsock in
the hop
es
I marked
it so
I could cut out four
equal sections
from the sides
and
leave four
2-inch
sections
or
ribs
on
8/20/2019 Vintage Airplane - Aug 2001
11/36
@-N
@ - Plastic Washer
Peen
end
of
rod after
U - 1 Brass Sleeve__ . t o p nut is loosely installed.
5 Gallon
Plastic Pail
Plastic
Washers
(Typical)
9 Overall
1 Brass Sleeve
P l a s t i
Note: Plastic Wa shers
(Typical)
can be made from
pail scraps.
Washers
~ J ' m N
I
- 3/8
Threaded
Rod
and four
plastic
washers
at
the
top
and bottom.
I used
several small
round pieces
of
the sides I cut out
earlier.
(I
suggest a
minimum
of two
or
three washers at
the top
and bot
tom
so it will
turn
smoothly.)
Now you get to practice your
sewing skills. Purchase a lightweight
piece
of
nylon
in
red or orange big
enough
for a section 48 inches long
and 38 inches wide. Sew the sock
with a 12-inch diameter
opening on
the front and
a
9-1/2-inch opening
at the rear.
Attach
the
sock
to the
rim of
th
e frame in
any
way you like.
Now that you ve finished
your
sock, take it outside
and
hold it up in
the
breeze; neat eh?
You
can use
anything
for a pole
a
piece of
conduit and
some
hose
clamps will work. For mine I used
an
8-foot piece
of PVC
pipe, 1-1/2 inch
diameter,
and
two hose clamps to
se-
cure
the threaded
rod to
the
pol
e.
Then
you
can set it
in
the lawn. A
piece
of
pipe that will slide onto the
outside of
the
pole can be placed in a
hole
in
the
ground-the
pole
then
can
be easily removed . Once
up
, it
worked
just
like
one
of the store-
.
bought expensive models.
For
a more
permanent
mounting, drive a steel
fence post in the ground
and
use two
more hose clamps
to
attach
the
pole
to it.
EAA s Chuck Larsen welded his
windsock pole to a large diameter steel
wagon
wheel
so he
ca
n eas ily move it
when his airstrip needs mowing.
BAUKEN NOACK'S
8/20/2019 Vintage Airplane - Aug 2001
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as the
frame can
pivot freely, the
windsock will react to wind direc-
tion changes more quickly than one
with a
simple
hoop to hold the
windsock.
t also minimizes the
likelihood the windsock will foul it-
self
on
the frame.
At
E headquarters,
we re
blessed
with one
of
the most
tal-
ented machinists I ve ever known,
Bauken
Noack.
Bauken
has
con-
structed
a
number of
windsocks for
use
on
the E
grounds,
and he
consented
to building us a new one
for the V
Red Barn.
His windsock frame is con-
structed of steel (with
an
aluminum
cap)
and
uses a pair of sealed ball
bearings.
The
slightest
whisper of
a
breeze
causes
it to weather vane
into
the wind.
Here s
how
Bauken built our
windsock. We ll let the pictures tell
the tale.
(Right) Let s start with the bail and hoop for
the windsock frame. This happens
to be an
18-inch diameter frame,
but
this method
would
work for
any frame size you choose.
If you choose to use a commercially avail
able windsock, be sure
to
have
it
on hand
before you start building the frame.
A steel tube hoop with an outside diameter
of 18 inches was bent using a set of forming
blocks on a hand-operated rotary tool. The
same tool was used to fo rm
the
curved ends
of
the
bail, which simply overlap one anoth
er at the apex
16
inches inside the windsock.
(Left) A pair
of
crosspieces
of
the same
tubing
are
used across
the center
of
the
hoop frame. The center is cut away
so
the
frame support, made
of
a 5-inch long
8/20/2019 Vintage Airplane - Aug 2001
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The axle for the bearings also serves as the fit-
ting
for the unit's installation on a section of
pipe. Machined
from
a piece of 7/8-diameter
steel bar stock, the upper section is sized to
fit
the
inside diameter
of the
bearings (in this
case
0.657 inch) and
is
drilled and tapped at the
top
with
1/4 20
threads.
In
this
case
the
unpainted
portion
of
the axle
is 3 1/4
inches long. From
the
shoulder to the 7-1/2-by-1-1I2-inch handle
(much handier than using a pipe wrench ) is 3
inches, and a 1-inch pipe thread fitting is weld
ed to the bQttom of the axle.
The cap at the top is machined from aluminum
bar stock, with a hole drilled in
the
center to
accept a 1/4 20 stainless steel bolt. Bauken also
machined a sligh t
recess
in the inner
portion
of
the
hole
so
an O-ring could be slipped over the
bolt after
it
passed through the cap. The -
ring keeps water from running down the bolt
threads and corroding the steel axle. A lock
washer was used under the head of the bolt.
We added one thin stainless steel washer on
the top of the axle after we found the cap
binding slightly with the edge of the vertical
support tube.
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Vintage Aircraft
Markings
by
HG
Frautschy
Y
Ou're
in
the homestretch
in
your restoration project, really
making headway and about to
finish the painting, when you realize
you haven't decided how you're go
ing to layout the
registration
numbers. How big do
they
need to
be? Where do they go?
What
do
th
e
regulations say? You'd have to look
at Subpart C-Nationality and
Reg-
istration Marks
under 45.22
Exhibition,
antique,
and other air
craft: Special rules for the details .
For
the part that concerns most of
us, it reads:
1I b) A small
U.S.-registered
aircraft
built at least
30
years ago or a U.S.- r
eg
istered aircraft for which an
experi
mental
ce
rtificate has
been
issu
ed
under Sec. 21.191(d)
or
21.191(g) for
operation as
an exhibition aircraft or
as
an amateur-built aircraft and which
has the same ex
ternal
configuration as
an aircraft built at least 30 years
ago
may be operated without displaying
marks
in
accordance with
Secs.
