Vintage Airplane - Jun 2000

8/12/2019 Vintage Airplane - Jun 2000

1/36

JUNE 2

The agazine the E V I N T G E I R C R F T S S O C I T IO N


2/36

STRAIGHT AND

LEVEL

2 VAA NEWS

4 THIRTY FIVE

YEARS

AT THE OUTER

MARKER Dutch Redfield

8 MYSTERY PLANE/H. G. Frautschy

1

V

ARIABLE

PITCH

PROPS/Jim

Reddig

VINTAGE GATHERING SUN

'N FUN 2 1

H. G.

Frautschy

22 GEE

BEE

WINGIH.G. Frautschy

24

PASS

IT

TO BUCKl

E.E.

Buck Hilbert

27 CALENDAR

28

CLASSIFIEDS

29 WELCOME

NEW

MEMBERS

www vintageaircraft org

Publisher TOM

POBEREZNY

Editor-ill-Chief s on

SPANGLER

Executive Director, Editor

HENRY G. FRAUTSCHY

Executive Editor

MIKE DIFRISCO

lltributing Editor

JOHN UNDERWOOD

BUDD DAVISSON

rt

Director BETH BLANCK

Photography Staff

JIM KOEPNICK

LEEANN ABRAMS

MARK SCHAIBLE

Advertising/Editorial Assistallt

ISABELLE WISKE

SEE PAGE

3

FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATIO
http:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.org


3/36

L V

by ESPIE BUTCH JOYCE

PRESIDENT , VINTAGE AIRCRAFT ASSOCIATION

In this month s Vintage Airplane, you will find infor

regarding the Officers and

Directors

of yo ur

who

are running for election .

Once

elected,

two year term. t has

been

my pleasure to

these indiv iduals personally as we all work

to

fur

the

goals

of

the Vintage Aircraft Association. Please

a moment to review

their

biographies,

and

take

th

e

send

in

your ballot.

Speaking

of

their dedication,

the

weekend

of

May

19th

at

the vin tage area on th e EAA

Air-

I had

hoped to

be able to attend

this

but

mother

nature had other plans. As many of

know,

springtime often results is

rather

stron g

and the vigorous fronts that have

been movin

g

to east have not

been

kind to th e co

untr

y.

I fly

from

my home here

in

No

rth

Caro lina to

my flight takes me across Charles ton, West Vir

to

just

South of

Co

lumbu

s

and

Dayton, Ohio, just

Indiana, then across Benton Harbor,

time to cross Lake Michigan to

Brave Intersection with a turn to head

direct

to

A

no-wind

flight plan sh

ows the

flight is 3

25 minutes, with a distance

of

665 nautical miles.

Baron (a B-55) gives me an honest 190

to

195 knots

on a trip of this distance,

my

fuel

burn

is genera lly 24

hour.

While planning

my

trip

to

the VAA work weekend, I

the weather. There was a strong front lay

the Ohio

Va

ll

ey, just northwest of West Virgini

a,

from the all the way back to Kansas. There was

narrow,

somewhat

clear area

in

the

front

over in Ken

but the

weather

was predicted to drift sou th over

weekend

and

there as also convective weather moving

the Texas area. t sure look ornery, so I hung

up

keys and chose to stay home. Nuts

I really

didn

't want

to

cross th e mountains

whi

le th ey

shrouded by clo ud s. We did get hammered by some

on Saturday night . I felt I made th e right de-

not

to

challenge the wea th er, but I sure missed

in Oshkosh. There

were a

number

of

yo ur fellow

AA

directors, and V

AA

officers who did show

gathering. Take a l

ook at

the

photos

on page 3

more on the activities.

Directors sometimes will go out

of

their way to get

one

thing

done . Bob Lumley related one such incident to me

after

th e weekend. Direc tor

Gene

Morris,

who

lives in

Roanoke, Texas, showed up in his 0-35 Beech with a re

placement wind sock to be installed on

the

roof of

the

Red

Barn. He and H.G. put in a new light bulb in the frame

and

installed the wind sock. Gene had more commitments

back

at hi s so n s house in Illinois, so he got back in his

Beech

and

dep

ar

ted.

Thanks,

Gene Thanks to all who

participated

in

the

VAA

Work

Weekend

- we'll see you

next

year By

the

way Gene, how's that new

engine

over

haul runnin

g?

I have been distracted from the instrument panel pro

ject on

my

Luscombe.

You know

the

ta l e -

we

are

installing a new front porch on the house, and of course as

with

anything

to do with working

on

a

house,

it

has

turned into a major project.

The

Luscombe flies just gre

at with the old

panel any

way, so we have bee n having fun just going around

to

some good local

fl

y-ins and chapter meetings. I have re

ceived a good number

of

positive comments by members

concerning

the articles in Vintage Airplane. They feel they

are more

lio

n target," with good, needed

information

. In

order to co

ntinu

e

to

provide you,

th

e

memb

e

r,

with this

type

of inform

a

tion

we continue to need your input. My

thanks to you all regarding

th

e technical articles in partic

ular - we're

working to

e

nsure

we have an even greater

amount of technical material, and welcome your correc

tions

and

comme

nt

s.

There s

going to be plenty

of

things to do in

the

Vin

tage Aircraft Association area during

EAA

AirVenture. The

Type

Club ten t, workshops, the VAA picnic on Sunday

night will all

just be

a

fraction of the educational and

recreational

aspects

of

coming

to EAA AirVenture. Not

only that,

but

yo u ge t to visit with so many of your avia

tion

friends. For up-to-date information on this

year s

Co nven tion, point yo ur web browser

towards

www.air

venture.org. There's lots to

see

If you

ha

ven t had a chance to ask someone to join us ,

please feel free to

invite th

em

to

sign

up in

the

Vintage

Aircraft Association. Lets all pull

in

the same direction for

the

good of aviation. Remember we are better together.

Join us and have it

all

......

VINTAGE

IRPL NE
http:///reader/full/venture.orghttp:///reader/full/venture.org


4/36

VAA

NEWS

compiled

y

H G Frautschy

VAA ELECTIONS

Elsewhere in this issue of Vintage

Airplane

you'll find

the

ballot for this

year's V

AA

Elections,

which

will be

ratified during the annual business

meeting

held

during EAA

AirVen

ture. If you're interested in

attending in person, please see the

top of the biographies

on

the ballot

for

the

date and

location

of the

Vintage Aircraft Association meet

ing. Immediately following the

VAA meeting, the EAA

annual

meet

ing will be convened.

Pursuant to

EAA bylaws,

the

an

nual business meeting and elections

for

the

Experimental Aircraft Associ

ation (EAA) will be held

at

the

Theater

in

the Woods at

9:30 a.m.

CDT on

Monday

, July 31, 2000

at

Wittman

Regional Airport, Oshkosh,

Wisconsin

during EAA

AirVenture

2000 to be held July 26 through

Au-

gust 1, 2000.

T H E COVE R S

FRONT COVER

.. With it's LeRhone

rotary

engine

blatting away,

Gene DeMarco

pilots

the Old Rhinebeck Aerodrome's Sopwith

Camel replica, while

David King lurks behind

him as the Black Baron

in

the famous

Fokker

Triplane.

EM photo by

Mark Schaible,

shot

with

a

Canon EOS1 n equipped with

an

80-220 mm

lens on

100

ASA

Fuji Provia

slide film.

EM

Cessna

210

photo plane flown by Bruce

Moore.

B CK COVER . . Just east of Lakeland ,

Florida is the

town

of Winter Haven,

home

to

Jack Brown's Seaplane Base.

Each

year dur

ing the annual Sun

n Fun

EM Fly-In, a ew

of the Piper Cubs used

at

Brown's

can

be

found

on Lake

Parker, taking part in the

pop

ular Splash-In.

Instructor

Brian Meadley taxis

in

with one

of

the

Cubs.

Originally from the

United Kingdom

,

Brian

now

splits

his time

between Europe and the United

States.

EM

photo by

Mark Schaible.

2

JUNE

2000

EAA CALENDARS

EAA s

popular World of Flight cal

endars, which

showcase some of

the

world's finest aviation photography ,

are now better than ever with

the

addition of a second calendar focus

ing on

the

fascinating world of

ultralight flight.

People

who

enjoy the

world of

flight

can choose

from either of the

spectacular 2001

calendars

- the

renowned

World Flight 2001

or

EAA s Ultralight and Light

Plane

2001.

Previous

EAA

calendars

have won

numerous national

awards

for de

sign

and

photography.

Both 2001 EAA calendars include

large

color

aircraft images sui

table

for framing, background

and

techni

cal information on

the

featured

aircraft, as well as colorful areas not

ing upcoming dates

of EAA

AirVenture Oshkosh

and other

ma

jor EAA fly-ins.

