VOL 31 No 11 NOVEMBER 2003

2 VAA NEWSHG Frautschy

4 AEROMAIL

5 JOHN MILLER RECALLS EARLY AIRLINE ADVENTURESJohn Miller

6 THE VINTAGE INSTRUCTOR EMERGENCIES REPORTSDoug Stewart

8 PASS IT TO BUCK

9 PROPER BEHAVIOR THINKBuck Hilbert

11 CRACKED AND CONTACT PROPER ENGINE PROPPINGTony Mark

14 AIRVENTURE

16 FAIRCHILD 22 IS IT RESTORING OR RECREATINGBudd Davisson

22 MYSTERY PLANEHG Frautschy

26 NEW MEMBERS

27 CLASSIFIED ADS

EAA PUBLICAJ IO IZSTloN~___

Publisher TOM POBEREZNY Editormiddotin-Chief scon SPANGLER Executive Editor MIKE DIFRISCO News Editor RIC REYNOLDS Photography Staff JIM KOEPNICK

LEEANN ABRAMS TRISHA LUNDQUIST

Advertising Coordinator JULIE RUSSO Advertising Sales LOY HICKMAN

913-268-6646 AdvertisingEditorial Assistant ISABELLE WISKE Copy Editing COLLEEN WALSH

KATHLEEN WITMAN

VINTAGE AIRPLANE

Front Cover The rare Fairchild 22 has classic Art Deco lines Pilotrestorer

Tim Talen and owner John Thomason skirt a local rainshower near Oshkosh in

Johns newly-restored Fairchild 22 C7B EAA photo by LeeAnn Abrams EAA

Cessna 210 photo plane flown by Bruce Moore

Back Cover The Father Of Modern Aeronautics is the title of Ulli Misegades

watercolor dedicated to the pioneering German airman His scientific methods of

the investigation of mechanical flight helped pave the way for those who would

follow Ullis painting garnered an Honorable Mention ribbon in the 2003 EAA Sport Aviation Art Competition You can contact her in North Carolina at 919shy

303-8230 or e-mail ullisartyahoocom

Executive Director Editor HENRY G FRAUTSCHY VAA Administrative Assistant THERESA BOOKS Contributing Editors JOHN UNDERWOOD

BUDD DAVISSON

STRAIGHT Be LEVEL

November already Its hard to believe were nearly done with 2003 and another year has slipped by You might not be

able to count on the weather but you can be sure that time will continue to march on I can confirm this fact when I look in the mirror each morning while shaving

In lifes great plan you can also count on the fact that there will be younger people to fill our place in lifes tasks Back in 1993 the VAA established the VAA Hall of Fame intended to honor those individuals who in the past have made lasting beyond the call of duty contributions to the causes of vintage aviation and the Vintage Airshycraft Association At the end of October we honored two such individuals Alshyfred Kelch and Nick Rezich

For a long time Nick Rezich was known far and wide as the voice of EAA His colorful descriptions and announceshyments during the EAA conventions in Rockford and Oshkosh brought a smile to the faces of many members over the years He was also a great promoter of vintage airplanes both at the field with the many airplanes he and his brothers owned and at his bar the famous Pylon Club near Midway airport in Chicago

Al Kelch is one of the AntiqueClassic elders having been one of the Divisions founding members For a time in the mid-1970s he and his wife Lois edited Vintage Airplane magazine His enthusishyasm for vintage airplanes led him to a directorship with the AntiqueClassic Dishyvision and he and his friend Claude Grey worked hard to create the core of the judging system we still use today to judge aircraft

Every year in conjunction with the fall VAA Board of Directors meeting the VAA Hall of Fame inductees are invited to a gala dinner and presentation hosted by the VAA lAC NAFI Warbirds of America

BY ESPIE BUTCH JOYCE PRESIDENT VINTAGE ASSOCIATION

lime marches on EAA and the EAA Ultralight Council If you know someone who has served vinshytage aviation well and furthered the causes of the Vintage Aircraft Association please submit your nomination to Charshylie Harris the chairman of the VAA Hall of Fame committee The form can be found on the VAA website at wwwvintage aircraft orgprogramsnom inating html Well also be publishing the form in the December issue of Vintage Airplane Weve extended the deadline for the nominee to be honored in 2004 to Deshycember 312003 so dont delay You should also ask others who know of the accomplishments of your nominee to send in either a nomination form or a letshyter of support of your nomination The letter should detail the nominees contrishybution to vintage aviation We look forward to reviewing your nominations

Later in 2004 in conjunction with some planned changes to the EAA webshysite the VAA will add another member benefit well have a members only section to the VAA website Well add content from Vintage Airplane magashyzine plus other educational materials If you have any suggestions regarding the type of material youd like to see on the VAA site please feel free to contact your magazines editor HG Frautschy at vintageeaaorg

Weve had some good news on the Chapters front-weve had four new apshyplicatiOns sent in for VAA Chapters Well let you know who they are once their charters have been sent out

Before the weather turned this fall I atshytended the VAA Chapter 3 fly-in in Darlington South Carolina The past few years the organizers have had to contend with a rainout with only the hard-core members driving in This year the weather could not have been more perfect with clear skies warm days and cool nights By Friday afternoon about 7S airplanes were on the field The Friday night pig

pickin had at least a couple hundred people enjoying the pork and fixings

By midday on Saturday more than 220 airplanes were in attendance and many of those pilots and crew stayed to enjoy a great banquet and guest speaker Its always great to sit down and visit with friends you see only once a year

Im sure Ill see many of you on the Outer Banks of North Carolina during the Centennial of Flight celebration at the Wright Brothers National Memorial in Kitty Hawk Be prepared for any type of weather It could be the nicest 7soF day you can imagine or you could find yourself standing in the middle of a Noreaster with 40 mph winds and rain Lets hope for something in the middle we need a bit of a breeze for EAAs Wright Flyer Im really looking forward to this event and if youve already got your tickets (theyre sold out for December 17 but not for the other days) Im sure youre counting down the days too

As a member you can help your assoshyciation by asking a friend to join us and enjoy Vintage Airplane magazine You might even consider giving a membershyship as a Christmas present What a neat surprise for them to find in their Christshymas card Ive done it for folks I know and they later became active members

If your buddys wife or husband is struggling for an idea suggest he or she give a gift membership Its easy to do Just call EAA Membership Services at 800843-3612 and theyll guide you through the process

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

Butch

VINTAGE AIRPLAN E

YAA NEWS EAA Seeks Additional ADlZ-Grounded Aircraft

Only six aircraft owners met the September 12 deadline to submit information to the Transportation Security Administration (TSA) for relocating their noncompliant airshycraft from the Washington DC Air Defense Ident ification Zone (ADIZ) Because of the low response TSA did not issue blanket relocation procedures via a Notice to Airmen (NOTAM) as originally proposed Instead TSA planned coordinated egress procedures directly with the individual aircraft owners the FAA and security interests

EAA is concerned th at there may be addi tiona l aircraft and ulshytralight vehicles based within the ADIZ that are currently grounded because they do not have twoshyway communicat ion andor transponder capabilities If yo u are based within the ADIZ own an aircraftvehicle that is grounded

ture egress opportunities for ownshyers who either missed the original deadline or were not aware of the original relocation plan

Send the following informa shytion to EAA Vice President of Government Relations Doug Macnair at govteaaorg or you may call the EAA government programs office with the inforshymation at 920-426-6522

A Aircraft owners full name B Pilots full name (if different

from aircraft owner) C Contact telephone number(s)

for A and B above D E-mail addressees) for A and B

above E Aircraft tail number F Location of aircraft including

latitude and longitude coordinates G Aircraft radio capabilities H Aircraft transponder capabilishy

ties

Interested in Becoming

WORKSHOPS ---~--

Fill in the Gaps If youre an ace welder but

new to fabric covering consider taking a weekend fabric covering class through the EAA SportAir Workshop program Its one of the dozen hands-on classesshyfrom composite construction to test flying your aircraft-listed at wwwsportaircom Complete class descriptions dates (through March 2004) location fees anshyswers to frequently asked questions and online registrashytion are posted there Class size ranges from six to 20 depending on the class so register early to reserve your spot

EAA AirVenture Forums Available on Cassette

EAA AirVenture Oshkosh daily forums provide a wealth of aviashytion information on average more than 100 forums occur each day of the convention As a servshyice to those unable to attend particular forums EAA member Dave Yeoman and his wife Mary have recorded nearly all of the foshyrums held since 1972 (about 7000 of them) These recordings

can be valuable historical resources for everyone You can purchase a casshysette recording for $8 per forum with an additional $1 shipping charge per order Daves website (wwwforums4us) lists the forum titles for each year back to 1997 a complete list of all forums since 1972 can be purshychased on a personal computer (PC) floppy disk format for a $1 charge For more information e-mail dave(orums4us or call 319-377-4188

NOVEMBER 2003

examiner (PPE) or a certificated flight instructor (CFI) in vintage multiengine aircraft it would not take much more to become an FAA national deSignated pilot examiner (NDPER) andor an FAA national deSignated flight engineer examiner (NDFEER)

To do so you must meet the folshylowing minimum requirements bull Hold a current FAA OPE certifishy

cate bull Have been an FAA OPE or an

FAA PPE for at least one year bull Hold a current FAA Class II medshy

ical certificate bull Hold a minimum of two type

ratings LOAs andor authorshyized experimental ratings in multiengine vintage aircraft

bull Have a proven background inshyvolving the operation of multiengine vintage aircraft

bull Hold a current EAA membership bull Be willing to travel

EAA and FAA encourage multi shyengine vintage aircraft p ilots who

or know of someone with a grounded aircraft please notify EAA as quickly as possible EAA will gather required information and work with TSA to develop fu-

an NDPER Attention Vintage and Warshybird DPEs PPEs and CFIs

If youre an FAA designated pilot examiner (OPE) a pilot proficiency

2

Centennial Celebrations Final Day Sold Out

Organizers of the First Flight Centennial Celebration at the Wright Brothers National Memorial in Kill Devil Hills North Carolina December 12shy17 have declared December 17 a sellout and expect 35000 people to commemoshy

rate the 100th anniversary of the worlds first powered flight Weather permitting EAAs authentic reproduction of the 1903 Wright Flyerwill re-create that first flight at 1035 am precisely 100 years later to the minute EAA Young Eagles Chairman Gen Chuck Yeager will follow the commemoration with a ceremonial flight with the one-millionth EAA Young Eagle

Individual one-day tickets for December 13-16 are still available at $10 per day $5 each for senior citizens age 62 and older and disabled individushyals (December 12 is a non-ticketed day) EAAs Countdown to Kitty Hawk touring pavilion presented by Ford Motor Company and supported by Mishycrosoft Flight Simulator Eclipse Aviation and Northrop Grumman will make its final appearance during the six-day celebration Themes for the other five days are as follows bull December 12-lgniting the Imagination bull December 13-14-Remember the Past Imagine the Future bull December 15-Protecting the Home of the Brave bull December 16-ln Historys Footsteps Celebrating 100 Aviation