45.21
and
45.23 through 45.33 if: 11 1) t dis
plays in
accordance
with
Sec. 45.21
(c)
marks at least 2 inches high 011 each
side
of
the
{uselage
or
vertical tail sur
face consisting of the Roman
ca
pital
lette
r fNil followed by:
l The U.S.
registration
numberof the
aircraft; or
(ii) The
symbol appropriate
to
the airworthiness certificate of the
Quite simply, it allows you to put
the
same type of
markings
on
your
freshly restored antiq ue, classic, or
contemporary
aircraft
that
were in
stalled
by
the factory, without
having to deface or screw up an oth
erwise beautiful paint scheme. It also
means that you can build a replica of
any of these aircraft
and
mark them
as the manufacturers did when they
were built,
with
some sma ll excep
tions (letters at least 2 inches
high-remember, the
2-inch dimen
sion
is
a
minimum
,
not the
only size
you can make the letters). Now
none
of this is recent news. We've had this
agreement via
the
regulations for
more
than
two decades.
EAA
founder
and Chairman of
the Board Paul
Poberezny kept working on this is-
sue for 12 years with the FAA, and
the
Antique Airplane Association
was
making
its opinion known to
the
FAA as
well.
Still, even after all these years, we
routinely
receive calls
stating, My
local FAA
inspector
says I have to
have 12-inch numbers. Here's
the
straight skinny on that-you need
12-inch numbers
ONLY
if
you plan
to fly through an ADIZ or DEWlZ, as
well as in a
foreign
country. Even
then, you can
mark
your
aircraft
with temporary 12-inch registration
markings if you're
planning
on mak
certainly will want to do it, but you
don't
have
to
as far as
the
FAA is
concerned.
Take a look at
the
photos included
in this article for some explana tion.
One
of
the
first
things
you may no
tice
is
that
many of the older
antiques have registration markings
that have more than the letter Nil
included. To make it easy for
the
lo
cal
inspector
to approve,
here
's
an
FAA memo, Number N8130.61,
dated
December
31, 1990, and
penned
by
Dana
D.
Lakeman,
who
was
the
Acting Manager,
Aircraft
Manufacturing DiviSion, Aircraft
Certification Service.
t
reads in part:
An antique aircraft
or
replica of
an
antique
aircraft described in
FAR
45.22(b) may
display the symbols
appropriate to the airworthiness cer
tificate
of
the
aircraft as
part
of the
nationality and
registration mark
s
under
the aircraft as part of
the
na
tionality and
registration
marks
under
the
regulation. The capital let
ter
Nil followed by ei t
her
a C ,
(standard); R , (restricted
;
L ,
(limited); or X , (experimental) fol
lowed
by
th
e U.S.
registration
number of the aircraft. When th ese
marks are included with
the
nation
ality and registration marks they add
to the authenticity of antique and
amateur-built copies of antique air
http:///reader/full/N8130.61http:///reader/full/N8130.61
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15/36
Antiques certainly have some
interesting markings. This
is
some inspectors,
who
had
noted
the
Doug Fuss' Laird Commercial
difference between
the
airplane
and
biplane built in 1926. Doug
the F airworthiness
and
registra-
had carefully documented the
markings, including photos
tion certificates The memo was
that
showed h s exact air
intended to
clarify
this
issue
to
the
plane's registration numbers.
F
inspectors
in the
field.
The markings start
with
the
letter "C," before the addition
ll
of
this
means
that if
your
air-
of
the "N" was widespread.
plane was
built more
that 30 years
The "C" was assigned to all
ago,
you
can
restore
your airplane
licensed commercial aircraft;
the addition of the
"N"
would
with the exact same markings that
have denoted one engaged in
were
applied by the manufacturer
foreign commerce. Later the
Now you can get out there and start
"N" was required on all
U.S.
civil aircraft.
masking off
your
markings. You're
almost done now
Here's a close-up of
the
markings you can
use
on
the
vertical tail of your antique,
classic
or contemporary aircraft. These happen to be larger than the minimum required by the
FAA,
but that's simple to explain. That's the way they were done on the J-2
at
the Piper
factory! The 2-inch dimension called
out
in the regulations
is
a minimum, not an exact
size.
The "C"
can
be added to your number if it was originally included, even though
it's not part of your current registration .
Twelve-inch numbers such
as
these are
not
required unless you plan to fly through an
ADIZ or
DEWIZ,
as well as in a foreign coun
try .
Even
then, you can mark your aircraft
with temporary registration markings if
you're planning on making
that
internation
al trip or if
you plan on transiting coastal
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16/36
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17/36
Marty Lochman s
experience as a military
aviation technician
p ys
off
when he restores his
own Cessna 140
by H G Frautschy
should come as no surprise th t n vi tion
professional restored this beautiful custom Cessna 140, but
he s
not one
who
does restorations for a living. This
is
his
first civilian project like this Marty Lochman serves the military
in two ways.
As an
Air Force Reserve
technician,
he s been a
crew chief on
an
F-16, and he also flies for
the Air
Force Reserve
as an air refueling boom operator. Marty's a second-generation
Air
Force man; his late father, Eugene, served his nation as a jet
engine
mechanic and
then later did similar work for American
Airlines.
While Eugene always intended to get
both
his pilot's
and
me
chanic s certificates, the elder Lochman never accomplished
those two feats, but his son carried
on
the dream, earning both.
Born in 1956, Marty grew
up
during the Cold War and saw the
Air Force's
constantly
evolving series
of
jet aircraft.
When
he
started serving with the Air Force Reserve, the aircraft for which
he was responsible were known for their
impeccable
mainte-
nance. He thought nothing of
spending
a little extra
time
polishing
the
tail
hook
so
brightly
you
could
shave
with
the
edge and use its mirror finish to check on your progress
Being fastidious
about
his own
restoration
came naturally,
given Marty's talent and training.
He
couldn't have started with
JIM KO PNICK
much more of a challenge. After he learned to fly, he wanted to
8/20/2019 Vintage Airplane - Aug 2001
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The overhead panel conceals a speaker
behind the fabric and a rheostat
to
control
the engine instrument lighting.