Within the

calendars' 12-by-24

inch format

are

large day boxes for writing in ap

pointments

and

other important

events, along with a large notes area.

The 2001 EAA

calendars

,

the

15th in a series that began in 1987,

features work by EAA's world-class

aviation

photographers and

addi

t ional photos

provided

by EAA

volunteer photographers.

Each

2001 EAA calendar is $10.99 (plus

shipping and

handling).

They are

available through EAA by calling

800-843-3612 or through

EAA's

World Wide Web site

(www.eaa.org). EAA

Chapters

are

invited to order bulk quantities of

the calendar, specially personalized

with

the Chapter's name and

other

information.

WHAT OUR MEMBERS

ARE RESTORING

One of our most popular columns

in Vintage Airplane has been What

Our Members Are Restoring. Mem

bers like Carl Carr of Rockford, Ohio

send us photos of

their

recent

restorations for publication, and all

of us can enjoy seeing the variety of

airplanes that

continue to

come out

of individual

and

professional shops

all over

the

world.

If

you'd like to see yo ur airplane

featured in this column, please send

photographs of them to:

What Our Members Are Restoring

Vintage

Airplane

Magazine

P.O., Box 3086

Oshkosh, WI 54903-3086

Slides or

prints

are

okay, all we

ask is

that they

be properly exposed

and in focus. The quality of prints

continued on page 25

Carl E. Carr s (EAA 8020, V 23418) Ranger-powered Fairchild 24, NC18695 was built in 1939

and was orig inally purchased

new

by movie stars Buddy Rogers and Mary Pickford. Carl keeps

the

airplane near his home in Rockford, Ohio.
http:///reader/full/www.eaa.orghttp:///reader/full/www.eaa.org


5/36

VU

day, acres and acres of freshly cut

grass,

and

groves of oak trees served as

the

backdrop of one of

the

most pleasant Vin

tage Work Weekends

on

record.

from our Convention Chairmen, V

and the

membership at

large

came

to V

in Oshkosh to spruce up

the

place

build four covered stands to protect our f1ight

personnel from

the

sun and other

weather

the clean up of the

Red

Barn was

of

the

process too.

Phil Blake, Randy Hytry and

Ed

DeBolt walked

and breadth of

the

site installing perma

row markers after

the

V parking area was

and staked out. Gene

Morris

zipped up

Popular Grove, Illinois to install a new wind

on top of V Headquarters. Other weekend

ers were:

John

Berndt, Tim

and Joanne

Fox, Clair Dahl,

Lumley, Bob Brauer,

Dale

Gustafson, Dick

Schmid, Steve Nesse, Gayle Gruendler and

Griffith.

t was a beautiful day and

with

great folks work

together, we had plenty

of fun

to

boot.

We'II

you posted when the

next weekend will take

Newcomers are always welcome

-

don t

something

for you

to

do

roof trusses

to the

top on one of

the

four VAA

shacks

built over

the

weekend.

Framing up

the

stands (from left to right) are Bob Lumley,

Dick Mouldenhauer,

Wes

Schmid and Clair Dahl.

Pork chops, Bob Lumley s special beans and plenty of

potato salad was

served up at dinnertime

for

VAA work party volunteers and members of

EAA Chapter 7 from Duluth, Minnesota who were also volunteering on

the AirVenture grounds the

same

weekend.

VINTAGE

AIRPLANE

3


6/36


7/36

doors were pushed back,

the

towed

out

onto

the

ramp,

a

boarding

ladder

rolled

into

short walk-around and

inspection,

we

started

en

taxied out, took off and

northward with

the Presi

shiny airplane, while

people shook their heads

us disappear

over

the

prize possession.

On the way home Page and Char

each did their stalls, slow

flight

steep

turns, then,

approaching

Island our flight

plan

was can

and we

swung east

to

for the

instru

approach

and

landing portions

their flight checks.

In short order

our

work was com

and we headed back to base at

I was well

aware

that the rest of

crew would be going

on

with this

and that I would

and

so that I also could rightfully

my

own

claim to fame, as we

over Long Island I stepped

and I wish for all record books to

that on May 10, 1955, at 2,500

over Hempstead,

Long

Island,

I too used the

head

in President

During the Lockheed Constella

and Boeing Stratocruiser days, it

possible for

Pan American line

engineers to bid

on

long-term

to the training

section

the operation of training aircraft;

Nick Holt, a veteran Pan Ameri

and

I,

found

ourselves

much flying together.

To

help

us

do our job better

we

and

rigged up a portable

device by means of

which

either pilot's seat, it was possi

to silently inform Nick at

the

what

malfunction

to be next simulated. There was

clip

on the

"device's" forward

with

four signaling but

and a clip

on

another small aft

with four

lights

, which at

to

a convenient

location at

For

the next

many

minutes

there

was

an

awful lot

of

telephoning

raised

eyebrows and

off-in-the

corner

whispering as we

gradually worked

our

way

from

one office

to

another then finally into

the

hangar

itself.

the engineer's station.

We could

quickly move the unit from

one

air

plane to another. A steady No. I light

meant for Nick to cut

the

mixture

on

No.1

engine ; a flashing

light

meant, simulate a fire

on No.1

en

gine ; two steady

inboard

lights

meant, "report a cargo compartment

fire"; and two steady outboard lights

mean,

turn

off flight control boost."

We had just completed a three-en

gine ILS approach

and

were climbing

northeastward out of LaGuardia Field

on three

engines when,

without

warning the

flight

control boost

went off causing flight control pres

sures to

become very

high and

three-engine control very difficult.

Puzzled, I quickly

brought

the idling

engine back in and looked

around

for

an

explanation. Nick

hastened

to

show

me

two steady outboard flights

that

were

on

despite my fingers be

ing off the buttons.

When

we later got

on the ground

we threw that training device"

into

Bowery Bay.

t

had a short circuit.

This was

an early lesson

for

me on

the pitfalls of over-sophistication.

The next

airplane

flown

for Pan

American

was the

Boeing

Stra

tocruiser, a double-decked

airliner

with berths for long night flights

and

a plush, mirrored lounge on the

lower deck.

This wonderful

airplane was

powered by four Pratt and Whitney

3500

horsepower

engines,

each

of

which

had 28 cylinders that were

arranged

in

four

radial roWs

of

seven cylinders each. Because of

the

engines' uncowled appearance, it

was nicknamed

the

corn cob.

These big

many-cylindered

engines

ran very, very

smoothly,

swinging

large four-bladed propellers

with

very

wide paddle-like

blades that

were made

of

hollow steel. Unfortu

nately, these

prop

blades gave many

problems,

some of

which caused in

dustry accidents.

One morning we had just landed

from a

Stratocruiser training

flight

and were in the process of clearing

the

right runway of

the

two oriented

to the

northwest at Idlewild, when

the tower called

our

flight and re

ported, "Clipper 37V, you are

on

fire,

emergency equipment is

on the

way " First Officer training had been

in progress and I was

occupying

the

left captain's seat.

We

were moving

slowly and

the

airplane was quickly

brought to

a stop. I

opened

the

large

cockpit side window and looked out.

As the window

was opened, there

was a powerful roar that

sounded

like

opening the

furnace

door

of an

oil burner, and high flames that were

the

color of a home oil

burner

flame

gushed

from the left landing gear

wheels , up and around the idling

No.2 engine,

licking at

the wings'

leading and trailing

edges

and

the

fuel

tanks

in

these

wings

that

con

tained hundreds of gallons of high

octane aviation gasoline.

As

I withdrew from

the

window

the

flight engineer, who

had run

aft

to check

the

situation from the

main

cabin, returned to the cockpit, and it

was

obvious

that that

he

had

seen

what I had seen. His eyes were large

and

round

as

he

said, "Let's get

out

of this son-of-a- " It certainly

seemed a hopeless situation, but be

fore giving up

I

wished to

try

something

and

advanced

No.2

VINTAGE AIRPLANE


8/36

Pan Am s Boeing Stratocruiser was

the

pinnacle

of

propeller-driven, luxurious travel in

the

late 1940s and 50s.

throttle wide

open.

Behind us, the

blast from the large four-bladed pro

peller, which cleared

the

ground by

less than a foot had laid flat the

flames from the hydraulic fire

on

the

left landing gear and to my great re-

lief no

longer threatened

to

ignite

the wing, being now laid flat halfway

back to the airplane s distant tail.

f

necessary, we could stay like this un

til fuel ran out.