Pioneers Remaining tickets for December 13-16 can be ordered online at

wwwwrightbrothersreserveworldcom or by calling 800-973-7327 (301shy722-1257 outside of the United States)

PHOTO COURTESY OF THE WRIGHT STATE UNIVERSITY

time but he never gave in he fought it until the second he died

Among the 11 aircraft he built were remakes of the Brown B-2 Miss Los Angeles a Gee Bee Z Miles and Attwood Special de Havilland Comet Benny Howards Pete PobJoy Racer and the Laird-Turner Champion The Gee Bee Brown B-2 and Miles and Attwood Special can be seen in action in the Disney movie The Rocketeer Beshyfore everyone headed out to EAA AirVenture Oshkosh this year Bills family and friends held a living meshymorial for him at Flabob Airport to pay tribute to him

Harold Hauck The highest-time Ford Tri-Motor

pilot Harold Hauck age 81 passed away August 232003 Hauck was the chief pilot for Island Airways the last regularly scheduled airline to use the Ford in regular passenger service He logged more than 15000 hours in the Tin Goose over a 31-year period He also served as the airport manager for Put-In-Bay Ohio Countless tourists and local folks got a vintage taste of flight 1920s-style on one of the regular tour flights Hauck also flew in the Ford The Island Airways Fords were cargo carriers aerial ambushylances and flying school buses for many who lived on South Bass Isshyland and the surrounding area of Port Clinton Ohio

VINTAGE AIRPLAN E

do not meet the above minimum requirements to work toward eligishybility by becoming either an FAA DPE or an FAA PPE Appointments for either the DPE or the PPE are handled through your local Flight Standards District Office (FSDO)

To determine the national need for such examiners andor for help in processing your DPE or PPE apshyplication through the FSDO contact JD Martin FAA National Program Manager for Vintage and Surplus Military Aircraft at 847shy294-7150 or jdmartin(aagov

For other questions on the NDshyPER and the NDFEER programs contact Verne Jobst EAA NDshyPERNDFEER Program Manager 815-385-7277 JD Martin (see

above) or Randy Hans en EAA NDPERNDFEER Program Adminshyistrator 920-426-6522

OBITUARIES

William Bill Turner Aircraft builder and lifelong avishy

ation lover William Bill Turner EAA 26489 died at 81 in Califorshynia on September 24 after a lengthy bout with prostate cancer He served on the EAA Foundation Board of Directors when EAA called Hales Corners Wisconsin home EAA was so important to him and he was such a part of EAA said his son Willie Turner Hed been battling it (cancer) for a long

3

AEROMAIL Professor Hugo Junkers Reference Your article in Vintage Airplane May 2003

Sir I read your article with great interest

On most technical aspects I fully agree

with you on some I have some comshyments of which more later But in your

assessment of the person of Professor Junkers you are way out-but you stand

excused the old gentleman has been

dead close to 70 years and though he was a legend in his lifetime few undershy

stood him even then First of all you mention his status as an

industrialist but completely omit mention of his second career as an academic teacher However that was a sequence of

cause and effect In 1888 Junkers started

work as an engineer under Nikolaus Otto inventor of the internal combustion engine

at Deutsche Continental Maschinenfabshy

rik Within five years he started his own company to build gas-heated water boilshy

ers of a type he had invented and patented He designed them in just the

right size to heat a bathtub-full of water in 10 minutes thus for the first time making

hot running water available in the rental tenements that were being constructed in all European cities at that period to acshycommodate the growing industrial labor force Success brought recognition recognition brought honors in 1897

Junkers was awarded the chair of the deshypartment of thermodynamics at Aachen University

There he was asked by a technically

less skilled colleague to help in the deshysign of a glider aircraft Thus introduced to the budding science of aviation he deshysigned and patented (but neither built nor

flew) a canard-shaped glider in 1909 and in 1911 at his own expense erected the first wind tunnel on university premises

NOVEMBER 2003

At that time he was neither a man of war nor a pacifist His social and acashy

demic status both made the patriotic

support of his country at the start of World War I a matter of course His recent

scientific work led him to design military aircraft his industrial background made

metal the natural choice as building mateshyrial Steel (not iron) was a forced choice

though because at that time the very limshyited supply of light alloys was strictly

reserved for the construction of Zeppelin airships Thus his first aircraft was covshy

ered with sheet steel rolled to razor-blade

gauge (008 inch) By the time duralumin an alloy of alushy

minum with 15 percent copper became available in sufficient quantities he had

found that thin sheets of this material could be stiffened by adding corrugations

during the last stages of rolling the sheets This added stiffness of very small-gauge

sheet metal was the one and only reason for the typical Junkers wrinkled skin

Junkers had no need to turn pacifist at

the end of World War I he was a realist He saw the potential of air travel and

made a determined effort to help it along His way of driving his design team during

the development of the F 13 may seem to have been tyrannical but he drove himself

like the rest The result was the first flight of the first purpose-designed aircraft for

passenger transport just six months after the armistice The number of sales (322)

and the length of the production run

(1919 to 32) bear witness to his judgshyment and farsightedness

Not typical so much of Hugo Junkers but of his whole generation of industrial

leaders was the desire to make his airshycraft company independent of external engine manufacturers by developing his

own line of very efficient aero engines Given a little more time it is not unlikely he might even have beaten Daimler-Benz in this field as by the time of his forced retirement he had already passed BMW

By the time the Nazi government came around Professor Junkers was 74 years old It is of little importance today whether he disagreed with their ideas or only their manners as old men for censhy

turies have with parvenus Even had he agreed with them it is doubtful that he

would have been allowed to retain control of his far-flung enterprises for long nor if

he himself would have wanted to

There is prolific Junkers literature in and out of print in the German language I

have no doubt a lot of it also exists in

English I only tried to raise a few of the most salient points in this letter

Happy Landings

Gerhard K Jantsch Lt Col German Air Force (retired)

PS In your leadoff paragraph you

voice the opinion that F 13 pilots entered through the passenger door and worked

their way forward Not so They mounted

over the wing like their passengers but took an additional step forward and enshy

tered their cockpits from above in the approved style of the period The passenshy

gers were afforded the luxury of a solid bulkhead plus the cockpit space beshy

tween themselves and that noisy engine Other aircraft makers took years to imishy

tate this feature Junkers did by the way build military

aircraft after WWI and before the Nazi

takeover-at the instigation of neutral governments like those of Denmark and

Sweden Originally only design work was done at Dessau construction being unshy

dertaken by subsidiaries established in the ordering countries for the purpose Afshyter 1925 when Allied supervision was relaxed to some degree the airframes

were built at Dessau and then flown to the ordering countries for integration of

military equipment The first attempt to militarize a postshy

war Junkers aircraft was made as early as 1920 in the United States by a US citishy

zen of Danish ancestry named John

Larsen This gentleman had traveled to Europe right after the war with the intenshytion of selling war surplus US aircraft to European governments When he became aware of the success of the F 13 he went

to Dessau and negotiated a contract for the sole distributorship of this aircraft in the United States He won his contract

and went back home in December 1919 having placed firm orders for 10 aircraft and obtaining options on a further 100

When he found that his home country was not nearly as ready for air travel as

Europe was at that time he tried to sell the F 13 to the US Army as what we

would today call a close support aircraft

continued on page 25

4

and

I n 1936 I was flying as a mately 273 With a cruise copilot for United Air Lines speed of about 150 mph at about (UAL) I was learning a lot 80 gph there was just enough for a from the old-timer captains little reserve against an average

who had been flying the Post Ofshy head wind from the Newark airshy

Pratt amp Whitney geared radials of 550 hp They had automatic mixshyture control and constant-speed propellers but the propellers would not feather

fice Air Mail Service in the old DH-4 open-cockpit biplanes of World War I vintage with Liberty 400-hp engines The flying in those days was entirely visual for instrument flying had not been invented They had flown the mail day and night under incredible weather conshyditions and a number of them about 40 lost their lives

When National Air Transport (NAT) took over the airmail conshytract between New York Chicago the surviving pilots of the Air Mail Service transferred to NAT By the time I joined NAT had combined with Boeing Air Transport to become United Air Lines so I was able to fly the difshyferent divisions to Oakland California Also by that time the old-timer pilots had become profishycient instrument pilots as a result of Howard Stark teaching the chief pilots how to use the Sperry turn indicator (see May 2002 issue of Vintage Airplane)

In 1933 after the artificial horishyzon and directional gyro had been developed UAL started flying the first modern airliner the Boeing 247 replacing the old Ford tri-Moshytor The 247 was an all-metal low-wing twin-engine monoplane with electric retractable landing gear and a tailwheel By 1936 the fleet of Boeing 247s had been conshyverted to the Model 2470 with

These were the first airplanes that were fully de-iced by the same type of pneumatic boots still used today There was alcohol de-icing on the propeller blades the carbushyretor air intakes and windshields The big hemispherica l propeller spinner was covered with porous rubber that was soaked with glycshyerin to prevent icing This was the first airliner with all these features and equipment All of th e alushyminum alloy was gray anodized such as used on propeller blades today Control surfaces were fabric covered No flaps The 2470 carshyried two pilots a flight attendant 10 passengers and a lot of cargo I dont recall the gross weight the actual payload or other weights

The 2470 was a greatly adshyvanced aircraft in its day but the fuel capacity was too low approxishy

port to the Cleveland airport about 410 statute miles-not the FAA reserve required today This shortage of fuel caused many adshy

ventures so the company maintained a fueling station at a Department of Commerce emergency field at Kylertown located in the coal-mining district of central Pennsylvashy

nia This was a grass field with its longest runway lower in the

center than the two ends It had a beautiful double-ended hangar so that two 247Ds could taxi in one behind the other and then after refueling taxi out the other end

Refueling was done in the heated hangar from fuel pits and there were heating fans overhead with canvas tubes for preheating the engines There was an office a shop radio room space and excelshylent facilities for the passengers while the planes were being refushyeled or in case of weather delays There were no hotels for many miles since the location was really in the outback

UAL had its own little loop-type radio range station on the field for instrument approaches Those lowshyfrequency range stations were rather tricky in mountainous tershyrain which had the effect of causing multiple courses and false cones of silence so the pilots had to be very cautious when they used them ~

VINTAGE AIRPLANE 5

bull bull

THE VINTAGE INSTRUCTOR

Emergencies bull

Several years ago I had a job flying a Piper Mirage for a wonderful elderly lady In the winter this airplane became a

snowbird shuttling the lady and her many friends and family from the icy skies of New England to the sun and warmth of Southern Florida During this period of time I was esshytablishing a lovehate relationship with the Mirage

Although the airplane was capashyble of flying high and fast it kept me constantly alert for something to malfunction Things like a gear light going inoperative or the aushytopilot having a brainfart and wanting to fly right through a preshyselected altitude were typical At least it kept me on my toes during the long hours of en route flying It was essential to keep a constant scan going including not only the flight instruments but all the enshygine instruments and annunciators as well