To
the
far
left is the switch to control the flight instru
ment lighting, and on
the
far right is a fre
quency flip/flop switch linked to the com
munications radio and
the
intercom on off
switch.
he saw. l i lt just looked
pitiful,
he
said.
"I thought the fabric
wing
would give me better speed because
it's cleaner and lighter. When you've
metalized a fabric-covered wing, you
take away your ability to change the
wash-in
or wash-out of the
wing
changing
the
length of
the
rear strut
has no effect with the wing riveted
together. I just wanted some flexibil
ity there."
Marty
installed a new
pair of
landing/taxi
lights in
a
standoff
framework
he designed.
He
didn't
care for the
regular
installation
method, which
bolts
them directly
to
the spar.
Plenty of sheet aluminum
was
Circuit breakers replaced
fuses
modern instruments replaced
those that were worn out, and a
wood overlay panel adorns
the
custom instrument panel. A pair of
adjustable
Cessna
150
seats
were
installed, and
to
neatly illuminate
the
instruments, a custom installa
tion of fiber-optic lighting was
performed inset).
edges off and installed lead
ing edge stiffeners
that
help
increase
the structural
strength
of
the horizontal
stabilizer."
That
wasn't
the limit of
his tail surface and other
sheet metal repairs. "I had
to
make a repair
on the bottom
of
the rudder. I put a new
nosebowl on it and installed
new lower left
and
right cowl
skins because mine were
pretty much beat up."
On one
occasion, Gary
Rice,
who
holds
one
of
the
STCs for
the installation of a Continental 0
200
in
the
140, was over at Marty's
house looking at the airplane. Gary
pointed
out
that
his cowlings were
from two different model years. If he
wanted them to match, he just hap
pened to have the correct upper cowl
to match Marty's 1946 lower cowl,
so they traded parts.
It
pays to invite
friends to look over your project
Two areas of Marty's
restoration
get lots
of
attention
from admirers.
The
cockpit and engine compart
ments are expertly done. Under the
cowl, there's a lot of precise work, es-
pecially the engine baffles. His
approach to installing the
cowling
8/20/2019 Vintage Airplane - Aug 2001
19/36
added strips
of tape
to fill in
the
gaps. Then he carefully marked the
places
where
the tape joined the
cowling and cut his new baffles close
to that mark. Since they're at ground
zero as far as vibration is concerned,
Marty
took
extra care
to
be sure
he
didn t
build
in stress risers in
each
component of the baffles. When a
part had
a bend, such as the
back
section, even 90-degree bends were
made
with
a radius of at
least 1/4
Marty'S attention
to
detail
shone through. Since he
started
the
project 10 years
ago, the interior BS plas
tic panels installed by
him
are no longer made by
Texas Aeroplastics. He
spent
six weeks fitting
the
various panels, which in
clude bezels
for
the arty
and Sharon Lachman Newalla Oklahoma
skylights, an overhead con
sole
for the
speaker
and a protect the lettering.
8/20/2019 Vintage Airplane - Aug 2001
20/36
very emotional. "After we
broke
ground
and cleared
the power
lines, I just
started
crying,
he said.
"For years it was just a
bunch of
parts, and
al
though it became an
airplane as
it went to
gether,
it never
was
an
airplane
until that mo
ment."
Landing
after
15 min
utes, he hopped
out
so his
son, Andrew, could go for
a ride,
and
Marty saw his
Cessna 140 fly for the first
time.
He
really
wanted to
share the moment with
his
supportive
wife,
Sharon,
so he
called her
on
the
cell
phone
and
held it up
to the
sky
as the
Anywhere you look in the engine compartment you see
the
results of hours of painstaking labor by Marty
Cessna made a low pass.
as he strove to create a
truly
custom showpiece. Each of the lines
is
labeled, as
is each
pass
through the
fire
wall. A Continental 0-200
is
installed in
the
140 under
an STC
available from Gary Rice of Corpus Christi,
After getting insurance
Texas.
through the
Vintage
Airplane Association pro
gram
administered
by
AUA
Inc.,
Marty
got checked
out
and started
putting
as
much
time
on
the
Cessna
as
he could, with a goal of 200 hours
by
the
end of
the
first year. After
that
threshold, his insurance premi
ums would
decrease,
and he could
increase the level of coverage
he
had
on
the airplane.
During his time in the airplane
during
2000, he flew it
to
three fly
ins and took
home
top awards from
the Vernon, Texas, event,
the
Tulsa
fly-in, and the Cessna 120/140
Asso-
ciation
annual convention
at
Gainesville, Texas. His flight
to the
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Gilbert and Barbara Pierce fly The
Red
Lady while their son Steve owns the well-worn gray Piper Clipper Barbara and Gilbert along with Steve
and his friend Cathy all came to Sun n Fun 2001 in their Clippers
The
name
tags
on
both
airplanes
identified them as being owned by a
man
named Pierce. Gilbert Pierce, of
Germantown , Tennessee,
owns
the
red airplane, which
he and
his wife,
Barbara, call The Red Lady. The gray
machine
is
owned by Steve Pierce,
Gilbert's son, from Graham, Texas.
s
different
as
the
two airplanes are,
their stories are entwined as much as
the story of
a close father and
son
can be.
Gilbert, the elder Pierce, was a ca
reer Navy man (an aviation radio
in 1989, his avocations took a 90-de
gree left turn when his wife Barbara
surprised him with a Christmas gift
he didn't expect. "She
went out
to
the airport
and
found out how much
it cost to get a license and paid for it.
She gave me my pilot's license for
Christmas " Now, what
had
been a
dream became a reality.
Barbara said,
When
I got him the
lessons, I
thought he'd
get his li
cense and that would be that. He'd
never talked
about
actually owning
an
airplane, but as
soon
as he had
him to
have
any
regrets left
in
life,
and not building an airplane would
have been a regret."