I ducked back into

the

cockpit to

inform the crew what was taking

place, then stuck my head out again

and this time to

my

amazement

there

was

only

a

small flickering

flame

down on

the

landing

gear it

self. The airport fire equipment was

arriving and as they took over we cut

6 JUNE 2000

the engine and

the

big prop swished

to a stop.

A bad

hydraulic

leak

in

a brake

line

under

much pressure along

with

a

malfunctioning

dragging

brake had been the

cause

of the

fire. I can

claim

no originality for

use of the propeller

blast

having

read in a

trade

magazine a sugges

tion that what we had

done

might

be effective.

Another Stratocruiser training

flight had been

in progress and

it

was a

hazy

spring

morning

as we

completed

our

mission

and headed

homeward

toward Idlewild Airport

at New York We were cleared by

the

control tower to begin our landing

approach

and

for maneuvering near

the airport we flew with a partial flap

extension of 2S degrees. On final ap

proach my pilot student was having

difficulty locating the runway

in

the

bright

morning

sun and

haze,

and as a result our runway align-

ment

ended

up considerably offset.

At about 300 feet I suggested

that

we

abandon

the

approach circle

the field and try again.

As

throttles were advanced for go

around, flap and gear retraction was

requested.

At the

same time I picked

up the radio microphone to inform

the

tower of

our intentions

while

si-

multaneously actuating the electric

toggle switches that initiated retrac

tion of the flap

and landing

gear.


9/36

Something h d to be

qUickly

done nd the throttles

of the two left engines were taken nd edged

slowly

b ck until

the

plane s rolling tendency e sed

nd the ailerons b cked

out

of the

buffet area,

but

now the Boeing beg n

losing

altitude.

transmitting,

I

noted the

air

very rapidly into a steep

"Where 're you going?/I I

and at the same time my

advised with

great

anxiety

he "was unable to hold it /I Now

two of

us

were

on the

airplane's

and despite full opposite

and rudder, the bank, which

now in excess of 40 degrees, con

to

slowly

increase. The

heavily, while

the

rudder

us push

will all our strength, were very

trouble, fur

advanced power on all four

Something had to be quickly done

the

throttles

of

the

two left en

taken and

edged slowly

back until the

plane s

rolling ten

dency eased and the ailerons backed

out of

the buffet

area,

but now

the

Boeing began losing altitude. f

power was re-advanced

to

prevent

loss of our very low altitude, a slowly

steepening

bank again

would

result

despite full opposite control.

At

lower

and lower altitudes we

went around

and around the control

tower for

at

least

three

times. Because of

the

very high powers in use,

the

cylin

der head temperatures of

the

two

laboring right engines

were rising

rapidly and fast becoming an addi

tional critical

factor. Also,

the

microphone had dropped from my

lap and

I was unable

to

release

the

controls long enough to respond to

the

tower operator's very concerned

transmissions.

The

only

aerodynamic configura

tion

change

that we had made

during the start

of

our landing go

around

was

retraction of the

25

degrees

of wing flap. A

shout

was

made to Meridith Warren,

another

instructor

aboard

the flight, to run

aft and

check

left and right

wing

flap positions before any

further

configuration changes

were

made.

In a few seconds he was back, re

porting

that the

left wing flap was

extended,

with

the right

one fully

retracted

into the

wing.

With some

hope

now of resuming

control, the flap switch was actuated,

causing the retracted

right flap

to

slowly move

out

to a position even

with

the

disabled left one,

and

in

only

a few seconds time, we

had

a

normal

flying

airplane

again.

What

had

been

a,

"Holy oh Christ, here we

go /I situation

one minute, was

a

completely controllable and near

normal

one the

next. But, there were

some wh

ews

l

and

mopping of

brows

as

we backed off, informed the

tower what

had

been our predica

ment,

and

then prepared for a partial

flap landing.

We had been very fortunate that

prior to

starting our landing

go

around we only had partial, instead

of full, flap extended. Had more flap

been in use,

the

resultant rolling

tendency

would have

been uncon

trollable. We

learned

later that the

very same day

an

identical C-97

Air

Force airplane had crashed during a

somewhat similar training operation,

following a touch-and-go landing

when

flaps

were retracted

from

a

fully extended position, causing the

airplane

to

roll inverted

as it

lifted

off the runway with one flap full

down. They never had a chance.

A rotating torque

tube

in

the

flap

drive system had

broken

in each

case

due to

a torque

drive

support

bearing

failure. Also, on

early

air

planes the flap operating

toggle

switch

was designed, following ac

tuation, to stay

in

the selected

position of

UP

or DOWN. A subse

quent

modification changed the

switch to a momentary one,

which

would spring return

to

the

OFF

posi

tion i f released

for

any reason. In

our situation this

would have been

very

helpful,

because

at

the

time I

released the switch and got on the

controls

to assist

the other

pilot,

flap movement would

have

ceased

rather

than

slowly becoming

more

and more split.

I

had

never

done

so before,

nor

have I since,

but

Nick

and

I stopped

for

a good stiff

drink on the way

home.

VINTAGE AIRPLANE


10/36

by H.C. Frautschy

The March Mystery Plane stumped

the lot of you. It was the Sumerville

biplane, built in 1912 in Coal City,

Illinois. Mr. Sumerville was a local

businessman with interests in a local

wire rope

manufacturing

concern

and the electrical power generating

station

.

He

served Coal City as its

mayor, and kept active

as

an inventor

well into the 1940s. In 1904

he

be

came

the owner

of

the

first

automobile in Coal City.

In 1911 and 1912, Somerville cor

responded with the British journals

Aero and Flight Journal sharing his

ideas concerning

the

merits of up

turned wingtips, which he viewed

as

being a noteworthy idea to enhance

lateral stability.

I

am

pleased

to

state that

th

e

ma

chine showed

such

wonderful stability

in

th e air that 'the knockers have all

quit. '

Now

th

e upturned wing tip

ha

s

8

JUN

2

found friends. The aviator said that

when he

banked

the

machine

she

would

insist

on

coming back to an even keel,

and he demonstrat

ed

th e wonderful

stability of the machine by banking

and letting her come back herself. I

have spent my private fortune and

three years

of

my time in developing

my

ideas.

Now

I

ex

p

ect

to

ge

t

financial

aid to continue in the gam

e.

- W.E. Somerville, in correspon

dence with liThe Aero, August,

1912.

He tried the idea on a few biplanes

and a monoplane, all of his own de

sign. Earl Daugherty and E. Korn flew

the

airplane,

as we

ll

as Somerville

himself.

As described in Aeronautics, Sep

tember

1912:

liThe stability

of

the

machine in the air

was

something ofa

revolution to my aeronautical

friends

who

saw

the test. The aviator, Edward

Our Mystery

Plane this

month

comes from the files

of

aviation his

torian

and author Pete Bowers, EAA

317). We'll give you a

hint-the

pic

ture

was taken in Arrigo Balboni's

famous aircraft junkyard in

1941.

Send

your answers

to: EAA, Vintage

Airplane, PO Box 3086, Oshkosh, WI

54903-3086. Your answers need to be

in

no

later

than

July

25, 2000 for in

clusion in the September issue of

Vintage Airplane.

You can also send your response

via e-mail. Send your answer

to

vin

[email protected]

Be

sure to include both

your

name

and address in the body of your

note

,

and put

(Month) Mystery Plane in

the subject line.

Korn, exp

l

ained after

he

landed

that

he

was

astonish

ed at

the

flying

qualities

of

the machine. The machine,

on

being

banked, would

in

sist on always coming

back to

a l

eve

l keel. There is no

question

but that inherent stability is possible

without

sacrificing efficiency.

liThe wings spread total

47

ft. There

are

five

7-foot

sections,

the curved

wing-

end

making up the balance. The

spacing

betwe

en

planes

is 5-1/6 .

liThe

control system is of the Farman

type. A Hall-Scott 8 h.p. and another

50 h.p. engine designed by Somerville

hims

elfare being

used.

The control system description

is

interesting:

liThe ailerons

offer

a resistance

on

the

high

side

as

well

as

opening the surface;

nothing is done to

the

low side in correct

ing lateral balance. Both the

systems

A

and

B

hav

e been

tested. The

B system is

mor

e efficient but s

lower

in

ri

ghting

ef

fect.

With properly

designed

plane

in

combination with upturn

ed

wing

tips.

Ailerons are not necessary as the ma

chine will automatically

maintain lateral

stability,' says the inventor, 'but we

found that some mechanical system

must be used when getting up, or landing

especially in

a side

wind,

as the upturned

wing

s

act too

sl

ow

. After

the machine is

in

th

e

air

it will take care of itself later

ally, with an occasiona

l

touch

from

th

e

rudder on the high

side.