Because of the complexity of the aircraft insurance requirements mandated annual recurrent trainshying During the recurrent training I had received that year I learned that one of the things that had been failing on the Mirage was the turbocharging system What would typically happen is that an oil seal would fail in the turbocharger causing it to seize The loss of oil would then lead to the second turshybocharger failing and soon thereafter the engine would seize

Fortunately the Mirage was a 6 NOVEMBER 2003

DOUG STEWART

great cabin class glider Its long clean wing yielded great gliding characteristics So if you were high enough when the engine failed you could travel quite some disshytance before having to commit to a landing I had even heard of an instructor who had managed to travel 50 miles down the Florida coast riding the thermals that exshyisted not far offshore during a simulated power failure

On one particular flight back to Great Barrington from Florida my passengers consisted of the owner of the airplane her teenage godshydaughter and a sedated cat Because we were at flight level 210 the route always took us out over the Atlantic from the Del-Mar-Va peninsula toward the eastern end of Long Island Ahead was an area of cirrus As I turned on the pitot and stall warning heat I had a strange foreboding feeling entering the clouds

We had not been in the clouds for much more than 10 minutes when I heard a loud high-pitched squealing Taking my headset off made the squealing louder but I couldnt determine the source of the noise I intensified my scan paying particular attention to the ammeters On a previous flight we had had alternator trouble and I thought the squealing might be coming from one of the alternators singing its swan song

All of a sudden there was a POP as the cockpit windows in-

reports

stantly fogged up and the acrid smell of hot oil filled the cockpit My eyes went to the manifold presshysure gauge where I saw that the manifold pressure had dropped significantly A quick check of the pressurization gauge showed that the cabin pressure had jumped up to 12000 feet from 8000 feet A sickening feeling hit my stomach as I realized we had just lost a turshybocharger

I quickly called New York Censhyter and said Uh New York 93Q weve just lost a turbocharger I need a turn to the nearest airshyport NOW Center responded 93Q turn heading 260 Atlantic City is 52 miles to the west Do you want to declare an emergency My response was negative My flawed thinking was that the enshygine was still running My training had told me that it was quite probshyable that in a short time the second turbo would fail followed in quick order by the engine and then I would get to experience just how good a glider that airplane would be I would declare the emergency at that point

Center instructed me to deshyscend to FL 190 which I refused If I was to become a glider with land more than 30 miles away there was nothing as useless as alshytitude above me Looking up the Atlantic City ATIS frequency on the en route chart I dialed it into the number two comm and lisshytened as the ATIS reported

300-foot ceilings with a half-mile visibility using the ILS to Runway 13 I quickly dialed in the localshyizer frequency figuring that if the engine quit I could at least track the localizer back course and if luck were with me I might get myself to the airport

As I got closer to Atlantic City I asked Center for lower The Stormshyscope showed that I would have to descend through a small cell but I was willing to take the risk and remain on the localizer trackshying straight in to my destination As I descended I started to regain manifold pressure but I also started to pick up some ice Strangely the ice was forming on the top of the wing where the center of pressure was

Descending through 8000 feet I was passed to Atlantic City Apshyproach Control They asked me if I minded if they brought a Lear in front of me I thought that a strange request ATC had never given me that kind of option before Since my manifold pressure had now stashybilized I saw no problem with letting a Lear in front of me espeshycially since I still had altitude to lose and distance to cover

The engine was still running okay and manifold pressure had normalized as I no longer needed a turbocharger to boost the presshysure As I turned to the base leg for the ILS I was passed to Atlantic City Tower Just as I hit the flipshyflop switch on the radio I heard the tower controller saying Sorry the airport is clos My heart came up into my mouth I thought the airport had gone zerozero What would my opshytions be now The engine hadnt quit yet but The controller continued ed for an emershygency My mind had been racing way ahead of the controller but the realization now dawned on me that I was the emergency

As I broke out at just under 300 feet I could see yellow emergency vehicles parked at every taxiway intersection red lights flashing

Although I had never declared an emergency ATC had declared the emergency for me I was being given priority service That is why

follows the declaration of an emergency

Declaring an emergency

would have given me priority treatment

approach had asked me if I minded the Lear going in ahead of me

The worst part of the trip now lay ahead of me I had to drive from New Jersey to Massachusetts with a teenage girl that couldnt stop talking leaning in the space between the two front seats chewshying and popping her gum when she wasnt talking Beside her in the back seat was a very ill cat The cat didnt stop voicing her discontent except when she was voiding herself through every orishyfice available

The drive gave me ample time to think about the events that had just transpired Why had I not deshyclared the emergency Was it the dreaded paperwork that follows the declaration of an emergency (so it is falsely said) Why are we as pilots so reluctant to declare an emergency Declaring an emershy

gency would have given me priorshyity treatment And so what if I had been found negligent or careless or reckless At least I would be alive to defend myself

It made me think of the Coshylumbia Airlines tragedy on Long Island The crew told ATC that they were fuel critical but never declared an emergency and thus were vectored back around on a missed approach to sequence beshyhind other traffic How many lives were lost when they ran out of fuel before getting back to JFK It is true that ATC can declare the emergency for you as they had in my case but how many conshytrollers would do that Many controllers are not pilots and in many cases are ignorant when it comes to analyzing a potential emergency A tower controller at Danbury Connecticut did not think it necessary to declare an emergency for the pilot who stated after his engine started to run rough better get out the equipment The pilot was not given priority sequenCing (havshying not declared an emergency) and ended up having to go around and when the engine quit for good on the go-around he crashed

So if you find yourself in an emergency situation do not hesishytate to declare the emergency In numerous cases you will not have to file any report of any kind Reshymember the regs say shall upon request file a report (italshyics are mine)

They do not say that you have to file a report And if you do Wouldn t it be better to stand in front of six people explaining your actions than having six people carry you on their shoulshyders ina box Declaring an emergency might very well be the defining moment that takes you from being a good pilot to being a great pilot

Read more about Dougs work at wwwdsflightcom

VINTAGE AIRPLANE 7

and

I n 1936 I was flying as a mately 273 With a cruise copilot for United Air Lines speed of about 150 mph at about (UAL) I was learning a lot 80 gph there was just enough for a from the old-timer captains little reserve against an average

who had been flying the Post Ofshy head wind from the Newark airshy

Pratt amp Whitney geared radials of 550 hp They had automatic mixshyture control and constant-speed propellers but the propellers would not feather

fice Air Mail Service in the old DH-4 open-cockpit biplanes of World War I vintage with Liberty 400-hp engines The flying in those days was entirely visual for instrument flying had not been invented They had flown the mail day and night under incredible weather conshyditions and a number of them about 40 lost their lives

When National Air Transport (NAT) took over the airmail conshytract between New York Chicago the surviving pilots of the Air Mail Service transferred to NAT By the time I joined NAT had combined with Boeing Air Transport to become United Air Lines so I was able to fly the difshyferent divisions to Oakland California Also by that time the old-timer pilots had become profishycient instrument pilots as a result of Howard Stark teaching the chief pilots how to use the Sperry turn indicator (see May 2002 issue of Vintage Airplane)

In 1933 after the artificial horishyzon and directional gyro had been developed UAL started flying the first modern airliner the Boeing 247 replacing the old Ford tri-Moshytor The 247 was an all-metal low-wing twin-engine monoplane with electric retractable landing gear and a tailwheel By 1936 the fleet of Boeing 247s had been conshyverted to the Model 2470 with

These were the first airplanes that were fully de-iced by the same type of pneumatic boots still used today There was alcohol de-icing on the propeller blades the carbushyretor air intakes and windshields The big hemispherica l propeller spinner was covered with porous rubber that was soaked with glycshyerin to prevent icing This was the first airliner with all these features and equipment All of th e alushyminum alloy was gray anodized such as used on propeller blades today Control surfaces were fabric covered No flaps The 2470 carshyried two pilots a flight attendant 10 passengers and a lot of cargo I dont recall the gross weight the actual payload or other weights

The 2470 was a greatly adshyvanced aircraft in its day but the fuel capacity was too low approxishy

port to the Cleveland airport about 410 statute miles-not the FAA reserve required today This shortage of fuel caused many adshy

ventures so the company maintained a fueling station at a Department of Commerce emergency field at Kylertown located in the coal-mining district of central Pennsylvashy

nia This was a grass field with its longest runway lower in the

center than the two ends It had a beautiful double-ended hangar so that two 247Ds could taxi in one behind the other and then after refueling taxi out the other end

Refueling was done in the heated hangar from fuel pits and there were heating fans overhead with canvas tubes for preheating the engines There was an office a shop radio room space and excelshylent facilities for the passengers while the planes were being refushyeled or in case of weather delays There were no hotels for many miles since the location was really in the outback

UAL had its own little loop-type radio range station on the field for instrument approaches Those lowshyfrequency range stations were rather tricky in mountainous tershyrain which had the effect of causing multiple courses and false cones of silence so the pilots had to be very cautious when they used them ~

VINTAGE AIRPLANE 5

bull bull

THE VINTAGE INSTRUCTOR

Emergencies bull

Several years ago I had a job flying a Piper Mirage for a wonderful elderly lady In the winter this airplane became a

snowbird shuttling the lady and her many friends and family from the icy skies of New England to the sun and warmth of Southern Florida During this period of time I was esshytablishing a lovehate relationship with the Mirage

Although the airplane was capashyble of flying high and fast it kept me constantly alert for something to malfunction Things like a gear light going inoperative or the aushytopilot having a brainfart and wanting to fly right through a preshyselected altitude were typical At least it kept me on my toes during the long hours of en route flying It was essential to keep a constant scan going including not only the flight instruments but all the enshygine instruments and annunciators as well

Because of the complexity of the aircraft insurance requirements mandated annual recurrent trainshying During the recurrent training I had received that year I learned that one of the things that had been failing on the Mirage was the turbocharging system What would typically happen is that an oil seal would fail in the turbocharger causing it to seize The loss of oil would then lead to the second turshybocharger failing and soon thereafter the engine would seize

Fortunately the Mirage was a 6 NOVEMBER 2003

DOUG STEWART

great cabin class glider Its long clean wing yielded great gliding characteristics So if you were high enough when the engine failed you could travel quite some disshytance before having to commit to a landing I had even heard of an instructor who had managed to travel 50 miles down the Florida coast riding the thermals that exshyisted not far offshore during a simulated power failure

On one particular flight back to Great Barrington from Florida my passengers consisted of the owner of the airplane her teenage godshydaughter and a sedated cat Because we were at flight level 210 the route always took us out over the Atlantic from the Del-Mar-Va peninsula toward the eastern end of Long Island Ahead was an area of cirrus As I turned on the pitot and stall warning heat I had a strange foreboding feeling entering the clouds

We had not been in the clouds for much more than 10 minutes when I heard a loud high-pitched squealing Taking my headset off made the squealing louder but I couldnt determine the source of the noise I intensified my scan paying particular attention to the ammeters On a previous flight we had had alternator trouble and I thought the squealing might be coming from one of the alternators singing its swan song