Building things and taking
stuff
apart runs
deep in
the
family. His
son,
Steve,
was heavy into cars
while
in
high
school,
which
was
good. What was not good, accord
ing to Gilbert,
was
that
the
youngster would wheel a
car
into
their
garage and take it apart, and
it
would take them forever to get their
garage back.
We went away for a trip once,"
8/20/2019 Vintage Airplane - Aug 2001
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cars in to change the engine./I
Of course, Gilbert can take some
blame for Steve's mechanical bent.
When it came time for Steve to have
a car of his own, Gilbert bought an
old Plymouth that had a bad engine.
He towed it into the garage and said
to his son, "You want a car? There's
the
car; there're the
tools,
I and
walked out.
After Gil got his certificate, he
naturally started taking his kids for
airplane rides, and the aviation bug
bit Steve really hard. When he grad
uated, he went to Dallas to get his
A&P
certificate. "While we were do
ing
the dope
and
fabric part of
the
course, I started hanging out around
the
Confederate Air Force (CAF).
They were looking for volunteers to
do
fabric work, so I jumped right
in./I
After he got his A&P certificate,
the
CAF asked
him
if he'd go
to
shows with
them,
as a mechanic.
Then he went down to Graham,
Texas, to help maintain and restore
CAF
airplanes based there. In a short
period
of
time,
he found himself
working
on
warbirds
full time at
Nelson Ezell's well-known restora
tion shop in Breckenridge, Texas.
"I
worked
for Nelson for
about
five years, but decided it was time to
move on, so with Nelson's blessing, I
set
up
a
shop
of
my own where
I
now
maintain and
rebuild every
thing from J-3s to a prop-jet Malibu.
It
was about that time I started think
ing about learning to
fly
and getting
my own airplane.
When
I talked
about this,
Nelson always started
talking about a Piper Clipper he had
owned and
what
a great airplane it
was. He kept hounding me about
the Clipper until I started
looking
for one./I He already knew the air
plane fairly well because when he'd
been working at Graham there were
four Clippers based there.
Just as
Gilbert had an
effect
on
Steve, Steve had an effect on his dad.
Because he talked so much about the
Clipper, Gilbert decided he had to
have one, too. The great C
lipper
hunt was on
Steve
found his airplane
up in
Utah.
It
was a fisherman's airplane
that had no interior, and the way it
was described,
it
sounded a little
doggy. But, it was a flyable airplane,
although
t
was out of license. He
had a friend look
at t and
found
that it had been described accu
rately, so we took a trailer up and
brought
it back down
to
Brecken
ridge.
"I
wanted to
learn
to
fly
in the
Clipper, and it wasn't easy finding
an
instructor who would go
along
with that. In fact, after a bunch of
lessons, I was still having problems.
The instructor tried to talk me into
learning in something easier. I said,
'I
own
a Clipper,
and
I'm going to
learn to fly in it' and that was that
Then, one day, the lights came on,
and it's been great ever since.
I guess it's a little bit like the cob
bler's kids. I'm so busy working
on
other people's airplanes,
I
don't
have time to work on my own. Not
much
anyway. When I got it, one
wing wasn't painted, so I took care
of
that, but
I still
don't
have
the
headliner in it.
Mostly what I do is fly the air
plane. I finish work and tell my girl,
'I'm going to be out,' and I crank up
the Clipper and
head for
the run-
piper S
Little
Four-Place
8/20/2019 Vintage Airplane - Aug 2001
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way. It's so light, just over 900
pounds, that even with the
stock 0-235, it really performs.
I take off
out
of there
at
max
rate,
and whatever
was
bug
ging
me
during the day
disappears.
I
absolutely love
slipping it around the corner
to a landing. It does it so well."
At
this point, Steve has more
than 1,000 hours
in
the
air
plane, so he definitely has been
flying the wings off it.
Gilbert took a little longer to
find his airplane. "We looked
at a few of
them,
including
one that
was
touted
as
an
award
winner, he said
and
grinned. "Even as we walked
towards the airplane,
we
could
see
runs
in
the
paint.
t
was
definitely not
an
award
win
ner "
Airplanes
show up
in
the
oddest places, and Gilbert ran
across a "For Sale" notice for a
Clipper. He called
the
owner
and asked, "How long has it been for
sale?"
The
owner responded,
Two
years."
Of course that got Pierce con
cerned,
and then
the
owner
added,
"At
least it's been two years that I've
been telling
my
wife it
was
for sale."
The airplane was described as a
nine on the
outside
and
a five
on
the inside. So, Gilbert hopped on a
Northwest flight to Seattle, looked at
the airplane, wrote
a check,
and
headed for home.
Gilbert bought an
old
Plymouth
that
had a
bad
engine. He
towed
it into
the
garage
and said to
his
son,
u ou want
a
car? Theres the
car;
there
are
the
tools,
"
and
walked out.
paint off was really tough, but
one
day
I stumbled into a secret. I had
been
soaking rags in methyl
ethyl
ketone (MEK)
and
letting them
lay
on the paint to soften it. Then, one
day, I forgot and went to lunch after
putting the rags on. I came
back,
and
the MEK
had
evaporated, and
the
rags were stuck to the paint.
When
I yanked the rags off, every bit
of paint under them came off right
down to the silver. From that
point
on, that's how I stripped the paint."
Steve said
he now
uses the
same
we thought we 'd never
get
any altitude."
Barbara said, "He had been
talking for a
long time
about
putting
a
lS0-hp engine in
The
Red
Lady, and after that
takeoff I told him, 'Go ahead
and put the
engine in.'
Of
course, I
didn't
think to
ask
what that was going to cost."
You'd think that having
an
A P
as a
son
would be a
great advantage when it came
time
to build up an engine,
and to a certain extent it was.
Gilbert found his engine
and
shipped it
down
to his son to
help
him
rebuild it.
When he
walked into
his son's
shop,
Steve said, "You
want
an en
gine? There
are the
parts;
there
are
the
tools. Some
thing about payback time fits
here.
Steve laughed when he
told the story. "It took
him
a
while, but he finally got it to
gether, and it runs really well."