'

One of our regular contributors to

Mystery Plane is away at college, but

he wrote in to acknowledge the

pass-

ing of two great folks who have kept
mailto:[email protected]:[email protected]


11/36

n history alive:

What a true loss it s to the aviation

the passing o both

Juptner

and

Lennart Johnsson.

played great

roles

in keeping

our

heritage alive.

Mr.

uptner's A T e

volumes

are the

o

any

true

antiquer.

I

used

to

sit

my

room

at night

reading

his

books

o doing

my homework. I

was

fascinated how much work

he

put

with each airplane. The

stories he

and his

delightful style

o writing

me feel like I was right there in

era as a spectator.

I know less about

Mr. Johnsson,

but

work

on

www aerofiles comis the

that I have

seen on the web. Aero-

, like Juptner's work with the

T e volumes, has paved a path for

generations

to learn about our

heritage on

the

web.

Sincerely,

Nick Hurm

Spring Valley, hio

. . . .

-.

William E Somerville and

his biplane powered by

an 80 hp Hall-Scott. It first

flew on August 4 1912.

1912 Somerville

uto-

Stable Biplane.

One of the pilots of the biplane

Mr.

Earl

S Daugherty.

Somerville in the Coal City electrical power generating station.

. Somerville enjoyed machinery

of

all types and was the owner of

first automobile in Coal City Illinois.

VINTAGE

AIRPLANE

9
http://www.aerofiles.comis/http:///reader/full/files.comhttp://www.aerofiles.comis/http:///reader/full/files.com


12/36

Variable itch ro s

By

Jim ddig as

t

ld

t

Hugh Jones

EAA

Chapter

44

Editor's Note:

lA Chapter 44 in Rochester, New

York had the good fortune

to

have

Jim Reddig as one o its members.

A

veteran o the

early days

o

aviation,

his engineering expertise

made him

one

o

the Golden Age

o

Aviation s best-

known designers.

A shining example

o

his work

is

the classic

Fleetwings

Seabird

amphibian.

Jim was an

active member

o

Chapter

44,

and

Hugh

Jones

and

fel-

low members

recognized

what a

treasure

they had in their midst. They did their

best to capture as

many

o

Jim s

stories

as

possible, and published them

in

the

Chapter 44 newsletter.

From

time to

time, we ll share them with you.

Jim

passed

away

in 1994.

In

the

mid-30s

the navy

was sup

porting development

of

three types

of

variable-pitch propeller:

the

Hamilton-Standard hydraulic-con

trolled

system,

the Curtiss

Electric

propeller, and the SMITH

propeller

that was operated entirely mechani

cally. The pilot had a manually

operated

control

in

the

cockpit by

which, through mechanism, he could

vary

the

pitch of his propeller blades.

Early

Grumman

biplane fighters join

ing

the fleet were equipped

with

SMITH propellers. Remember

those

pregnant looking fat-bellied airplanes

with retractable landing gear?

And one

of

these, taking off from

an

aircraft carrier out

of

San Diego

suffered loss of

power

on

launch

and went

down into

the sea directly

ahead

of the oncoming

carrier. They

had the good

fortune

to be able to

get

a

line

to

the

floating

aircraft;

legend

leaves

some

doubt

that the

pilot even

got

his feet wet.

The

air

plane

was

promptly hosed down

with

fresh

water and,

brought

ashore,

was soon packaged onto a

railroad

car

and shipped to

the

Naval Aircraft Factory at the

1

JUNE 2

Philadelphia Navy Yard for

clean

ing, repair

and

refurbishment,

inspection,

flight test and

return

to

the

fleet.

This

included

complete

teardown examination of the

SMITH

propeller and re-assembly

with

the

blades carefully

reset

to

their proper pitch.

The reassembled

airplane was test-flown at Mustin

Field, inspected and

signed off

for

return to

San Diego.

While

the

as

signed navy

ferry pilot had

never

flown one of the

exciting,

new

Grumman fighters, no

one

seemed

to have felt concern

in the

matter.

Wa-a-ay off schedule, he stag

gered

into the

Great Lakes Naval Air

Training

station in Chicago

and

plunked

the thing

down. Everybody

was

saying,

Where

the

hell have

you

been,/I etc.

And he says, "Guys, this is the first

Grumman

I've ever flown,

and

if this

is the 'GREAT Grumman' I've been

hearing so

much about-it

stinks./I

Well, now, Ensign, what's the

trouble?"

''It

won't

take off,

it won't

climb,

it's

got

no ceiling, it runs hot and it

vibrates like hell./I

Well, obviously,

you

don't know

how to

fly a

Grumman,

'cause

that's

a great airplane. You stand down and

get

the Lieutenant here to

take it

onto the

West Coast."

So

again, way

behind schedule,

this Lieutenant makes it on into San

Diego, but he has the

look of

being

wrung

out

when

he checks in.

And he says, "Guys, that airplane

is

all wrong. I have

had

it checked

at

five airfields

on

the

way out

here.

TW A mechanics were

good

enough

to come over

and

they

went

over it.

And

I've

been in

and out

of it

and

there's

something definitely wrong.

I t stinks I had to land on the

road

and

taxi across

the

Rocky Mountains

It

didn't

have

enough ceiling to get

over /I

They turned to some old aviation

chief

there

and

said, "Go look

at the

guy's airplane.I

He's back

in

10 minutes, lit

up

like

a lamp and he says, "Excuse me lieu

tenant, you

said

you checked that

airplane?"

Oh

boy, have we checked it "

You

say

TWA

checked

it,

and

American checked it, etc. ?"

"Yeah./I

If I'm not asking too

much lieu

tenant, he says, "will you come out

and look at

the

airplane with me?"

They go out and the chief

says,

"Just look at it."

"Yeah, well

?/I

He

couldn't' see anything wrong.

Lieutenant,

will

you

please

step

over and pull

the

engine through?"

The

minute he put his

hands on

the propeller, he lit up He knew His

hands were curled over

the rounded

leading edge of

the

propeller

The SMITH was perhaps the

only

propeller in history where you

could

get the

blades in

backwards

The pitch of

the

blades had

been

set

accurately at Philadelphia, on

the

big steel surface plates

with

big

protractors

and everything,

but

they

were 180 degrees around And

this thing had flown across the

continent

with

the

sharp

trailing

edge plowing ahead and the

rou

nded

part on the back.

Of course,

in

the

Navy, every inci

dent gets written down on a piece

of

paper. The

form was known

as a

Trouble Report. Roy (Grumman)

had

this

thing, this Trouble

Report say

ing, "Propeller blades

in

backwards"

framed

and

displayed for

many

years.

His wonderful new airplane had just

crossed the

country with

the pro

peller blades on backwards . . . . .


13/36

LAKELAND-FLORIDA


14/36

(Previous Page There s always a big Swi ft cont ingent

t Sun

n Fun, and

the

2000 edition

of

this year s fly-in was no exception.

From

the

stock edition

to the

bubble-canopied modifieds,

the

Swift Club and

their

members were there

to

show off

their

favorite

airplanes.

Steve

Larmore and

his

wife

Virginia Reidy

of

Islesboro, Maine pulls in close

with his 125

hp 1946 Globe

GC-1

B Swift.

Row upon row of beautiful airplanes.

H.G. Frautschy

Howard DGA 15s are

always

a beautiful

sight

during a fly-in. This one

s registered to

John

Brausch

of Medina Ohio.

12

JUNE

2


15/36

DeMarco in

the

Camel "shoots

David King in

the

the

over Lakeland.

David and

the

rest

the gang

from

the Old

inebeck Aerodrome

before each daily

Can

you

find

your

airplane in this

overhead shot

of

the

Vintage

parking area?

H.G. Frautschy

From left

to

right,

Dr.

Paul

Sensor

friend Bill

Ege

and

Paul's

brother

Donn

flew

Paul's Stinson

8E

Reliant

from Iowa.

It

was selected

the Reserve Grand

Champion Antique.


16/36

Stearmans always

get plenty of atten

tion, and this one

sure does. Freddy

Vyfvinkel

of

New

Smyrna Beach

Florida rebuilt and

flies this award-win

ning example of

the

Boeing Stearman

B75N1.

Paul Bartman of Ocala, Florida

brought this very nice 1956

Cessna

182. Former

owner

Bob

Carpenter says it looks as

good

as it did when it was repainted

about

ten years ago.

H.G. Frautschy

This year s Sun n Fun

Antique

Grand

Champion was a

Howard,

Ed and Barbara

Moore s DGA-15P.


17/36

Mark Schaible

H G Frautschy

Steven Smith left) and his

brother Bill restored th s Sti nson

108-1 (above). Years ago, it used

to

belong

to the family. Now it s

back

home. It was

chosen to be the Best Custom

Classic

award

winner.