All of a sudden there was a POP as the cockpit windows in-

reports

stantly fogged up and the acrid smell of hot oil filled the cockpit My eyes went to the manifold presshysure gauge where I saw that the manifold pressure had dropped significantly A quick check of the pressurization gauge showed that the cabin pressure had jumped up to 12000 feet from 8000 feet A sickening feeling hit my stomach as I realized we had just lost a turshybocharger

I quickly called New York Censhyter and said Uh New York 93Q weve just lost a turbocharger I need a turn to the nearest airshyport NOW Center responded 93Q turn heading 260 Atlantic City is 52 miles to the west Do you want to declare an emergency My response was negative My flawed thinking was that the enshygine was still running My training had told me that it was quite probshyable that in a short time the second turbo would fail followed in quick order by the engine and then I would get to experience just how good a glider that airplane would be I would declare the emergency at that point

Center instructed me to deshyscend to FL 190 which I refused If I was to become a glider with land more than 30 miles away there was nothing as useless as alshytitude above me Looking up the Atlantic City ATIS frequency on the en route chart I dialed it into the number two comm and lisshytened as the ATIS reported

300-foot ceilings with a half-mile visibility using the ILS to Runway 13 I quickly dialed in the localshyizer frequency figuring that if the engine quit I could at least track the localizer back course and if luck were with me I might get myself to the airport

As I got closer to Atlantic City I asked Center for lower The Stormshyscope showed that I would have to descend through a small cell but I was willing to take the risk and remain on the localizer trackshying straight in to my destination As I descended I started to regain manifold pressure but I also started to pick up some ice Strangely the ice was forming on the top of the wing where the center of pressure was

Descending through 8000 feet I was passed to Atlantic City Apshyproach Control They asked me if I minded if they brought a Lear in front of me I thought that a strange request ATC had never given me that kind of option before Since my manifold pressure had now stashybilized I saw no problem with letting a Lear in front of me espeshycially since I still had altitude to lose and distance to cover

The engine was still running okay and manifold pressure had normalized as I no longer needed a turbocharger to boost the presshysure As I turned to the base leg for the ILS I was passed to Atlantic City Tower Just as I hit the flipshyflop switch on the radio I heard the tower controller saying Sorry the airport is clos My heart came up into my mouth I thought the airport had gone zerozero What would my opshytions be now The engine hadnt quit yet but The controller continued ed for an emershygency My mind had been racing way ahead of the controller but the realization now dawned on me that I was the emergency

As I broke out at just under 300 feet I could see yellow emergency vehicles parked at every taxiway intersection red lights flashing

Although I had never declared an emergency ATC had declared the emergency for me I was being given priority service That is why

follows the declaration of an emergency

Declaring an emergency

would have given me priority treatment

approach had asked me if I minded the Lear going in ahead of me

The worst part of the trip now lay ahead of me I had to drive from New Jersey to Massachusetts with a teenage girl that couldnt stop talking leaning in the space between the two front seats chewshying and popping her gum when she wasnt talking Beside her in the back seat was a very ill cat The cat didnt stop voicing her discontent except when she was voiding herself through every orishyfice available

The drive gave me ample time to think about the events that had just transpired Why had I not deshyclared the emergency Was it the dreaded paperwork that follows the declaration of an emergency (so it is falsely said) Why are we as pilots so reluctant to declare an emergency Declaring an emershy

gency would have given me priorshyity treatment And so what if I had been found negligent or careless or reckless At least I would be alive to defend myself

It made me think of the Coshylumbia Airlines tragedy on Long Island The crew told ATC that they were fuel critical but never declared an emergency and thus were vectored back around on a missed approach to sequence beshyhind other traffic How many lives were lost when they ran out of fuel before getting back to JFK It is true that ATC can declare the emergency for you as they had in my case but how many conshytrollers would do that Many controllers are not pilots and in many cases are ignorant when it comes to analyzing a potential emergency A tower controller at Danbury Connecticut did not think it necessary to declare an emergency for the pilot who stated after his engine started to run rough better get out the equipment The pilot was not given priority sequenCing (havshying not declared an emergency) and ended up having to go around and when the engine quit for good on the go-around he crashed

So if you find yourself in an emergency situation do not hesishytate to declare the emergency In numerous cases you will not have to file any report of any kind Reshymember the regs say shall upon request file a report (italshyics are mine)

They do not say that you have to file a report And if you do Wouldn t it be better to stand in front of six people explaining your actions than having six people carry you on their shoulshyders ina box Declaring an emergency might very well be the defining moment that takes you from being a good pilot to being a great pilot

Read more about Dougs work at wwwdsflightcom

VINTAGE AIRPLANE 7

bull bull

THE VINTAGE INSTRUCTOR

Emergencies bull

Several years ago I had a job flying a Piper Mirage for a wonderful elderly lady In the winter this airplane became a

snowbird shuttling the lady and her many friends and family from the icy skies of New England to the sun and warmth of Southern Florida During this period of time I was esshytablishing a lovehate relationship with the Mirage

Although the airplane was capashyble of flying high and fast it kept me constantly alert for something to malfunction Things like a gear light going inoperative or the aushytopilot having a brainfart and wanting to fly right through a preshyselected altitude were typical At least it kept me on my toes during the long hours of en route flying It was essential to keep a constant scan going including not only the flight instruments but all the enshygine instruments and annunciators as well

Because of the complexity of the aircraft insurance requirements mandated annual recurrent trainshying During the recurrent training I had received that year I learned that one of the things that had been failing on the Mirage was the turbocharging system What would typically happen is that an oil seal would fail in the turbocharger causing it to seize The loss of oil would then lead to the second turshybocharger failing and soon thereafter the engine would seize

Fortunately the Mirage was a 6 NOVEMBER 2003

DOUG STEWART

great cabin class glider Its long clean wing yielded great gliding characteristics So if you were high enough when the engine failed you could travel quite some disshytance before having to commit to a landing I had even heard of an instructor who had managed to travel 50 miles down the Florida coast riding the thermals that exshyisted not far offshore during a simulated power failure

On one particular flight back to Great Barrington from Florida my passengers consisted of the owner of the airplane her teenage godshydaughter and a sedated cat Because we were at flight level 210 the route always took us out over the Atlantic from the Del-Mar-Va peninsula toward the eastern end of Long Island Ahead was an area of cirrus As I turned on the pitot and stall warning heat I had a strange foreboding feeling entering the clouds

We had not been in the clouds for much more than 10 minutes when I heard a loud high-pitched squealing Taking my headset off made the squealing louder but I couldnt determine the source of the noise I intensified my scan paying particular attention to the ammeters On a previous flight we had had alternator trouble and I thought the squealing might be coming from one of the alternators singing its swan song

All of a sudden there was a POP as the cockpit windows in-

reports

stantly fogged up and the acrid smell of hot oil filled the cockpit My eyes went to the manifold presshysure gauge where I saw that the manifold pressure had dropped significantly A quick check of the pressurization gauge showed that the cabin pressure had jumped up to 12000 feet from 8000 feet A sickening feeling hit my stomach as I realized we had just lost a turshybocharger

I quickly called New York Censhyter and said Uh New York 93Q weve just lost a turbocharger I need a turn to the nearest airshyport NOW Center responded 93Q turn heading 260 Atlantic City is 52 miles to the west Do you want to declare an emergency My response was negative My flawed thinking was that the enshygine was still running My training had told me that it was quite probshyable that in a short time the second turbo would fail followed in quick order by the engine and then I would get to experience just how good a glider that airplane would be I would declare the emergency at that point

Center instructed me to deshyscend to FL 190 which I refused If I was to become a glider with land more than 30 miles away there was nothing as useless as alshytitude above me Looking up the Atlantic City ATIS frequency on the en route chart I dialed it into the number two comm and lisshytened as the ATIS reported

300-foot ceilings with a half-mile visibility using the ILS to Runway 13 I quickly dialed in the localshyizer frequency figuring that if the engine quit I could at least track the localizer back course and if luck were with me I might get myself to the airport

As I got closer to Atlantic City I asked Center for lower The Stormshyscope showed that I would have to descend through a small cell but I was willing to take the risk and remain on the localizer trackshying straight in to my destination As I descended I started to regain manifold pressure but I also started to pick up some ice Strangely the ice was forming on the top of the wing where the center of pressure was

Descending through 8000 feet I was passed to Atlantic City Apshyproach Control They asked me if I minded if they brought a Lear in front of me I thought that a strange request ATC had never given me that kind of option before Since my manifold pressure had now stashybilized I saw no problem with letting a Lear in front of me espeshycially since I still had altitude to lose and distance to cover

The engine was still running okay and manifold pressure had normalized as I no longer needed a turbocharger to boost the presshysure As I turned to the base leg for the ILS I was passed to Atlantic City Tower Just as I hit the flipshyflop switch on the radio I heard the tower controller saying Sorry the airport is clos My heart came up into my mouth I thought the airport had gone zerozero What would my opshytions be now The engine hadnt quit yet but The controller continued ed for an emershygency My mind had been racing way ahead of the controller but the realization now dawned on me that I was the emergency

As I broke out at just under 300 feet I could see yellow emergency vehicles parked at every taxiway intersection red lights flashing

Although I had never declared an emergency ATC had declared the emergency for me I was being given priority service That is why

follows the declaration of an emergency

Declaring an emergency

would have given me priority treatment

approach had asked me if I minded the Lear going in ahead of me

The worst part of the trip now lay ahead of me I had to drive from New Jersey to Massachusetts with a teenage girl that couldnt stop talking leaning in the space between the two front seats chewshying and popping her gum when she wasnt talking Beside her in the back seat was a very ill cat The cat didnt stop voicing her discontent except when she was voiding herself through every orishyfice available

The drive gave me ample time to think about the events that had just transpired Why had I not deshyclared the emergency Was it the dreaded paperwork that follows the declaration of an emergency (so it is falsely said) Why are we as pilots so reluctant to declare an emergency Declaring an emershy

gency would have given me priorshyity treatment And so what if I had been found negligent or careless or reckless At least I would be alive to defend myself

It made me think of the Coshylumbia Airlines tragedy on Long Island The crew told ATC that they were fuel critical but never declared an emergency and thus were vectored back around on a missed approach to sequence beshyhind other traffic How many lives were lost when they ran out of fuel before getting back to JFK It is true that ATC can declare the emergency for you as they had in my case but how many conshytrollers would do that Many controllers are not pilots and in many cases are ignorant when it comes to analyzing a potential emergency A tower controller at Danbury Connecticut did not think it necessary to declare an emergency for the pilot who stated after his engine started to run rough better get out the equipment The pilot was not given priority sequenCing (havshying not declared an emergency) and ended up having to go around and when the engine quit for good on the go-around he crashed

So if you find yourself in an emergency situation do not hesishytate to declare the emergency In numerous cases you will not have to file any report of any kind Reshymember the regs say shall upon request file a report (italshyics are mine)

They do not say that you have to file a report And if you do Wouldn t it be better to stand in front of six people explaining your actions than having six people carry you on their shoulshyders ina box Declaring an emergency might very well be the defining moment that takes you from being a good pilot to being a great pilot