At
the beginning, Steve's Clipper
would easily outperform his
dad's
because
it
was so
light.
He said
he
figures about 110
mph
on 6.3 gph.
Now,
Gilbert's can
outclimb him
and
cruises
at 117 to 120
mph
on
7.8 gallons.
Steve summed up
both
of
their
feelings about the airplanes when he
said, "We always have old guys walk
up to
our
airplanes and say, 'I used
to
have
a Clipper.
Man,
I
wish
I'd
never sold it.' Our airplanes aren't
8/20/2019 Vintage Airplane - Aug 2001
25/36
August Mystery Plane
y
H G Frautschy
sions, as depicted in the May issue o
Vintage Airplane.
Emil Cassanello
Huntington
Station, New York
From overseas we received:
The May
MystelY PLane is a
version o
the Bristol Tourer, which was an attempt
to find a
civilian us
e
for
the 1914-18
war
swpLus Bristol Fighter F.2b) a
irfram
es.
There were
four
variants: the type 27
with
an enclosed
cabin
for one
passenger,
type 29 with an open cockpit for one pas
senger,
type
28 with an enclosed cabin
for
two passengers side by side, and type
47 with
an
open cockpit
for
two.
These
numbers
wer
e allocated in
1923. The
en
gine
used was a 240
-h
p
Sidde
ley Puma.
My
two-vo
Lum
e copy
o
British Civil
Aircraft
1919-1959
Putnam) refers
to
eight type
28
Tourers going to Aus
tralia
and
others to
Belgium and Spain,
but there is no mention
o saLes to
th e
United States.
A paral/e
l,
more highly modified
de
velopment is referred to as having
multi-disc Ferodo brakes. These must
have
been
effective
because the undercar
riage
was
fitted with a skid to prevent
nose-overs.
This month s
Mystery Plane is a
rare metal plane from the post-World
War
II
era.
Send your answer to:
EAA
Vintage
Airplane, P.O. Box 3086,
Oshkosh,
WI 54903-3086. Your answer needs
to
be in no later
than September
15
for inclusion in the
November
issue
of
Vintage Airplane.
the May
Mystery Plane is a Bristol
F.2b,
the
best allied two-seat fighter
in
World
War
I.
Lt. A.E. McKeever o No. 11
Squadron R.A.F.
shot
down
30
ai/p l
anes,
almost all with the
BristoL
Fighter. After
the war, the British
Co
lonial Aero
plane
Co.
Ltd. Bristo l) produced a
number o passenger-carrying conve
r-
Gordon Hugh
es
don
Addlestone
Surrey, United Kingdom
Other correct
answers
were re
ceived from Arnie Roosa, West
Chicago,
Illinois; Dave
Dent, Cam
den,
New So
uth Wales,
Aus tralia ;
V. Jay Broze, Seatt le, Washington;
and
Brian R. Baker, Farmington,
New Mexico.
......
mailto:[email protected]
8/20/2019 Vintage Airplane - Aug 2001
26/36
PASS IT
TO
BUC K
by E.E. Buck Hilbert, E 21 V
5
P
.
Bo
x 424,
Union
,
IL
60180
How we complied with
American Champion AD2000 25·02
How we complied with American get into the mind-set
to do
some real
Champion
AD2000-2S-02.
scrunching and
neck
bending. If
we
Inspection requirements: inspect had charged ourselves the shop rates
the entire length of the front and
of today, the labor alone would be
rear spars for cracks, compression over 1,200
plus the supplies.
We
cracks, longitudinal cracks through
blew a
bunch
of bucks on the
the bolt holes or nail holes, or loose
or missing rib nails.
That's the
way
the D reads in
part, but that is the main gist of it. So
Dip Davis and I went at it.
How
did
we
do
it? First
we
re
searched an alternate method that
was more to our liking
than
poking a
bunch of holes in the upper surface
of
the
wing. We used the approved
Citabria Owners
Group Wing Spar
Inspection Letter, version 1-02-7-29
99, but we
enhanced
it a little,
as
you
shall
see. We'll
tell the tale using
photos.
If
you're
planning
this operation,
borescope and Bend-a-Light, too, so
it wasn't
cheap
or easy,
but
it's com
pleted, and now,
Over
to
you,
f ( ~ t c k
fter
checking
the
paperwork we lined up
the
tools
to
do the job. A Bend-a-Light
Pro,
a mirror
8/20/2019 Vintage Airplane - Aug 2001
27/36
Once
the
left
wing
was
done, I moved
to the
right
side
to
repeat the
process, while Dip, the fabric man, began to tape and re-cover the hole
we had made.
Dip insisted, and I agreed, that the critical
area
would be
the juncture of the strut attachment
to
the front
spar along with
the
fitt i
ngs, so
we
started there. We slit
the
fabric on the top of
the wing to
gain access, trimmed back 1-1/2
inches of the leading edge metal, re-flanged it,
and cleaned the
top
of the spar with MEK.
Then using our bifocals, a near-vision enhancer
(magnifying glass , and the mirrors, we began
the inspection
process
. We could
reach
20 inch
es
on either
side
of the strut attach fitting. A
good place
to
start.
After the inspection
of
the right
side
was completed, we
moved to the underside of the wing. Using the inspection
holes,
we
soon found we couldn t really inspect the spar
to
our satisfaction without additional access.
Some
calcula
tions resulted in
new
inspection rings and holes being
installed every
39
inches at both
the front
and rear spars.
With
considerable neck craning and scrunching, we were
able to reasonably assure that
the
inspection was complet
ed and
the
spars were intact, free of cracks and airworthy.
Now
came the work that took the most time. Since this is a
Model
7,
and it has less than 90 hp, this
is
a one-time
inspection . We had cemented the inspection rings in place
and cut the holes, and now
we
decided that installing
8/20/2019 Vintage Airplane - Aug 2001
28/36
NEW
MEMB RS
Edward D. Frey
..