Bill

and

Steve

hail

from

Long Beach, California.

VINTAGE AIRPLANE

5


18/36

axand Rene Davis

own

the only flying

Stinson

SR-6A just restored by

Howard and Joyce Kron of

Clara

City

Minnesota It

was chosen

to

receive

the

Antique Best

Cabin trophy.

H.G. Frautschy

Galen Hutchison

of

Harrison Arkansas

brought

his Kinner

K S

powered Brunner-Winkle Bird

BK.

t was first restored by the late Glen Short of

Neillsville Wisconsin.

16 JUNE 2000


19/36

You

don t

see

too many Champion 402 Lancers on the flight line

(there

weren t

that

many made)

so

each one

is

an oddity. This

one belongs to Virgil Rothrock, Jr., Streator, Illinois.

Nicholas Pierce flies this

nice Lycoming-powered

Monocoupe 90A, serial

number 749. He s from

Wilmington,

North Carolina.

H.G.

Fr

autschy

Th is custom ized

Luscombe was

presented with

the Outstanding

Classic

Aircraft

trophy. It s owned

and flown by

Mark

and Yvonne

May

of

Chapmansboro,

Tennessee.

VINTAGE AIRPLANE 17


20/36

H.G. Frautschy

Sometimes the simplest

of

color

schemes can be the most

effective. John Patterson s Stinson

10A is living proof that simple

can

be beautiful.

were cer

at

n

Fun

with

a

shiny

new

to

Joe

L

of

Naylor,

won

the

Custom

for his

J-3 Cub.

H.G. Frautschy

H.G. Frautschy

Piper

Pacers

are one

of

the darlings

of

the

short-wing world, and this prime

example flown to Sun n Fun by Geoff

Newcombe

of

Vero Beach

FL is

very

well maintained.

It

won one

of

the

Outstanding In Type -Contemporary

awards

at

Sun

n

Fun.


21/36

s 1958 Cessna

172 has

been convert-

a handsome taildragger

EAA photographer

Mark

Schaible

really

captured the beauty

of the 1935 Waco

YOC owned and

flown by Bob Jaeger

of Allentown

Pennsylvania

It was

picked

to

receive

the

Antique-

Contemporary

Age

award.

VINTAGE AIRPLANE 9


22/36

The International Sport Aviation Museum (ISAM) locat

ed

on the Sun n

Fun

grounds are a great place to stop

for a few hours. The museum has many artifacts on dis

play from

their

recent acquisition

of

aviation items

from

the Howard Hughes estate. The Hughes XF-11 wind-tun

nel model in the foreground, just in front of the

Anderson Kingfisher, is part of

that

collection.

Remember one of the

brightest antique airplane

color schemes that

of

the

Cessna Airmaster? Those are

the

same

shades on Jim

Herpst's Taylorcraft. We'll

bet you can really

see

this

one in the pattern

Another very nice restoration was the clipped-wing J-3

Cub owned by David Brown of

Rock

Hill, South Carolina.

His custom cockpit was tastefully done with standard

Cub instrumentation.

20 J

UNE

2000


23/36

he

Piper Comanche is fast becoming one of

the favorites of the Contemporary category

This one came to us from Texas

flown

by Larry

Cheatwood of Fort Worth


24/36

EAA AirVenture

\I

R\ ENTURE

M U S U M

Museum Discoveries

GEE

BEE

WING

E

ISN T JUST A PLACE TO VISIT ONCE A YEAR. THE

OTHER

51 WEEKS

OUTSIDE OF AIRVENTURE ARE ALSO A GREAT TIME TO VISIT THE AIRVEN-

TURE MUSEUM. THERES PLENTY TO SEE, AND ON A REGULAR BASIS WELL

HIGHLIGHT SOME OF

THE RTIF CTS ND DISPL YS

VINT GE AIRPL NE

ENTHUSIASTS WOULD FIND INTERESTING.

First

on

our

tour

is

one of the

few remaining genuine artifacts from a Gee

Bee

aircraft. Pictured

on

these pages is the right wing from the Gee Bee Model E Sportster first registered

as

NC-72V. Later it

became NX-72V when the

CAA

made a regulatory change that moved the airplane to the experimen

tal category This particular Gee Bee was built to order for Mr. Bill Sloan of Rochester, New York,

who had briefly owned and flown the previous Gee

Bee

E built, NC-46V. As written in Henry Haffke's

Gee Be

e-Th

e Re

al Story of th

e

Granville

Brothers

and

Their

Marvelous Airplanes :

He had added

SO

hours to its [NC 46V] log when Zantford Granville contacted him and asked if he

would return

the

aircraft to the Granville Company. Granny needed a plane to enter in

the

upcom

ing Ford Air Tour and didn ' t have time to build one.

He

promised Sloan that he would build him a

new Sportster if he would return NC46V.

Bill

Sloan later admitted

the

prospect of having an airplane

built especially for him was most attractive, and was an offer he couldn t refuse, so he returned the

y

H

G

Fr

autschy

JUNE 2000


25/36

Bee to Granny.

When the new plane was

in August, it would

to be the last Model E

S N

4; NCII044

N 6; NC46V, S N 7; and

S N

8.

(According to

Henry Haf

the phantom Gee Bee E

to as NCll041 never

was in fact a poorly

NCI1044.)

Sloan

eventually logged

hours in his yellow and

E, (with a grand

of 1 040 hours in

and

NC72V) flying

tics and racing the air

. As the noose tightened

the nation's economy during ing his landing. The collision killed

the field

that

had

plenty

of room,

was

tight

the

husband

and wife in the truck, and leave him

no

other choice but to

or a wealthy sportsman pilot but the life of Don and the couple's

land in a

much

shorter field.

He

ran

,

who

sold NC72V

to

baby were spared. The Gee Bee

was

into

a fence, once

again

wrecking

yman of Philadelphia. later taken back to Springfield, where the Gee Bee. Thankfully

Walters

to famous air

show it was

rebuilt. Interestingly, the CAA

wasn't

hurt

,

but

the Gee Bee

was

to

Johnny

Crowell, who cam- tag now inside the wing states it was taled.

1934 until built 1-10-34. In 1973, Bill Sweet advised EAA

.

At that time

it was the last

Walters was flying

again

on

the

Founder Paul Poberezny that a friend

flying Gee

Bee.

airshow circuit when the engine quit of his, Tallie Holland EAA 9300) of

Crowell traded the Model E to

Bill

on

him while he

was

practicing aero Columbus OH, had the wing of

and

Don

Walters of Bill batics near Indianapolis Indiana. NC72V in his possession. He was in

's National Airshow. Walters After setting

up an

approach to a

terested in donating

it to

the EAA

the Gee Bee in the shows

until

field, he

worked

to restart the

en-

museum , and as soon as arrange-

day at an

airshow in

Texas, a

gine. t came back to life for about a ments could be made,

the

wing

was

pulled out onto the field dur- minute

just

long enough to clear transported to Hales Corners, Wis

consin, the original home of the

EAA

Museum.

color scheme of the airplane was

white

and red

with

a medium blue pinstripe.

t now rests in the center of

the

EAA AirVenture Museum's

Air

Rac-

ing Gallery, just to the west of Steve

Wittman

's Bonzo

and

tucked under

the left wing of the full size Laird

Su-

per Solution replica. Still covered in

the fabric used after the second re

build

the airplane ' s final color

scheme of white, red and a

thin

1/4

medium blue pinstripe

is

still visible.

The Gee Bee Model E wing

on dis-

play at the EAA AirVenture Museum

in Oshkosh, Wisconsin.

......

(left) and Bill Sweet

at

the Port Columbus, Ohio airport in 1938

with

NC7 V . The

Another view of the airplane

prior to

its tenure

with

Bill Sweet s National Airshow.

For Museum hours and

admission

information

please

call 920/426-4818 or

point

your

web browser

to

www.eaa.org.

VINTAGE

AIRPLANE

23
http:///reader/full/www.eaa.orghttp:///reader/full/www.eaa.org


26/36

PASS

T

TO BUCK

by

E.E. Buck Hilbert

EAA

#21 VAA #5

P.O.

Bo

x 424 Union, IL 60180

LAHSO and other

Hot Buttons

The recent hullabaloo about

the

Landing and Hold Short

procedure

has been complicated enough, but

now comes

word

that

there

is an

F Bulletin dated 03-30-99 that

specifically

prohibits

accepting

this

type of clearance for part 91, (that's

most

of

us )

without training

and

compliance with the intent of this

bulletin.