Read more about Dougs work at wwwdsflightcom

VINTAGE AIRPLANE 7

300-foot ceilings with a half-mile visibility using the ILS to Runway 13 I quickly dialed in the localshyizer frequency figuring that if the engine quit I could at least track the localizer back course and if luck were with me I might get myself to the airport

As I got closer to Atlantic City I asked Center for lower The Stormshyscope showed that I would have to descend through a small cell but I was willing to take the risk and remain on the localizer trackshying straight in to my destination As I descended I started to regain manifold pressure but I also started to pick up some ice Strangely the ice was forming on the top of the wing where the center of pressure was

Descending through 8000 feet I was passed to Atlantic City Apshyproach Control They asked me if I minded if they brought a Lear in front of me I thought that a strange request ATC had never given me that kind of option before Since my manifold pressure had now stashybilized I saw no problem with letting a Lear in front of me espeshycially since I still had altitude to lose and distance to cover

The engine was still running okay and manifold pressure had normalized as I no longer needed a turbocharger to boost the presshysure As I turned to the base leg for the ILS I was passed to Atlantic City Tower Just as I hit the flipshyflop switch on the radio I heard the tower controller saying Sorry the airport is clos My heart came up into my mouth I thought the airport had gone zerozero What would my opshytions be now The engine hadnt quit yet but The controller continued ed for an emershygency My mind had been racing way ahead of the controller but the realization now dawned on me that I was the emergency

As I broke out at just under 300 feet I could see yellow emergency vehicles parked at every taxiway intersection red lights flashing

Although I had never declared an emergency ATC had declared the emergency for me I was being given priority service That is why

follows the declaration of an emergency

Declaring an emergency

would have given me priority treatment

approach had asked me if I minded the Lear going in ahead of me

The worst part of the trip now lay ahead of me I had to drive from New Jersey to Massachusetts with a teenage girl that couldnt stop talking leaning in the space between the two front seats chewshying and popping her gum when she wasnt talking Beside her in the back seat was a very ill cat The cat didnt stop voicing her discontent except when she was voiding herself through every orishyfice available

The drive gave me ample time to think about the events that had just transpired Why had I not deshyclared the emergency Was it the dreaded paperwork that follows the declaration of an emergency (so it is falsely said) Why are we as pilots so reluctant to declare an emergency Declaring an emershy

gency would have given me priorshyity treatment And so what if I had been found negligent or careless or reckless At least I would be alive to defend myself

It made me think of the Coshylumbia Airlines tragedy on Long Island The crew told ATC that they were fuel critical but never declared an emergency and thus were vectored back around on a missed approach to sequence beshyhind other traffic How many lives were lost when they ran out of fuel before getting back to JFK It is true that ATC can declare the emergency for you as they had in my case but how many conshytrollers would do that Many controllers are not pilots and in many cases are ignorant when it comes to analyzing a potential emergency A tower controller at Danbury Connecticut did not think it necessary to declare an emergency for the pilot who stated after his engine started to run rough better get out the equipment The pilot was not given priority sequenCing (havshying not declared an emergency) and ended up having to go around and when the engine quit for good on the go-around he crashed

So if you find yourself in an emergency situation do not hesishytate to declare the emergency In numerous cases you will not have to file any report of any kind Reshymember the regs say shall upon request file a report (italshyics are mine)

They do not say that you have to file a report And if you do Wouldn t it be better to stand in front of six people explaining your actions than having six people carry you on their shoulshyders ina box Declaring an emergency might very well be the defining moment that takes you from being a good pilot to being a great pilot

Read more about Dougs work at wwwdsflightcom

VINTAGE AIRPLANE 7

CK BY EE BUCK HILBERT EAA 21 VAA 5

PO Box 424 UNION IL 60180

Proper Propping

Reading the incident reports on propping accidents leads me to believe that its time for a refresher on this subshy

ject Its been about thirteen years since I did an article entitled Proper Behavior in the March 1990 Vintage Airplane magazine Maybe we can get our editor HG Frautschy to reprint this one The thought that maybe its time to take a look at it again was triggered by a recent experience with a malfunctioning Magneto switch

This little switch especially the old A-7 and A-9s that were prevalent on the early and late 40s airplanes Porterfields Pipers Aeroncas and the like are a trap all in themselves Most people rea lly dont understand the switch and what it does and doesnt do (For a good look at its inshynards review the Type Club Notes article published in last months Vinshytage Airplane Steve Krog and Bob Gehring really did a bang-up job on explaining the A-7 switch)

Its properly labeled with all posishytions suitably marked OFF RIGHT LEFT and BOTH When the switch is in one of those marked detents thats where you are Take it anyshywhere out of any of the detents and you are in BOTH Yes thats right Just nudge that lever from the OFF position halfway to the next detent and you are in BOTH Once in the detent you are in the selected mode but anywhere out of any detent and I cant stress it enough its effectively on BOTH

When someone is out front and about to prop you make certain very very certain that when he calls for Switch Off that it is in fact in that OFF detent Even then these old switches and they are old can have an internal problem They were manufactured with internal soft

8 NOVEMBER 2003

brass contacts Years of use have sometimes bridged these contacts with a swiped layer of residue that all but renders the switch pOSitions useless and unreliable

Remedy Check that switch with the continuity section of an ohmmeshyter and see if it is functioning like its supposed to And until you do have a chance to check it out treat that front end with its meat chopper as though its hot all the time

Dont ever make love to a proshypeller Dont grab it with two hands and pull it through Keep head arms legs and any other body parts out of the plane of rotation These things can hurt you and they will if you are the least bit overconfident or careless

[ think back to years ago when I had the Fleet II we called Him He was a real fun machine and with that Kinner B-54 up front it was a perfect match for experiencing all the delights of flight in an open cockpit airplane [ took it to Oshkosh many times and eventually passed it on to author Richard Bach who wrote books about his barnstorming across the country with the airplane It was a real smiler and a fun flyer

But and this actually happened at Oshkosh one of the most experishyenced hand prop men Ive ever known Bill Haselton offered to prop me Now this guy knew Kinners He knew that all it takes is to pull the prop past compression and when that impulse snaps you better be out of the way cause its gonna run

Well it got him He was just posishytioning the prop when it snapped and bit him The smack from that prop broke his thumb and severely bruised his hand

Id be the first to say it wasnt his fault It was a mechanical malfuncshytion of the impulse coupling that

caused mistiming of the ignition from that mag It was so far advanced that when it snapped the prop roshytated backwards and got him But he had made the mistake of being overconfident around that prop We fixed the problem and never again had an incident

I can relate a similar experience several of them over the years and Im aware of others who have had similar experiences The cockpit ocshycupant affirms that the switch is placed in the OFF position and it reshyally isnt due to some malfunction of the switch or the mag itself

One incident I get chills just thinkshying about occurred in the hangar with the door closed and within mishycro inches and seconds from being a complete disaster I was working on the tail wheel of a Ryan STA My PTshy22 was parked immediately behind the tail of the STA with the prop about 3 feet from my backside I was sitting on a milk crate with the tail of the STA elevated so I could get at the tail wheel A friend was immediately behind me leaning on the prop of the PT-22 and watching me work He was looking over my shoulder offershying advice and otherwise trying his best to annoy me

He reached behind himself and re-positioned the prop for a more comfortable backrest That Kinner Rshy55 magneto impulse snapped and the engine fired Fortunately and I do mean fortunately the fuel was off and the prop only rotated about four times narrowly missing his calves brushing his butt and comshying to a stop

I came out from under that STA like I was shot jumped into the PTshy22 and sure enough the switch said OFF Ten minutes later we had the switch opened up on the bench and

were staring at the bridged brass contacts We went into the junk box retrieved another switch opened it up and found beginning traces of the same problem So much for that story

It did promote one procedure I have talked about and practiced ever since If you move a propeller in the hangar or in a confined space or anywhere treat it like its hot and if you are repositioning it for appearshyance or some other reason turn it backwards That way itll never fire (the impulse on the mag can t trip when its rotated backwards) and catch you by surprise

This also precipitated a couple of other procedures Ive adhered to over the years The last flight of the day on taxi-in I always do a mag check It only takes a minute or so to do a mag check and check that OFF position just before you shut down That way there are no surshyprises when you come out for the next flight

I added another procedure to absolutely ensure that the engine will not run after shut down I turn off the fuel selector and let it run out of gas It can t possibly run without gas unless someone opens the primer

And be sure very sure that if you are going to do the propping that there is a qualified person in the cockpit How do you get a qualishyfied person at the controls

You qualify him or her with an adequate briefing Dont short brief that person Make very sure that they know exactly what to do how to do it and how to stop shut down or handle the situation if something unexpected comes about

I think re-reading that March 1990 article would be a good reshyfresher How about it HG Is it time to reprint it

And with that its Over to you

(( -BCi~ If

Your wish is our command Captain Buck so next we present Proper Behavior

Proper Behavior Think

EE BUCK HILBERT

During the summer of 1940 when I was a lineboy at the old Elmhurst Airport west of Chicago we were running in a newly overshyhauled engine In those days there was a regular schedule for break-in after the overhaul was completed We ran them up at half-hour intershyvals at increasing rpm until finally after about four hours we brought them up to take-off power Only then was it allowed to fly Quite a difference compared to today Nowadays you just put the power

to it and fly at full throttle for the first hour

Anyway there sits this Cub with the stick tied back and the engine running at about 1000 rpm unatshytended doing its own break-in I hasten to add that this airplane did not belong to us Harbicon Airshyways would never do a thing like that (Now Ill tell you about a cershytain bridge you can buy)

Well this fellow is posing his girlfriend alongside our Porterfield PL-SO He has her standing by the

VINTAGE AIRPLANE 9

door liquidly draped around the wing strut and hes trying to get her into the frame of that little camera Some of you remember those box cameras with the neat viewfinder on the top The trick was to put the subject squarely in the frame It required stooping over and shading the viewfinder with one hand while you backed up for the focal length You guessed it With all of us shoutin and hollerin he got a rapid 1OOO-rpm spanking He never got the picture and Ill never forget that moment We all had a good laugh about it later but Spanky never lived it down For years afshyterward he would drop his pants to show people the result of his encounter It didnt read Sensenich or Flottorp either

I propped many airplanes as the years went by and made a study of propping Some engines were easy some were downright recalcitrant The easiest of the lot are the Kinshyners and R-98Ss such as on a BT-13 The Kinner will start every time with those Bendix mags throwin a spark an inch and a half You dont really prop the Kinshyner you just gingerly pull it past compression and get the heck out of the way Ive had them back up on me and catch from the wrong way when theyre too lean but theyll go on the next pull Again it takes extreme care to be abshysolutely sure it isnt hot