Kamloops, British Columbia, Canada
Peter W. Foster
........ Caledon East, Ontario, Canada
Andrew R. McLaurin
.............. Huntsville, Ontario, Canada
Greg A. Robinson
................ Hanover, Ontario, Canada
Ron Bramley
........ .. ..Clr Is Waters Gold, Australia
William K. Evans
..
................ ...... Carms, Great Britain
Diana Kill
.... ....
..
..........Waltenweiler, Germany
Hans J. Storck
... .. ................... .. .. .. ..... .Tokyo, Japan
Greg Powell
.... .. .. .. .. .. .... .... North Little Rock, AR
Stanley L. Benson
.............. ....... .. ....... .. .... Hollister,
CA
Michael A. Chase .... .... ....................
..
.. .... .... .... .. .. ..........Santa Barbara, CA
Donna Dal Porto
...... .. .. .. .. .. .. .......... Angels Camp , CA
George V Kuntz
.. .... .... .. .... ........ .. .... Castro Valley, CA
Gary Leemaster ............ .... ........ ......
..
.... .. .. .. .. ...... .. .... ..Woodland Hills, CA
Timothy Myrtle .. .... ...... Sonoma, CA
Gary Nickless .... Citrus Heights, CA
Benton L. Seeley ...... Tahoe City, CA
John Ferrey ............Watkinsville, GA
Mark
Oltjenbruns .... Woodstock, GA
Michael White . .... ...... Oakwood, GA
Frederick E. Dewit t .... Sycamore, IL
Mark Dickenson .. .... ........ Roscoe, IL
Kevin W Frings
..
.. .. ..Champaign, IL
Steven Hughes
.... .. ............ ....... .... .. ... ....Deerfield, IL
N. Joel Johnson, Jr....... Winnetka, IL
Mark
J. Krohn .. ...... Crystal Lake, IL
Ed McCanse .. .. ................ Oregon, IL
John G. McDougal .......... Roscoe, IL
Vince Rukstalis .. ...... Wilmington, IL
Steven Farringer
............ ...... .. ....North Manchester, IN
Tim Hayes .... .... .. ........ .. ..Denver, IN
Tony Valentic .. .. ...... Terre Haute , IN
Robert F. Tidd .... .. ......Wellsville, KS
Charles Moore ...... Lake Charles,
LA
Sandra Kraege Higby
. ..... .............
..
.... .. ........ ..Milford, MA
Charles R. Schwartz ...... Shirley, MA
Blake James
............ ....Beausejour Manitoba, MB
Irvin
L.
Fisher ..........
..
Crisfield ,
MD
Daniel M. Lancaster ........................ .
..
.......... ............ ........ Mt. Savage,
MD
Charles Tankersley .... Topsham, ME
George Binson
................ .. ...... Madison Heights, MI
H. R. Chappell ...... ..Farmington, MI
Frank C. Heinisch .. .. .... ..Geneva, NE
James Rutherford
........ ...... .............. ..S. Effingham, NH
Robert H. Branche .......... Trenton,
NJ
Arlene D. Farrell ...... Blackwood, NJ
William Delong ... Albuquerque , NM
Charles T Friske ..Sandy Valley, NV
Talma A Howell ..N. Las Vegas,
NV
Marsha Pike ............ .. ........ Reno, NV
Mariana Gossnall ......
New
York, NY
Robert
W
Mackie ...... Fly Creek, NY
Frank Ortega ........
..
Cold Spring,
NY
Todd Roy ............ .. ...... Moriches, NY
Bradley K Crow ................ Troy, OH
Robert
W
Jenkins
... .... ..................... Freder icktown, OH
Nelson Wolfe .............. ......Tulsa, OK
Gordon P. Anderson .. .......... Erie, PA
Eugene Breiner ............ Newville , PA
Paul A. Hertzog .... ...... ..Reading, PA
Elwood
F.
Menear ........ Annville, PA
Paul D. Quinn ............. Lancaster, PA
Dennis D. Martens .... Vermillion, SD
Jim Ash ............ ............ Bellville, TX
David R. Carter ................ Ennis,
TX
Scott B. Corey ........ The Colony, TX
Larry Smith ..................
.. ..
..
Eddy,
TX
Captain Adrian Trevis .... Austin, TX
Ray Walker .................. Mcallen,
TX
David R. Bradford
.. .. .......................... Spanish Fork,
UT
8/20/2019 Vintage Airplane - Aug 2001
29/36
A i r
ail Pilot from page
cheering. Then the engine falters and
begins
to sputter.
We
groan. But
then it catches to a full-throated roar,
which this time stays constant. We
are home free. The mechanic eases
the throttle back,
and the
engine
ticks, each revolution causing the
plane to shake with expectancy, like
a bronco in the chute.
Wes slaps my brother on the back,
cuffs me gently, and shrugs into his
parachute
harness.
Then
he is
out
the door, hoisting his chute pack up
against his back side as he waddles
clumsily toward the plane. Halfway
out
the floodlights pick him
up.
Boosted by the mechanic, he mounts
the
to
e steps, swings one leg
and
then
the other into the cockpit, and
settles in with a
mighty whoosh.
The mechanic drops off the lowest
step and high-tails it for the hangar.
Two others flit in behind the knifing
prop and snap the chocks away.
Wes twists in the cockpit
and
looks our way. With
his
helmet
strapped under his chin and his gog
gles down, he
is
a grotesque gargoyle.
He raises his arm, and for the first
time
we
see a long white scarf snap
ping in the slipstream.
He
guns her, and the plane begins
to
move . Slowly, applying a little
more throttle, he inches her off the
tarmac and onto the grass. The wings
rock crazily when he hits the rough.
He
opens her
up a little more
and
taxis out past the flare pots, and then
suddenly he is gone in the darkness.
We hear him applying short bursts
The
sound
builds and builds,
but
we still can't see him. Then, for a
frozen
instant,
he flashes through
the floodlights a few feet off the
ground, pulls up sharpl
y,
and
is
gone,
with the twinkling exhaust the only
evidence
that
he
was
ever here.
Wes made it
to
Cleveland that
night
and
many nights after that.