For those of you with the capabil

ity

to access Bulletin FSGA 99-02

titled General Aviation 14 CFR Parts

91 and 125 Land

and

Hold Short Op

erations

LAHSO)

under part

2,

there

are all kinds of methodologies

FAA

word) and computations

and

sources

of information to accomplish this

training.

t sure

gets

complicated,

but when it 's all

condensed

and di

gested it

amounts to

the

authors

trying to

impart

common sense to

the

situation. The factors to consider

before accepting the clearance are

basically the runway length avail

able, and if the

airport (and runway)

is

approved

for

the operation?

Are

there guidance cues like runway dis

tance markers, lighting, signs, etc.?

Did you

compute

the reqUired land

ing distance? Have you checked one

of the most important factors;

the

re

jected

landing

procedure

and

capability of the aircraft?

It is my opinion, the best course

of

action is to

refuse any request to

LAHSO by

the

tower controllers.

You

haven't the

time, or the resources in

the

cockpit, in

most cases, when

turning final and receiving a clear

ance

to

Land and Hold Short

to

4 JUNE 2

immediately assess

the

situation and

comply

with

all

the demands

out

lined in this bulletin

and

be legal.

Specific airport information needs

to be available. The Training criteria

is

generic and doesn't

cover

every

airport, so beware of the pitfall of ac

cepting

the LAHSO

Clearance. This

is

another case of the F regulations

where

one section

undoes what

an

other

section proclaims as the rule.

Every flight, every day,

is

hazardous

to your certificate. Somewhere,

buried

in

the mass

of

regulations

,

there

is

a rule

that

can

hang

you.

GPS

Navigation.

Another pitfall? I recently read of

a

typical

Dilbert operation.

t

was

about an

examiner

conducting a

flight test.

He

asked the test-taker

to

plan a cross country.

The

guy said

something like, "No Problem,

what

are the coordinates of the destina

tion? He

then

put

them

into his

GPS and

away

they went

. About fif

teen

or

twenty minutes into the

flight

the

examiner reached over

and

turned off the GPS.

You

know

the rest of

the

story

he was not only lost, he busted the

Check

"Storal of the morey?" Use

GPS

as

a back-up and be aware of where you

are

and the

progress of

the

flight

at

all

times.

Have

that Flight

plan in

hand

and

do it right

Having your finger on the sec-

tional

pointing

to

your current

position

is

a pretty good crosscheck

too

-HGF)

Runway Incursion

Another "HOT" topiC

these

days

are

the

runway incursions that seem

to be rather vexing to our Fuzz. Un

derstandable, because

they do

cause

some hairs to stand on end,

and

rightfully so. This

is not

just

an

air

line airport problem - it involves all

of

us and

dates right back

to Com-

mon Pilot Responsibility. On your

personal "Before Flying Checklist,"

you

should

have

a

reminder to

ac

cept

the

Responsibility of

Command. The instant you

take

control of that aircraft, or any vehi

cle for that matter, whether a bicycle,

scooter, ATV, boat or whatever, YOU

and YOU

ALONE

are responsible for

its

operation.

t

becomes a lethal

weapon

and

can do damage if misdi

rected and allowed to run loose.

Before you even

contemplate

op

erating

any

vehicle you should have

a

plan in mind.

When

you

tighten

that seat belt and before you start the

engine, safe and responsible opera

tion should be on your mind.

Be

ahead of your airplane - way ahead

Plan

your

taxi route

with your head

on

a swivel.

Don't

rely

on

a tower

controller to

taxi for you. "Progres

sive taxi clearance, please," are

the

words if you are unfamiliar with

the

airport

la

yout.

Don't ever ask the controller for

Instructions.

He is

NOT an in

structor. He can issue a clearance to

taxi, etc., but if

he

starts instruct


27/36

Instructor Cer

number.

You

are in control

the aircraft,

he

is

in the tower

He is

an advisor

with the

re

of providing traffic

f

he issues a clearance

is

confusing or in error,

put

a

the

situation right

then

and

Don't

do

another thing

until

both have a clear understand

the situation. The

command

is

still

Mistakes will

We are all human

and

we

but with

and a little caution

wariness )

the

risk

can

be

At

dirt

fields

and uncontrolled

use your head, stay alert

and

is now

the second set of

is lacking, so it's

even

more

that you maintain

the

the

and the unexpected.

And while we are on

the

subject

being mentally prepared

-

do

review your options before you

that

throttle? Have you a firm

mind

if

that

engine quit

on

We

recently had the pilot of

Eagle

at a small Restricted

Area

near here try to make

to the field when his engine

on

takeoff. He

is

still try

to figure

out what happened

hospital bed, and the Eagle

a total loss.

He

ran

out

of all his

the same time. The Eagle

then

cartwheeled

into

a

hundred

feet

short

forty-five degrees

to the run

just

wasn't prepared

the situation. f he had

his

actions

prior to

the

throttle, maybe

the

re-

so drastic.

Oh

yes,

yn the GPS item

- Cy

y says, "No problem,

he

just

out

his portable

GPS

and

Over to you,

f

~ t c k .

News from page 2

from home computers varies widely,

so

at

this time

we'd

prefer

to

work

from regular

photos. Please don't

write directly

on

the

back of

the

pho

tos

(the ink often winds

up on the

photo next to

t

in

the

envelope ).

Just jot down some of

the

particulars

about the airplane on a sheet of pa

per or small

note and tape

it

to

the

back of the photo. We look forward

to seeing

what

you've been working

on

METAL SHAPING AT

AIRVENTURE '2000

EAA and the

Vintage Aircraft As-

sociation will again present our metal

shaping

forum.

Just

as in 1999, t

will be in

the

workshop

tent

next

to

the

V

AA

Headquarters, just east of

the Theater in the Woods. The same

group of highly skilled craftsmen has

been invited to

return. Again, you

will see the compound

curve in

sheet metal being formed using nu

merous methods. From

the

hollowed out tree stump and Mar

vin

Wahl's

Box Elder

mallet to

the

Pullmax

machine,

we will be shap

ing metal. English wheels,

kick

stretchers

and

shrinkers,

hammers,

dollies, slappers,

spoons,

forming

heads,

and shot

bags will be demon

strated

too. Ever

heard

of a

"snarling tool?" We will have some.

demonstrations

in

next

month's Vin-

tage

Airplane

f you

have

any questions

about

our metal shaping activities planned

for AirVenture '99, you can call V

AA

Director

Steve Nesse

during

the

evening between

9:00-10:30 p.m.,

CDT,507/373-1674.

DEHAVILLAND DINNER

AT OSHKOSH

f

you're a devotee of

the

deHav

illand Moth and its brethren, mark

your calendars.

Friday July 28,

2000 join

them for a

deHavilland

Moth Club Dinner at

7:00

p.m.,

The event will be held at The Belle

vue,

located

in

the Pioneer

Resort

and Marina, 1000 Pioneer

Drive,

Oshkosh, overlooking

Lake

Win

nebago. All worldwide deHavilland

and

Moth fanciers are welcome.

Their private

room

will feature a

cash bar along with a special seafood

menu, a Friday

night

tradition in

Wisconsin. Don't forget Friday's

Moth Forum during AirVenture.

Send your RSVP by July 15

to:

Steve Betzler,

email: stevebtz@

cedar.netor FAX: 262-538-0715.

CRO

SS

W

IN

D CORRECTION

In last

month's

issue,

the

artwork

showing control

stick placement

while taxiing

with

a

quartering

tail

wind

was

incorrect. Here's how t

should look: . . . . .

Remember

this is hands-on - r L

PL

CEMENT OURINGT ONTRO XnNG

don't

just stand there and watch,

ry it yourself.

Our invited craftsmen will pre

sent

a

variety of projects from

continuous

video

presentations

to the construction of various air

craft related components, along

[I i J

[ill]

?

Quartering Right Quartering Left

Tailwind Tailwind

with the

methods

of creating

quick

(minutes,

not days) syn

thetic gypsum molds, along with

Quartering Right Quartering Left

Headwind Headwind

methods

on

production

tooling

in epoxy tooling foam, all meth

ods,

materials

and techniques

used

in

the

prototype

and

one

off

production

of

glass,

epoxy

FRP aluminum and steel tooling.

~

e'll have a listing of

the

various

m m

resentations and hands-on

reviSed 6100

VINTAGE IRPL NE 25
http:///reader/full/cedar.nethttp:///reader/full/cedar.net


28/36

PROPEL YOUR

PROSE

ONTO THE PAGES

OF

VINTAGE AIRPLANE

Want to be famous?

Want to see your plane or pearls of wisdom in print?

WRITE

AN

ARTICLE

FOR

VINTAGE

AIRPLANE

We re always looking for technical articles and photos

ofyour latest restoration. e can t offer you

money,

but we

can make

you a

hero

among yourfellow

Vintage

Aircraft enthusiasts.