A year or so after the incident I mentioned in my column in this months issue I was alone out front of the hangar at the same airport and I was going to take my two youngest kids for a ride in our Champ Id just gassed up and added a quart of oil (my number one son always seemed to leave the airplane empty and down a quart) and was ready to aviate There wasnt anyone else within close range so I elected to prop it myself I had the two kids side-byshyside on cushions in the back seat under the one belt I put my right foot in front of the right tire and 10 NOVEMBER 2003

propped it seaplane style from beshyhind I was between the prop and the door Just as I snapped it through I heard my daughter say Ill help you Daddy and she shoved the throttle forward It caught of course and there I was in a helluva predicament My right foot is the chock the door wont let me get to the throttle or the switch and the engine is turnin about 1700 rpm Im dancing around in a circle trying despershyately not to lose it lf I pull my foot out from in front of the wheel itll go for sure I cant get around the door and under the strut I cant grab and stop the prop at 1700 rpm without chopshyping my arm off and Im literally helpless About the second Im ready to give up and let it happen the front door of the office bursts open and one of the guys comes running out to cut the switch I would have kissed him if I had the strength but all I could do was sit down and mumble my thanksshyover and over again

Shortly after this one I was at the old Chicagoland Airport one day when a friend of mine who owned a T-6 had an experience He was parked between two rows of airplanes and decided to prop the Six The battery had died long ago and like most of us in the 1960s he couldnt afford to buy a new one He had been propping the plane for years so it should have been no problem This time though through a mismanaged mess-up it started and went to 1600 to 1700 rpm like right NOW Normally an R-98S or 1340 will fire mutter spang and gradushyally accelerate to idle so slowly you can leisurely walk around the wing crawl up to the cockpit and still have time for a coke and a sandwich before it finally clears its throat Not this time It tore down the line and went through two airshyplanes before it wrapped itself up in one of those cast-iron Navions Paul himself had quite a problem there You can imagine how much

insurance he had since he couldnt even afford to buy a battery It took him several years to payoff the damages to the other airplanes and he trucked his T-6 home where it sat until he died

Same airport same scene-alshymost the same tiedown The STA had been flying for about four years Our trusty Red Baloney is going to take his niece up for a ride There was no one around so he put her in the front seat set up the engine controls told her to hold the brakes and started pulling through the prop About four blades and away it went It spurted right up to about 1700 rpm He dropped to the ground as the airplane rumbled over him and he grabbed one of the flying wires under the wing as it went by With him hanging on for dear life the Ryan did two 360s between the parked planes He was holshylerin for his niece to turn it OFF but she misunderstood and further complicated matters by jumping out and getting knocked down by the tail as it swung by About this time the engine quit because he did something right He had turned off the fuel as Id taught him to do when he propped it himself Niece was bruised but the airplane and everyone else was okay So what caused the problem He looked under the cowl and there was the fractured end of the throttle push-pull rod It broke from corrosion and wear right at the firewall Lesson You betcha Next time we tie the tail

We are learning One day I propped Bob Heuers Pitts when I saw him all alone Then he asked me to untie the tail A couple of months later I noticed that Bob Davis another aerobatic pilot had a tow hitch on his Pitts-Smith Whats he doing with a tow hitch Simple He sez I can prop it myshyself and then after I get in and all suited up and ready to go I just pull the release and Im free Lesshyson there are some real practical people in the world

Cracked and Contact Proper engine propping

Tony has logged around 17000 hours in general aviation military airline corporate air taxi glider and banner towing and Sky typing operashytions He has been a certificated flight instructor in airplanes instrushyments and gliders since 1957 and has flown more than 90 makes and models of aircraft Tony has almost all of the certificates and ratings (exshycept helicopter and lighter than air) and a bunch of type ratings He is not looking for a job as he is selfshyemployed-teaching tailwheel skills and fabric work However he is lookshying for folks who are not through learning more about flying

There are thousands of aircraft mostly vintage aircraft and homeshybuilts that routinely require hand propping The following ideas and techniques are only one mans opinion but they are based on many years of experience in hand propping and in teaching others to hand prop safely If just one person avoids an injury or preshyvents a runaway airplane by reading this article then my time will have been paid for and the whole aviation community will have benefited

As I see it successful hand propshyping has to meet these two criteria First-safety has to exist throughshyout the entire starting process Second-the engine has to start

Safety in propping comes down to these three requirements

One-successful communicashytions during each start

Two-keeping the propper out of the prop arc

Three-preventing any airplane movement

ToNY MARK

successful hand propping has to

meet two criteria first-safety

Second- starting the engine

Safety Part OneshySuccessful Communications During Each Start

Terms defined here are those commonly used in propping Strict usage of these words will prevent accidents and injuries

Addressing the prop-to stand at such a distance from the prop that you are outside of the prop arc but not so far outside so as to lean toward it when laying hands on the prop

Clear-this means to remove exshycess fuel from the carburetor

Closed-the throttle is fully closed or at idle position

Contact-the magneto (mag) switch is in the starting position (normally BOTH) The word conshytact is chosen because off on and both all have a similar 0 sound are one syllable and thereby sound similar Contact is two sylshylables and sounds much different than off This was the word of choice in the days when all aviators did hand propping

Cracked-a throttle position greater than idle thought to be corshyrect for the engine and temperature (normally less than 14 inch)

Helper-person in the cockpit who operates aircraft controls until the start is complete (a helper is not always available)

Off-the mag switch points to the OFF position

Propper-person at risk outside who actually swings the prop

Pulling the prop-downward moshytion of the arms causing the prop to turn with intention of priming engine by sucking fuel into carbushyretor (mag switch OFF with no intention of starting engine)

Swing the prop-swinging motion with right leg causing prop to turn with intention of starting (not the same as pulling)

Safety Part TwoshyKeeping the Propper Out of the Prop Arc

The person outside is the one at risk He should be proficient at propping unless instruction in propping is being given In genshyeral the owner should be the propper for the same reason For the same reason again the propshyper is in command of the start no matter who is the owner pilot etc Dont let novices prop anyone Have a fixed number of start atshytempts (three is my choice) If unsuccessful turn mags OFF and take a break to analyze why the start is unsuccessful Leave your ego at home and get another qualshyified propper if one is available

Ways to Prevent Propper Injuries

Do not lean into the prop do not be in front of the airplane when the engine starts Swing your right leg to your left side (in keep-

VINTAGE AIRPLANE 11

ing with Newtons third law of moshytion this will move your body to your right and out of the prop arc) Use propping gloves (thick ones or the $3 garden gloves that are orshyange and ribbed) Prop must be at the 10 to 11 oclock position (as seen by the propper) for safe hand propping

Dont hand prop electric start airshyplanes especially one equipped with a nosewheel Why Electric start airshyplanes frequently have the prop mounted in a bad position for propshyping If they have key type starting you would have to disconnect the starter or unwanted ignition or starter engagement may occur Noseshywheel airplane props are normally closer to the ground making a leg swing difficult and causing the propshyper to lean toward the prop

Propping Procedure From the Front

The propper is satisfied that no

persons or aircraft will pose a hazard and that the ground underfoot is not slippery He makes certain the helper has been briefed and is competent to operate the brakes and engine conshytrols and has the seat belt fastened

Proper commands Off and closed brakes on Helper verifies that the mag switch is set to OFF the throttle is closed and the brakes are on then repeats the command Off and closed brakes on

Propper now addresses the prop standing close enough so he is not leaning toward it He stands in front of the prop blade that is at the 10 to 11 oclock position and places both hands (interlocked) on the prop about two-thirds of the way out from the hub The proppers fingers are not curled around the prop trailshying edge (The taller you are the farther from center you stand)

Propper primes engine by pulling the prop (Some engines are not equipped with a primer Other manshy

ufacturers may prefer the use of the primer but pulling the prop blades through has the advantage in that you can measure the amount of fuel more closely) This priming is done with the arms only but be sure to bring them all the way down to your leg in case the engine starts unexshypectedly This has happened to me (a defective magneto ground) Pull the number of blades thought to be correct (normally the pilot will know this) or prime by using the primer as necessary When pulling the prop for priming a sucking sound should be heard Fuel dripping from the carbushyretor indicates too much priming or carburetor problems

Propper now commands Cracked and contact The helper repeats these commands opens the throttle to the pre-briefed position and selects mags to BOTH unless a different setting is required for starting If the engine will start at idle the proper comshymands Closed and contact

THE JOURNAL OF THE EARLY AEROPLANE

Leonard E Opdycke Editor

WORLD WAR 1

SI~WA~~ THE JOURNAL-OF ~ THE AIRPLANE 1920-1940

David Ostrowski Editor

middot~I INC 15 Crescent Road Poughkeepsie NY 12601 USA (845) 473-3679

WORLD WAR 1 AEROPLANES INC a tax-exempt service organization founded in 1961 devoted to bull Those Magnificent Flying Machines of 1900-1919 and 1920-1940 bull Their enthusiasts including Builders Historians Modellers Restorers

Museums and Collectors

WmiddotWmiddot1 AERO (1900-1919) and SKYWAYS (1920-1940) our two Journals which contain

bull information on current projects bull news of museums and air shows bull technical drawings data bull news of current publications

of all kinds bull information on paint and color bull aeroplanes engines parts for sale

bull scale modelling material bull photographs bull historical research bull workshop notes bull PLUS your wants and

disposals

bull PLUS more

o Send a sample copy (at $4 each + $3 postage)

o WW1 AERO 0 SKYWAYS

o Renew my membership with o WW1 AERO 0 SKYWAYS

o Enroll me as a member 01 WORLD WAR 1 AEROPLANES INC (One-year membership) with o WW1 AERO (4 Issues) 0 SKYWAYS (4~)

o Gift subscription lor o WW1AERO o SKYWAYS

Suggested oontnbution lor each joumaJ $35 $50 $75 $100 other ___

($40 minimum overseas amp Canada Air postage outside US $30 extra)

12 NOVEMBER 2003

Propper swings his right leg to his left side as high as is comfortable The downswing will cause his hands to pull on the prop turn his body to their right and unbalance him He has to step to his right to avoid falling and is thereby outside of the prop arc If the propper will be boardshying the aircraft he keeps on walking around the left wing of the aircraft until entering the door He does not walk across in front of the prop

Safety Part ThreeshyPreventing Any Airplane Movement

Ways to prevent aircraft moveshyment include any combination of chocks tiedowns parking brakes tail tie glider tow hitch cockpit helper and a throttle idle lock A throttle idle lock on a tandem seating aircraft means a bungee cord from the aft cabin structure to the front throttle pulling it back and holding it closed To hold the throttle cracked put a small shim (I use a clothespin) beshyhind the throttle On a side-by-side with a push-pull throttle cut a short piece of tubing or hose that fits beshytween your throttle and the full throttle stop This may seem like a lot of trouble but it works

I do many aircraft deliveries of non-electric aircraft Most places at which I land dont have chocks or their chocks are tiny Others have no tied own ropes or really short ones Alshyways have chocks and a rope of your own to tie the tail Folks may offer to prop me but I have no knowledge of their methods or currency Be wary of letting others prop you

Safety which is was and will alshyways be the most important part of hand propping has been covered in detail A successful start was our other requirement Most owner-propped engine starts are successful since the owner is familiar with the amount of priming needed My L-16 normally starts on the first or second swing