He was the last
of
the old Hadley
pilots, and he finally surrendered to
the Douglas DC-3,
forerunner
of
every
airliner
in
the
world
and
a
plane
he grew
to
love. In 1936 he
survived a crash in Chicago that left
him with
a twisted arm, grounded
him permanently, and
broke his
spirit and his heart.
I
remember
our last reunion.
It
took
place
in
1942, and
I was an
Army
Air
pilot with brand new shiny
wings; just graduated
and the
most
dangerous
of
all
pilots, because
I
knew everything.
Wes was sitting alone in the half
darkness of his den when I came in.
He looked tired, and there were dark
rings around his eyes that he didn't
get from an open cockpit. He hadn't
flown in six years, and his face and
body showed
it. A
part
of
him
had
died.
We talked about flying far into the
night, and we got more
than
a little
drunk, but his eyes were
on fire,
and
he knew exactly what he was saying.
He
asked me thousands of questions
about power settings, flaps, glide ra
tios, aerobatics, and God knows what
else.
Then it was time for me to go. He
grabbed my
hand
in what once had
been a great paw
and
looked
into
me
: Good luck, Winfield ,
come
back.
Yes.
I
won't be here, he said.
I
know, I replied.
I
had to
leave
him
there in the
half-light of his den. He was gone by
1945
when
I came
home
after serv
ing as an assault glider pilot.
. . . . .
WRAP YOURSELF IN AVIATION HISTORY
These
beautiful.
100 cotton
cove
rlet
s trace
the
histo
ry
of
American
aviation.
Their richly detailed
woven images
make
them
highly
prized
collectib
le
s.
8/20/2019 Vintage Airplane - Aug 2001
30/36
Fly-In
Calendar
The following list
of
coming events is furnished to
our
readers
as
a malter of information
only and
does
not
constitule approval,
sponsorship,
involvement.
control
or
direction ofany
event (fly-in,
seminars,jly
market,
etc.)
listed.
Please
send the information to
EAA
, Att: Vintage Airplane. P. O Box 3086,
Oshkosh
, WI
54903-3086. Information should be
re
ceivedfour
months
prior to
the
event
date.
AUGUST 10-12 -SI/OllOlIIish, WA - 19th Annual West
Coast Travel Air Reunion. Harvey Field (S43).
Largest Travel Air gathering for 2001.
Local
air
tour, memorabilia auction and mor e. Info: Larson
425/
334-2413 or Rezi
ch 805/467-3669.
A UGUST
II
- Cat/iliac, MI - EAA Ch. 678 Flv
In
/Drive-In Breakfast,
Wexford
County Airp;rt
(CAD).
7:30
a.m.- II:OO a.m.
Info: 213/779-8113.
AUGUST 12 -Allblll'll, IN - Hoosier Warbil'd Fly-in
and Pancake/Sausage
Brea!.fast
at the Hoosier
Air
Mus eum , DeKalb County Ai/port. Info:
219
/457
5924 or 44gn@kconline .com.
AUGUST
17-19 - Alliance. OB - Ohio
Aeronca
Avia
tors ' Fly-In and Breakfast at Alliance-Barber
Airport (2DI). Info: ww w.oaafly-in.com or
216/932-3475.
AUGUST
18
-Powell,
WY
-
Wings
and Wheels Fly-in
and
Car Show.
Municipal Airport
(POY). Info:
307/754-5583
or
AUGUST 19 - Dayton, OB
-
EAA
Ch.
48 Pancake
Breakfast, Moraine Ailpark.lnfo: 937/291-1225 or
937/859-8967.
AUGUST 18
-
Spearfish, SD
-
18th Annual Fly-In,
sponsored
by
EAA Ch.
806. at
Black Hills Air
port/
Clyde Ice Field. Camping
under wing.
Aug.
17th, "Cream Can Dinner" served
at
7:30 p.m.
Air
craft judging.
displays.
steakjiy.
SD
Aviation Hall
of
Fame
Ceremony.
Cessna
150 sweepstakes, and
more . Info: 605/642-0277 (days) , 605 /642-2311
(evenings),
or C21golay
@
mato.com
AUGUST 19 - Brookfie
ld,
WI - VAA Ch.ll·s 17th An
nual Vintage Aircraft Display and lee Cream
Social, Noon-5 p.m. at Capitol Airport. Also,
Mid
west Antique Airplane Club 's monthly jly-in
mtg.
Control-line and
radio
controlled models
on dis
play.
Info.
262/
781-8132 or 414
/
962-2428.
AUGUST19 - Pontiac, lL
-
2nd Annual Fly-in/Drive
In Pancake Breakfast sponsored by EAA Ch.
129
and Pontiac
Fly
ing
Service.
Pontiac
Municipal Air
port
(PNT).
RafJIe. aircraft judging,
PIC ea ts free.
Info: 815/842-2707 or [email protected].
AUGUST 24-25 -
Coffeyville, KS
-
24th Annual
Funk
Aircraft
Owners Assoc. Reunion
and
Fly-In
Cof
feyville Municipal Airport. Info: Gerald
302/674-5350.
AUGUST 24-26 - Sussex, NJ -
29th
Annual Sussex
Airshow. Top
performers, ultralights, homebuilts.
warbirds. IlIfo: 973 /
875-0783 or [email protected]
or www.Susse.xAilportlnc.com .
AUGUST 31- SEPTEMBER
2 -
Prosser.
WA -
EAA
Ch. 391 's 18th Anllual Labor Day Weekend Prosser
Fly
-I
n. Info: 509/735-
1664.
SEPTEMBER 1 - Zanesville,
OH (Riverside Airport)
-
EAA Ch. 425
Annual Labor
Day Weekend
Fly
InlDrive- ln,
8
a.m.-2p.m. Lunch
items and
ailplane
rides after
11
a.m.
Info: DOli 740/454-0003
SEPTEMBER
Marion,
IN
(MZZ)
- 11th Annual
Fly-In Cruise
-In,
Marion Municipal Airport. Pan
cake BreaAfast 7am-Ipm. All types ofaircraft,
plus
antique, classic and custom vehicles.