Send your submissions to:

Editor, Vintage

Airplane

P O Box

3086,

Oshkosh,

WI

54904

For

pointers on format and content , feel free to call

9

/426-4825, or E-mail

at:

[email protected]

Fly high with a

quality Classic interior

Complete interior assemblies for do-it-yourself instal/ation.

Custom

quality

at economical prices_

Cushion upholstery sets

Wall panel sets

Headl iners

Carpet sets

Baggage compartment sets

Firewall covers

Seat slings

Recover envelopes and dopes

Free

catalog

of complete product line.

Fabric election Guide showing actual sample colors and

styles of materials: 3 .00.

Q i r t ~ R O D U T S

INC.

259 Lower Morrisville Rd

.,

Dept. VA

Fallsington, PA 19054

(215) 295-4115

www.airtexinteriors.com

Discounted

Pilot

u ~ ~ l i e s

N A M E

B R A N D

P R O D U C T S

D I S C O U N T E D P R I C E S

E V E R Y D A Y

S E C U R E

O N L I N E O R D E R I N G

M O S T IT E M S A V A I L A B L E F O R

I M M E D I A T E D E L I V E R Y

1

0 0

S A T I S F A C T I O N G U A R A N T E E

pilotportal com

T H E P I L O T ' S

S U P E R S T O R E

Jeppesen Flightcom ASA David Clark Cencal - Pilot Avionics
mailto:[email protected]:[email protected]:[email protected]:///reader/full/www.airtexinteriors.comhttp:///reader/full/pilotportal.commailto:[email protected]:///reader/full/www.airtexinteriors.comhttp:///reader/full/pilotportal.com


29/36

In

alendar

following list ofcoming events is fur

to

our readers as a matter of

only

and

does not cons

t

itute ap

l,

sponsorship,

invo

l

veme

n

t, contro

l

or

tion of any event

(fly

-in, seminars, fly

etc.)

listed. Please send the informa

to

EAA ,

Au: Vintage Airplane

,

P.

o.

Box

WI

54903 -3086.

I

nforma

should be received

four months

prior

to

event date.

Regional Fly

In

s shown in

bold

.

10-11 - SUGAR GRO VE, LL - Aurora Mu

nicipal Airport. EAA Chapter

579

co -hosts

16th

annual Fly-In and Open House. Breakfast and

Lunch on field,

pilots

with

a full

airplan

e

ea

t free

breakfast

.

Info: Alan Shackleton, 630

/

466.4579

.

E

10-1

I -PETERSBURG, VA - Petersbllrg-Din

widdie Airport. Virgil,ia State EAA Fly-ll,.

11,

fo:

www.vaeaa.org

10-11 A LLI

ANCE, OH

A

lliance-Barbel'

Airport (2D1).

Military

Vehicle

Show and Fly-in.

Food

all

day

.

Info: Forrest

Barb

er

330/823-1168

or WWlv.taylorcrafi.org

15

- 18

- ST.

LO

UIS, MO

A

merican

Waco

Club Fly-In, Creve Coeur Airport. Contacts: Phil

Coulson, 616/

624-6490 or

Jerry Brown, 317/535

8882.

15-18 M IDDLETO

WN,

OH - HookField,

10th National Aeronca Convention. Fri. steakjiy,

Sat.

Banquet,

ca

mping, Aeroncafactory tours

(most

likely

the

last

tours

ever )

Info :

Jim

Thomp

son, PO Box 102 , Roberts, lL 60962-0102.

217/395.2522 (evenings)

17-C

OOP

ERS

TO

WN, NY-(K23) Old Airplane

Fly-In and Br eakfast. 7: 30 a.m.-Noon. Info :

607

/

547-2526.

17-KOKOMO, IN-Kokomo Municipal

Airport

(OKK).

EAA /

AFA

Fly-In /Drive

-In

all you

ca

n eat

breakfast.

7

-11 a.m.,

also

FAA Wings

Safety

pro

gram.

17-COOP E

RSTOW

N, NY

Cooperstown/Westville Airport (K-23). Old Air

plane Fly-In and breakfast,

EAA

Chapter 1070.

7:30-Noon

Info: 607/547-2526.

18

-

SOMERSE T, PA

-

County Airport

(2G9) Somerset Aero Club 58th annual Fly-In

breakfast.

8

a.m.

-

Noon, Chicken

BBQ

Noon-2

p.m.

24

-

PROSSER, WA

-

WAA Chapter 391

Fly-In breakfast. 509/735-1664.

24-25 - WA

LWORTH, WI - Bigfoot

Fi

eld

(7V3).

Pancake breakfast/brunch. Rides and dis

plays

of

vintage aircraft. warbirds and

experimentals. 7 a.m.-I p.m. Info : Info: 815 /

385

5645.

JUNE 24

-

GRANSONVlLLE, MD

- 4th

annual Tal

isman Field picnic and Fly-in. Grill items and

drinks provided

-

bring a salad, covered dish or

dessert. Bring the spouses

and

children. Info:

co

n

ta ct Art Klldner, 410-827-7154 or

talisman@ riend.ly.net

JUNE 24 -25-LONGMONT, CO LORADO EAA

R

oc

ky Mo untain Regional Fly-In " ,fo: 303/442

5002 or

ww

w.greeleynet.co

lII

/eaaregional

lind

ex.

MIII

JUNE

25 -

NIL ES, MI - Jeny Tyler

Memorial Air

port. EAA Chapter

865

Pan cake Breakfast. 7

a.m.-1

p.m.

Info: Ralph Ballard,

616

/

684-0972

or

Jim

Van

Hulle.

219/

271-8533.

JULY 4-MT. MORRI

S,

IL- (C55) Ogle Cou nty Pilot's

Assoc.

and EAA Chapter 682 Fly-In breakfast. 7-11

a.m

. Info: Glen

Orr

815/732-7268 or airport

at

815

/

734-6136.

JULY 5-9 - A

RLI

NGTO

N, WA - No

rthwest EAA

Fly-ln. " r o: 3

60

/435-5857or

www./IIvea

a.org

JULY

78 LO

MP

OC

,

CA

-

Lompo

c

Ailport. 16th An

nual West Coast Piper Cub Fly-In. Info: Bruce

Fall,805/

733-1914.

JULY

7-9 -

ALLIANCE, OH

-

Alliance-Barber

Ai/port (2 DI). 28th Annual Taylorcraft Own ers

Club Fly-In and Old

Timer

's R

erm

ion. Displays,fo

ntms, workshops, Sat. evening program. r e a ~ f a s t

Sat.

and SlIn. served by EAA Chapter 82. Info :

Brll ce Bixler. 330/823-9748, Forrest Barber

330/823-1168 or Wlvw.taylorcraji.org

JULY 15-COOPERSTO

WN,

NY-(K23) Old Airplane

Fly- I and breakfast. 7:30 a.m .-Noon. Info:

607/547-2526.

JUL

Y 15-DEKA LB, LL-DeKalb Muni. Airport.

DTMA

Transportation Expo 2000.

1Ia.m.-4p.

m. Hosted by

th

e city

of

DeKalb, R&M Aviation,

EAA

Chapter

241

and the Chamber ofComm.

Free

admission

and parking.

JULY 26 - AUGUST

1 -

OSHKOSH, WI

EAA

Air Ventll

re

2000. In fo: EAA HQ,

920

-426-4800,

or wWlV.eaa.organd

www.fly

-in .org

JULY

26 -

AUGUST

1-

OSHKOSH, WI - EAA

Con

vention/AirVenture Fly-In. Visit the American

Navion Society in

the

type club tent

in

the Vintage

area south of the

Red Barn.

Allend annual Navion

dinner and Navionfol1lm. Info: 970/245-7459.

JULY

28 -

OSHKOSH, WI - Stinson

Lun

ch at

Oshkosh. Meet at 11:30 a.m.

behind

Theater In the

Woods

for afree

blls

ride to GolfCentral restall

rant.

Pa

y

on

your

own

there. Sign

up

at the Type

Clllb t

en

t or

ca

ll: Suzette Se

li

g, 630/

904-6964.

AUGUST 5-

ELL

SWORTH,

KS- (9K7). EAA Chapter

1127 Fly-In b r e a ~ f a s t

and

Cowtown

Days

Festival.

Info:

Dale Weinhold, 785

/

472-4309.

AUGUST

6 -

QUEEN CITY, MO

-

13th annual Fly

In at Applegate Airport. Info:

660

/

766

-2644.