Unsuccessful Start If pilot error is not involved (he

didnt turn on the fuel or mags) then there are only two possibilishy

ties assuming there are no meshychanical difficulties The mixture is either too rich or too lean Genshyerally too rich is the problem Choose one of these possibilities and either prime more (excessive priming invites engine fires) or clear the engine

Clearing the engine is done by putting the throttle at the full open position making absolutely certain the mag switch is set to off and pulling the prop through eight to 10 blades to get all residual fuel out of the inducshytion system and the cylinders Pulling the prop backward is safer (no possible ignition) Remember to close the throttle Screwing this process up is how most runshyaway aircraft incidents occur Twice I have personally seen this happen to others

Unsuccessful starts can be elimishynated if you count how many shots of prime or number of pulled blades

your engine takes for existing enshygine and ambient temperatures

Food for Thought Every year someone sends an

airplane into the sky alone and the media tells the world It hapshypened not long ago in California and in Ohio a few years ago with plenty of media attention on a slow news day When a famous person gets hurt from this or an empty airplane flies near a big city we all will be legislated into electric systems in the name of national security This threat is not far-fetched Please do your part and ask others to help

This article has been excerpted from a more detailed document that covers many more aspects of hand propping Anyone interested in this information (a handout for students in Tonys tailwheel trainshying course) can e-mail him at marklintercomnet

VINTAGE AIRPLANE 13

were staring at the bridged brass contacts We went into the junk box retrieved another switch opened it up and found beginning traces of the same problem So much for that story

It did promote one procedure I have talked about and practiced ever since If you move a propeller in the hangar or in a confined space or anywhere treat it like its hot and if you are repositioning it for appearshyance or some other reason turn it backwards That way itll never fire (the impulse on the mag can t trip when its rotated backwards) and catch you by surprise

This also precipitated a couple of other procedures Ive adhered to over the years The last flight of the day on taxi-in I always do a mag check It only takes a minute or so to do a mag check and check that OFF position just before you shut down That way there are no surshyprises when you come out for the next flight

I added another procedure to absolutely ensure that the engine will not run after shut down I turn off the fuel selector and let it run out of gas It can t possibly run without gas unless someone opens the primer

And be sure very sure that if you are going to do the propping that there is a qualified person in the cockpit How do you get a qualishyfied person at the controls

You qualify him or her with an adequate briefing Dont short brief that person Make very sure that they know exactly what to do how to do it and how to stop shut down or handle the situation if something unexpected comes about

I think re-reading that March 1990 article would be a good reshyfresher How about it HG Is it time to reprint it

And with that its Over to you

(( -BCi~ If

Your wish is our command Captain Buck so next we present Proper Behavior

Proper Behavior Think

EE BUCK HILBERT

During the summer of 1940 when I was a lineboy at the old Elmhurst Airport west of Chicago we were running in a newly overshyhauled engine In those days there was a regular schedule for break-in after the overhaul was completed We ran them up at half-hour intershyvals at increasing rpm until finally after about four hours we brought them up to take-off power Only then was it allowed to fly Quite a difference compared to today Nowadays you just put the power

to it and fly at full throttle for the first hour

Anyway there sits this Cub with the stick tied back and the engine running at about 1000 rpm unatshytended doing its own break-in I hasten to add that this airplane did not belong to us Harbicon Airshyways would never do a thing like that (Now Ill tell you about a cershytain bridge you can buy)

Well this fellow is posing his girlfriend alongside our Porterfield PL-SO He has her standing by the

VINTAGE AIRPLANE 9

door liquidly draped around the wing strut and hes trying to get her into the frame of that little camera Some of you remember those box cameras with the neat viewfinder on the top The trick was to put the subject squarely in the frame It required stooping over and shading the viewfinder with one hand while you backed up for the focal length You guessed it With all of us shoutin and hollerin he got a rapid 1OOO-rpm spanking He never got the picture and Ill never forget that moment We all had a good laugh about it later but Spanky never lived it down For years afshyterward he would drop his pants to show people the result of his encounter It didnt read Sensenich or Flottorp either

I propped many airplanes as the years went by and made a study of propping Some engines were easy some were downright recalcitrant The easiest of the lot are the Kinshyners and R-98Ss such as on a BT-13 The Kinner will start every time with those Bendix mags throwin a spark an inch and a half You dont really prop the Kinshyner you just gingerly pull it past compression and get the heck out of the way Ive had them back up on me and catch from the wrong way when theyre too lean but theyll go on the next pull Again it takes extreme care to be abshysolutely sure it isnt hot

A year or so after the incident I mentioned in my column in this months issue I was alone out front of the hangar at the same airport and I was going to take my two youngest kids for a ride in our Champ Id just gassed up and added a quart of oil (my number one son always seemed to leave the airplane empty and down a quart) and was ready to aviate There wasnt anyone else within close range so I elected to prop it myself I had the two kids side-byshyside on cushions in the back seat under the one belt I put my right foot in front of the right tire and 10 NOVEMBER 2003

propped it seaplane style from beshyhind I was between the prop and the door Just as I snapped it through I heard my daughter say Ill help you Daddy and she shoved the throttle forward It caught of course and there I was in a helluva predicament My right foot is the chock the door wont let me get to the throttle or the switch and the engine is turnin about 1700 rpm Im dancing around in a circle trying despershyately not to lose it lf I pull my foot out from in front of the wheel itll go for sure I cant get around the door and under the strut I cant grab and stop the prop at 1700 rpm without chopshyping my arm off and Im literally helpless About the second Im ready to give up and let it happen the front door of the office bursts open and one of the guys comes running out to cut the switch I would have kissed him if I had the strength but all I could do was sit down and mumble my thanksshyover and over again

Shortly after this one I was at the old Chicagoland Airport one day when a friend of mine who owned a T-6 had an experience He was parked between two rows of airplanes and decided to prop the Six The battery had died long ago and like most of us in the 1960s he couldnt afford to buy a new one He had been propping the plane for years so it should have been no problem This time though through a mismanaged mess-up it started and went to 1600 to 1700 rpm like right NOW Normally an R-98S or 1340 will fire mutter spang and gradushyally accelerate to idle so slowly you can leisurely walk around the wing crawl up to the cockpit and still have time for a coke and a sandwich before it finally clears its throat Not this time It tore down the line and went through two airshyplanes before it wrapped itself up in one of those cast-iron Navions Paul himself had quite a problem there You can imagine how much

insurance he had since he couldnt even afford to buy a battery It took him several years to payoff the damages to the other airplanes and he trucked his T-6 home where it sat until he died

Same airport same scene-alshymost the same tiedown The STA had been flying for about four years Our trusty Red Baloney is going to take his niece up for a ride There was no one around so he put her in the front seat set up the engine controls told her to hold the brakes and started pulling through the prop About four blades and away it went It spurted right up to about 1700 rpm He dropped to the ground as the airplane rumbled over him and he grabbed one of the flying wires under the wing as it went by With him hanging on for dear life the Ryan did two 360s between the parked planes He was holshylerin for his niece to turn it OFF but she misunderstood and further complicated matters by jumping out and getting knocked down by the tail as it swung by About this time the engine quit because he did something right He had turned off the fuel as Id taught him to do when he propped it himself Niece was bruised but the airplane and everyone else was okay So what caused the problem He looked under the cowl and there was the fractured end of the throttle push-pull rod It broke from corrosion and wear right at the firewall Lesson You betcha Next time we tie the tail

We are learning One day I propped Bob Heuers Pitts when I saw him all alone Then he asked me to untie the tail A couple of months later I noticed that Bob Davis another aerobatic pilot had a tow hitch on his Pitts-Smith Whats he doing with a tow hitch Simple He sez I can prop it myshyself and then after I get in and all suited up and ready to go I just pull the release and Im free Lesshyson there are some real practical people in the world

Cracked and Contact Proper engine propping

Tony has logged around 17000 hours in general aviation military airline corporate air taxi glider and banner towing and Sky typing operashytions He has been a certificated flight instructor in airplanes instrushyments and gliders since 1957 and has flown more than 90 makes and models of aircraft Tony has almost all of the certificates and ratings (exshycept helicopter and lighter than air) and a bunch of type ratings He is not looking for a job as he is selfshyemployed-teaching tailwheel skills and fabric work However he is lookshying for folks who are not through learning more about flying

There are thousands of aircraft mostly vintage aircraft and homeshybuilts that routinely require hand propping The following ideas and techniques are only one mans opinion but they are based on many years of experience in hand propping and in teaching others to hand prop safely If just one person avoids an injury or preshyvents a runaway airplane by reading this article then my time will have been paid for and the whole aviation community will have benefited

As I see it successful hand propshyping has to meet these two criteria First-safety has to exist throughshyout the entire starting process Second-the engine has to start

Safety in propping comes down to these three requirements

One-successful communicashytions during each start

Two-keeping the propper out of the prop arc

Three-preventing any airplane movement

ToNY MARK

successful hand propping has to

meet two criteria first-safety

Second- starting the engine

Safety Part OneshySuccessful Communications During Each Start

Terms defined here are those commonly used in propping Strict usage of these words will prevent accidents and injuries

Addressing the prop-to stand at such a distance from the prop that you are outside of the prop arc but not so far outside so as to lean toward it when laying hands on the prop

Clear-this means to remove exshycess fuel from the carburetor

Closed-the throttle is fully closed or at idle position

Contact-the magneto (mag) switch is in the starting position (normally BOTH) The word conshytact is chosen because off on and both all have a similar 0 sound are one syllable and thereby sound similar Contact is two sylshylables and sounds much different than off This was the word of choice in the days when all aviators did hand propping

Cracked-a throttle position greater than idle thought to be corshyrect for the engine and temperature (normally less than 14 inch)

Helper-person in the cockpit who operates aircraft controls until the start is complete (a helper is not always available)

Off-the mag switch points to the OFF position

Propper-person at risk outside who actually swings the prop

Pulling the prop-downward moshytion of the arms causing the prop to turn with intention of priming engine by sucking fuel into carbushyretor (mag switch OFF with no intention of starting engine)

Swing the prop-swinging motion with right leg causing prop to turn with intention of starting (not the same as pulling)

Safety Part TwoshyKeeping the Propper Out of the Prop Arc

The person outside is the one at risk He should be proficient at propping unless instruction in propping is being given In genshyeral the owner should be the propper for the same reason For the same reason again the propshyper is in command of the start no matter who is the owner pilot etc Dont let novices prop anyone Have a fixed number of start atshytempts (three is my choice) If unsuccessful turn mags OFF and take a break to analyze why the start is unsuccessful Leave your ego at home and get another qualshyified propper if one is available

Ways to Prevent Propper Injuries

Do not lean into the prop do not be in front of the airplane when the engine starts Swing your right leg to your left side (in keep-

VINTAGE AIRPLANE 11

ing with Newtons third law of moshytion this will move your body to your right and out of the prop arc) Use propping gloves (thick ones or the $3 garden gloves that are orshyange and ribbed) Prop must be at the 10 to 11 oclock position (as seen by the propper) for safe hand propping