Info: 765
/664
2588 or [email protected] or
wwwjlyincruisein.com.
SEPTEMBER 2 - Mondovi, Wl - 15th Annual Fly-In,
Log Cabin
Airport. Info:
7/5/
287-4205
.
SEPTEMBER
7-9
- Marion,
OH
- Mid-Eastern EAA
Fly-In.
SEPTEMBER 8-9-Glenvi/le NY- Empire State
Aerosciences
Museum Flight
2001
Airshow. Sch
enectady County Airport. Route 50. Acrobatics,
pyrotechnics. parachutes , gliders, military aircraft,
activities for children, and more. Will highlight the
10th Anniversary ofOperation Desert Storm. Gates
open 9 a.m. Show
begins
at I
p.m.
Tickets $12 for
adults
and $5for children. Fly-ins welcome.
Info:
518/377-5129.
SEPTEMBER
14-16 - Watertown, WI (RYV)
-
17th
Annual Byron Smith Memorial Midwest Stinson
Re
union.
Info: Nick
or
Suzelte, 630/904-6964.
SEPTEMBER IS-Mori
arty,
NM- Land of Enchant
ment
Fly-il,
/ Young Eagles
Rally
at the Moriarty
Municipal Airport (OEO). Homebuilts, classics,
warbirds. military
vehicles
, classic cars
&
motorcy
cles. Freejlights
to
kids
and
teenagers (8-17). 8am
pancake breakfast, pig roast at
dusk.
Info: 505/296
5050 or [email protected].
"I
couldn't
have
won
these
swell
trophies
Fly high with a
without
quality lassic interior
Poly-
Fiber "
omplete interior assemblies ready for installation
Roscoe Turner - Famous Race Pilot
Custom
quality
at economical prices.
• Cushion upholstery sets
W
ell, OK
...
maybe
he didn't actually
say
that. ..
• Wall panel sets
but
we
bet
he would have if
Poly-Fiber had
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.Susse.xAilportlnc.comhttp:///reader/full/www.oaafly-in.comhttp:///reader/full/www.oaafly-in.comhttp:///reader/full/www.oaafly-in.comhttp:///reader/full/www.oaafly-in.comhttp:///reader/full/www.oaafly-in.commailto:[email protected]:///reader/full/wwwjlyincruisein.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.Susse.xAilportlnc.commailto:[email protected]:[email protected]:[email protected]:///reader/full/wwwjlyincruisein.commailto:[email protected]:[email protected]:///reader/full/www.oaafly-in.commailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.Susse.xAilportlnc.commailto:[email protected]:///reader/full/wwwjlyincruisein.commailto:[email protected]
8/20/2019 Vintage Airplane - Aug 2001
31/36
SEPTEMBER
16 Uti
ca/Rome, NY-Oneida
Counly
Airport. Air Acts,
Jet
Demos, Fly In EAA Break
fast
..Show
hours Ilam-4pm
Fuel
discounts for
all
fly-ins and free lunch. Info: 315-636-4171 or
SEPTEMBER
15-16 Ro
ck
Falls,
IL North Cen
tral
EAA
O
ld-Fashioned
Fly-1n,
Whiteside
COllnty Airport
(SQI). Forums,
workshops, fly
market, camping,
exhibilOrs.food, and air
rally.
Aircraft
judging ends Noon Sun.
Sunday
Pancake
Breakfast 1nfo: 630/543-6743 or
SEPTEMBER 21-22
Abilene, TX
Southwest EAA
Fly-III.
SEPTEMBER 21 22
B a r ~ t ~ a I
Frank
Phillips
[ 1 ~ / y 1 n .
SEP _
esville,
OK
Frank
. 15th annual Biplalle
Expo.
SEPTEMBER
22
Asheboro, NC-Aerofest2001
Old Fashion
Grass Field
Fly
-itl and Pig
Pickin
.
EAA Ch. 1176. 1nfo:
336/879-2830.
SEPTEMBER 22-23 Riverside,
CA
EAA
Ch.
One Open Hou
se
and Fly-1n
at
Flabob Airport
(Rl
R). Free
Admission.
Saturday
eve
ning
banquet
tickets may
be
purchased in advance. 1nf
o:
909/682-6236 or
SEPTEMBER
28
29
Visalia,
CA
Vintage
Years
Air Car Show at Visalia
Municipal Airport.
Spe
cial
Laughter In
Bloom, A Tribute to
Jack
Benny
one-mall show on 9/28 at Fox
Th
eater. 1nfo :
559/289-0887.
SEPTEMBER 29
Hanover
, IN
Wood,
Fabric,
Tailwheels
2001,
at Lee Boltom Ailport (64i). 20
mi. from
Louisville,
Kentucky.
(Rain date ,
Sunday,
Sept.
30)
1nfo: 812/866-3211 or
NX21175TH @
aol.com.
SEPTEMBER 29 Topping, VA Wings and Wheels
2001
al Hummel
Air
Field (W-75)
,
60
mi.
east
of
Richmond, VA. Food, crafts, rides, NASA GA,
USCG boats. Jayhawk helicopter . hot air balloon,
and lIIuch,
lIIu
ch more .
Contact
for participant 's
fee. Spectator parking fee
4.
1nfo: 804/758-4330,
wi [email protected] or website:
hIlP:/Ifly.to/wingsandwheels
SEPTEMBER 29 Zane
sv
ille, OH VAA Ch.
22
of
Ohio
10lh Annual Fly -In. John's Landing Ai/jield.
8 a.1II 5 p.m. Breakfast and lunch,
free
participa
tion plaques. Rain date Sept. 30th.
In
fo:
740/453-6889
or
740/455-99
00.
OCTOBER 5-
7
Evergree
n,
AI
- 11th
Annllal EAA
South East Regional Fly-In.
On
field campground,
showers.food,flying fun.
Info:
www.serfi·org.
OCTOBER 6-7 - TOllg