AUGUST 12

- CA

DILL

AC,

MI

- EAA Chapter

678

Fly- In Breakfast, 0730

-

1100, Wexford County

Airport

(CAD). Info: Jim Shadoan,

231/

779-8113.

AUGUST 131

8 -

SANTA MA RlA, CA - American

Navion Society National Convention. Info:

970/245-7459

AUGUST 19

-

KALAMAZOO, MI - Newman's

Field (4NO . Fly-In

LlIn

ch donation or Dish to

pass.

Info

:

616

/

375-0208 or

375-069/.

AUGUST 19

-COOP

ERSTOWN, NY-(K23)

Old

Air

plane Fly-In and

breakfast. 7:30

a.m.-Noon.

Info:

607/547-2526.

AUGUST 19-5PEA RFISH, SD

-Cl

yde lee

Field.

17th

Annual EAA

Chapter 806

Fly-In. Info: Bob Golay,

605

/

642-2311 (evenings) or c2

Igolay@

mato.co

m

AUGUST 20

-

BROOKFIELD,

Wl -

Capitol

Airport.

17th Annual Vintage Aircraft display and Ice

Cream

Social. Noon

-

5 p.m. Midwest Antique Air

plane Club monthly meeting, and model aircraft

will also be

on

display.

Fun for the entire family.

Info: Capitol Airport, 4141781-8/32

or

George

Meade,Fly-in Chairman, 414/962-2428.

AU

GUS T 25-

27

- MATTOO

N,

IL

-

4rd Annual

MTO Lus

co mbe Fly-In . Lus co mbe jlldging and

awards, forums and banquet. $50 cash

to

Lus

comb e that flies thefartestto allend. Contacts:

Jerry Cox, 2171234-8720 or Shannon

Yoakim

,

217

/234-7120

SEPTEMBER 1-

3-

PROSSER, WA-17th

Annllal

EAA

Chapter

39

Labor

Da

y Fly-In. Info: 509/735

1664.

SEPTE

MB

ER

3 -

MON

DO

VI, WI - Fly- In, Log

Cabin

Airport, Douglas

J Ward

, SI49 Segerstrom

Rd.,

Mondovi, Wl54755-7855,

715

/

287-4205.

SEP

TE MB

ER 2-MA

RION,

IN

-(MZZ)

10th

annual

Fly

/In Cmise/

ln Pan

ca

ke

breakfast.

Antiqlle,

Clas

sic, Homebllilt ,

Ultralight and

Warbird Aircraft as

well

as

all

types

of

classic

vehicles.

Info:

Ray

L.

Johnson (765)664-25 88

SEPTEM BER 3-WA YNESVILL E,

OH

-Red Stewart

Airport (401) 8th Annual EAA Chapter

84

Tail

dragger

Fly-In

and

breakfast (7a.m.-I1a.m.). Info :

Steve Hanshew,

937

/

780-6343.

SEPTEMB ER 4-10-GALESBURG, IL

29th

National

Stearman

Fly-In. I

nf

o:

John Lohmar, 314/283-7278

or 636

/947

7278.

SEPTEMBER 8-10

-

SACRAMENTO, CA

- Go

l

de

n

West EAA R

eg

ional

Fly-

ln.

Inf

o: 530/677-4503 or

WIVlV.gwfly

-b,

.org

SEPTEMB ER 9-MUSCLE S

HO

ALS, AL

-(MSL) 3rd

Anlllla/

EAA

Chapter

615 Cotton

State Fly-In. Info:

Eric Faires

,

256

/

768-0685

,e

[email protected]

SEPTEM BER 9-10-SHIRLEY, NY-Brookhaven Cal

abro airport. 37th

Annual Anlique

Airplane Club

of

Greater

New York Fly-ln.

Rain

date

9/

16 17. Info:

Roy Kiesel;

63 I/589-03

74.

SEPTEMBER

9-

10-STEUBENVILLE, OH-Jefferson

County Airpark (2G2). Airshow 2000 hosted by

EAA

Chapter 859. Info: W.

Van

Nuys, 740/282

7221 or wvannuys@

eo

hio.net

SEPTEMB ER 10-MT. MORRIS, IL-(C55) Ogle

COllnty Pilot's

Assoc.

and

EAA Chapter 682 Fly-In

breakfast.

7-Noon.

l

nfo: Glen Orr, 8151732-7268

or

airport

at 815

/

734-6136.

SEPTEMBER 10-BURLING

TON,

WI-(C52). Pan

cake breakfast.

Hamburg

er IlInch. 7a.m.-3:30

p.m.

SEPTEMBER

J5-17

-

WATE RTO WN, Wl-(RNV) 16th

Annual Byron

Smith

Memorial Stinson

Reunion

.

Info:

Suezette

Selig, 630

/

904

-6964.

SEPTEMBER 16-17-ROCK FA LL S, IL -Whiteside

County Airport (SQ1). North Central

EAA

"Old

fashioned" Fly-In.

Sun.

morning pancake break

fast.lnfo: 630/543-6743 [email protected]

SEPTEMBER

22

-

23

-

BA

RTLESVILL

E,

OK -Frank

Phillips

Fi

e

ld.

43rd Annllal

Tulsa

Regional

Fly-In.

Info

:

Charlie Harris, 918/622-8400.

SEPTEMBER

22

-23-ASHE

BORO

,

NC-EAA

Chapter

11 76 Aerofest 2000 at Smith Airfield. Oldfash

ioned grass field fly-in and pig pickin

.

Unicom

122

.9. Info: JeffSmith, 336/

879-2830.

SEP

TEM

BER

30

-HANOVER, I

N-Le

e 80

1l0m Airport

(641).

Wood, Fabric alld Tailwheels

Fly-In.

Rain

date

10

/

1,

starts al10 a.m. Info :

Rich Davidson

,

812/866-5654,

nx21175th@

aol.com

VINTAGE AIRPLANE

7
http:///reader/full/vaeaa.orghttp:///reader/full/vaeaa.orghttp:///reader/full/vaeaa.orghttp:///reader/full/vaeaa.orghttp:///reader/full/vaeaa.orghttp:///reader/full/vaeaa.orghttp:///reader/full/WWlv.taylorcrafi.orghttp:///reader/full/talisman@!riend.ly.nethttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp:///reader/full/www./IIveaa.orghttp:///reader/full/www./IIveaa.orghttp:///reader/full/www./IIveaa.orghttp:///reader/full/www./IIveaa.orghttp:///reader/full/www./IIveaa.orghttp:///reader/full/Wlvw.taylorcraji.orghttp:///reader/full/wWlV.eaa.orghttp:///reader/full/wWlV.eaa.orghttp:///reader/full/wWlV.eaa.orghttp:///reader/full/www.fly-in.orghttp:///reader/full/www.fly-in.orghttp:///reader/full/www.fly-in.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/WIVlV.gwfly-b,.orghttp:///reader/full/WIVlV.gwfly-b,.orghttp:///reader/full/WIVlV.gwfly-b,.orghttp:///reader/full/WIVlV.gwfly-b,.orghttp:///reader/full/WIVlV.gwfly-b,.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/vaeaa.orghttp:///reader/full/WWlv.taylorcrafi.orghttp:///reader/full/talisman@!riend.ly.nethttp://www.greeleynet.colii/eaaregionalhttp:///reader/full/www./IIveaa.orghttp:///reader/full/Wlvw.taylorcraji.orghttp:///reader/full/wWlV.eaa.orghttp:///reader/full/www.fly-in.orgmailto:[email protected]:///reader/full/WIVlV.gwfly-b,.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]


30/36

VINTAGE

TRADER

Something to buy,

sell

or

trade?

An inexpensive ad

in

the Vintage Trader may be

just

the answer to obtaining t

hat

elusive

part

.

.50 per word, $8.00 minimum char

ge

. Se

nd

your

ad

and payment to: Vintage Trader,

M

Avia

tion Center

P.O.

Box 3086

Oshkosh WI

54903-3086,

orfax

your

ad

and your credit card

number to 920/426-482

8

Ads must be received

by

th

e 20th

of th

e month

for in

sertion

in

the issue

the sec

ond

month f ollowing (e.g., October 20th

for th

e December issue.)

MISCELLANEOUS

BABBITT BEARING SERVICE - rod bearings, main

bearings, camshaft bearings, master rods, valves.

Call

us

Toll Free 1/800/233-6934 , e-mail

[email protected] Web site www.ramengine.com

VINTAGE ENGINE MACHINE WORKS, N. 604

FREYA ST.

, SPOKANE,

WA

99202.

Stinson Parts Wanted. Need copilot brake

pedal setup (complete or parts) for 108-2 restora

tion project . Bart (208) 367-9328, e-mail: olivia@

Documents

Vintage Airplane - Jun 2000