Dont hand prop electric start airshyplanes especially one equipped with a nosewheel Why Electric start airshyplanes frequently have the prop mounted in a bad position for propshyping If they have key type starting you would have to disconnect the starter or unwanted ignition or starter engagement may occur Noseshywheel airplane props are normally closer to the ground making a leg swing difficult and causing the propshyper to lean toward the prop

Propping Procedure From the Front

The propper is satisfied that no

persons or aircraft will pose a hazard and that the ground underfoot is not slippery He makes certain the helper has been briefed and is competent to operate the brakes and engine conshytrols and has the seat belt fastened

Proper commands Off and closed brakes on Helper verifies that the mag switch is set to OFF the throttle is closed and the brakes are on then repeats the command Off and closed brakes on

Propper now addresses the prop standing close enough so he is not leaning toward it He stands in front of the prop blade that is at the 10 to 11 oclock position and places both hands (interlocked) on the prop about two-thirds of the way out from the hub The proppers fingers are not curled around the prop trailshying edge (The taller you are the farther from center you stand)

Propper primes engine by pulling the prop (Some engines are not equipped with a primer Other manshy

ufacturers may prefer the use of the primer but pulling the prop blades through has the advantage in that you can measure the amount of fuel more closely) This priming is done with the arms only but be sure to bring them all the way down to your leg in case the engine starts unexshypectedly This has happened to me (a defective magneto ground) Pull the number of blades thought to be correct (normally the pilot will know this) or prime by using the primer as necessary When pulling the prop for priming a sucking sound should be heard Fuel dripping from the carbushyretor indicates too much priming or carburetor problems

Propper now commands Cracked and contact The helper repeats these commands opens the throttle to the pre-briefed position and selects mags to BOTH unless a different setting is required for starting If the engine will start at idle the proper comshymands Closed and contact

THE JOURNAL OF THE EARLY AEROPLANE

Leonard E Opdycke Editor

WORLD WAR 1

SI~WA~~ THE JOURNAL-OF ~ THE AIRPLANE 1920-1940

David Ostrowski Editor

middot~I INC 15 Crescent Road Poughkeepsie NY 12601 USA (845) 473-3679

WORLD WAR 1 AEROPLANES INC a tax-exempt service organization founded in 1961 devoted to bull Those Magnificent Flying Machines of 1900-1919 and 1920-1940 bull Their enthusiasts including Builders Historians Modellers Restorers

Museums and Collectors

WmiddotWmiddot1 AERO (1900-1919) and SKYWAYS (1920-1940) our two Journals which contain

bull information on current projects bull news of museums and air shows bull technical drawings data bull news of current publications

of all kinds bull information on paint and color bull aeroplanes engines parts for sale

bull scale modelling material bull photographs bull historical research bull workshop notes bull PLUS your wants and

disposals

bull PLUS more

o Send a sample copy (at $4 each + $3 postage)

o WW1 AERO 0 SKYWAYS

o Renew my membership with o WW1 AERO 0 SKYWAYS

o Enroll me as a member 01 WORLD WAR 1 AEROPLANES INC (One-year membership) with o WW1 AERO (4 Issues) 0 SKYWAYS (4~)

o Gift subscription lor o WW1AERO o SKYWAYS

Suggested oontnbution lor each joumaJ $35 $50 $75 $100 other ___

($40 minimum overseas amp Canada Air postage outside US $30 extra)

12 NOVEMBER 2003

Propper swings his right leg to his left side as high as is comfortable The downswing will cause his hands to pull on the prop turn his body to their right and unbalance him He has to step to his right to avoid falling and is thereby outside of the prop arc If the propper will be boardshying the aircraft he keeps on walking around the left wing of the aircraft until entering the door He does not walk across in front of the prop

Safety Part ThreeshyPreventing Any Airplane Movement

Ways to prevent aircraft moveshyment include any combination of chocks tiedowns parking brakes tail tie glider tow hitch cockpit helper and a throttle idle lock A throttle idle lock on a tandem seating aircraft means a bungee cord from the aft cabin structure to the front throttle pulling it back and holding it closed To hold the throttle cracked put a small shim (I use a clothespin) beshyhind the throttle On a side-by-side with a push-pull throttle cut a short piece of tubing or hose that fits beshytween your throttle and the full throttle stop This may seem like a lot of trouble but it works

I do many aircraft deliveries of non-electric aircraft Most places at which I land dont have chocks or their chocks are tiny Others have no tied own ropes or really short ones Alshyways have chocks and a rope of your own to tie the tail Folks may offer to prop me but I have no knowledge of their methods or currency Be wary of letting others prop you

Safety which is was and will alshyways be the most important part of hand propping has been covered in detail A successful start was our other requirement Most owner-propped engine starts are successful since the owner is familiar with the amount of priming needed My L-16 normally starts on the first or second swing

Unsuccessful Start If pilot error is not involved (he

didnt turn on the fuel or mags) then there are only two possibilishy

ties assuming there are no meshychanical difficulties The mixture is either too rich or too lean Genshyerally too rich is the problem Choose one of these possibilities and either prime more (excessive priming invites engine fires) or clear the engine

Clearing the engine is done by putting the throttle at the full open position making absolutely certain the mag switch is set to off and pulling the prop through eight to 10 blades to get all residual fuel out of the inducshytion system and the cylinders Pulling the prop backward is safer (no possible ignition) Remember to close the throttle Screwing this process up is how most runshyaway aircraft incidents occur Twice I have personally seen this happen to others

Unsuccessful starts can be elimishynated if you count how many shots of prime or number of pulled blades

your engine takes for existing enshygine and ambient temperatures

Food for Thought Every year someone sends an

airplane into the sky alone and the media tells the world It hapshypened not long ago in California and in Ohio a few years ago with plenty of media attention on a slow news day When a famous person gets hurt from this or an empty airplane flies near a big city we all will be legislated into electric systems in the name of national security This threat is not far-fetched Please do your part and ask others to help

This article has been excerpted from a more detailed document that covers many more aspects of hand propping Anyone interested in this information (a handout for students in Tonys tailwheel trainshying course) can e-mail him at marklintercomnet

VINTAGE AIRPLANE 13

door liquidly draped around the wing strut and hes trying to get her into the frame of that little camera Some of you remember those box cameras with the neat viewfinder on the top The trick was to put the subject squarely in the frame It required stooping over and shading the viewfinder with one hand while you backed up for the focal length You guessed it With all of us shoutin and hollerin he got a rapid 1OOO-rpm spanking He never got the picture and Ill never forget that moment We all had a good laugh about it later but Spanky never lived it down For years afshyterward he would drop his pants to show people the result of his encounter It didnt read Sensenich or Flottorp either

I propped many airplanes as the years went by and made a study of propping Some engines were easy some were downright recalcitrant The easiest of the lot are the Kinshyners and R-98Ss such as on a BT-13 The Kinner will start every time with those Bendix mags throwin a spark an inch and a half You dont really prop the Kinshyner you just gingerly pull it past compression and get the heck out of the way Ive had them back up on me and catch from the wrong way when theyre too lean but theyll go on the next pull Again it takes extreme care to be abshysolutely sure it isnt hot

A year or so after the incident I mentioned in my column in this months issue I was alone out front of the hangar at the same airport and I was going to take my two youngest kids for a ride in our Champ Id just gassed up and added a quart of oil (my number one son always seemed to leave the airplane empty and down a quart) and was ready to aviate There wasnt anyone else within close range so I elected to prop it myself I had the two kids side-byshyside on cushions in the back seat under the one belt I put my right foot in front of the right tire and 10 NOVEMBER 2003

propped it seaplane style from beshyhind I was between the prop and the door Just as I snapped it through I heard my daughter say Ill help you Daddy and she shoved the throttle forward It caught of course and there I was in a helluva predicament My right foot is the chock the door wont let me get to the throttle or the switch and the engine is turnin about 1700 rpm Im dancing around in a circle trying despershyately not to lose it lf I pull my foot out from in front of the wheel itll go for sure I cant get around the door and under the strut I cant grab and stop the prop at 1700 rpm without chopshyping my arm off and Im literally helpless About the second Im ready to give up and let it happen the front door of the office bursts open and one of the guys comes running out to cut the switch I would have kissed him if I had the strength but all I could do was sit down and mumble my thanksshyover and over again

Shortly after this one I was at the old Chicagoland Airport one day when a friend of mine who owned a T-6 had an experience He was parked between two rows of airplanes and decided to prop the Six The battery had died long ago and like most of us in the 1960s he couldnt afford to buy a new one He had been propping the plane for years so it should have been no problem This time though through a mismanaged mess-up it started and went to 1600 to 1700 rpm like right NOW Normally an R-98S or 1340 will fire mutter spang and gradushyally accelerate to idle so slowly you can leisurely walk around the wing crawl up to the cockpit and still have time for a coke and a sandwich before it finally clears its throat Not this time It tore down the line and went through two airshyplanes before it wrapped itself up in one of those cast-iron Navions Paul himself had quite a problem there You can imagine how much

insurance he had since he couldnt even afford to buy a battery It took him several years to payoff the damages to the other airplanes and he trucked his T-6 home where it sat until he died

Same airport same scene-alshymost the same tiedown The STA had been flying for about four years Our trusty Red Baloney is going to take his niece up for a ride There was no one around so he put her in the front seat set up the engine controls told her to hold the brakes and started pulling through the prop About four blades and away it went It spurted right up to about 1700 rpm He dropped to the ground as the airplane rumbled over him and he grabbed one of the flying wires under the wing as it went by With him hanging on for dear life the Ryan did two 360s between the parked planes He was holshylerin for his niece to turn it OFF but she misunderstood and further complicated matters by jumping out and getting knocked down by the tail as it swung by About this time the engine quit because he did something right He had turned off the fuel as Id taught him to do when he propped it himself Niece was bruised but the airplane and everyone else was okay So what caused the problem He looked under the cowl and there was the fractured end of the throttle push-pull rod It broke from corrosion and wear right at the firewall Lesson You betcha Next time we tie the tail

We are learning One day I propped Bob Heuers Pitts when I saw him all alone Then he asked me to untie the tail A couple of months later I noticed that Bob Davis another aerobatic pilot had a tow hitch on his Pitts-Smith Whats he doing with a tow hitch Simple He sez I can prop it myshyself and then after I get in and all suited up and ready to go I just pull the release and Im free Lesshyson there are some real practical people in the world

Cracked and Contact Proper engine propping

Tony has logged around 17000 hours in general aviation military airline corporate air taxi glider and banner towing and Sky typing operashytions He has been a certificated flight instructor in airplanes instrushyments and gliders since 1957 and has flown more than 90 makes and models of aircraft Tony has almost all of the certificates and ratings (exshycept helicopter and lighter than air) and a bunch of type ratings He is not looking for a job as he is selfshyemployed-teaching tailwheel skills and fabric work However he is lookshying for folks who are not through learning more about flying

There are thousands of aircraft mostly vintage aircraft and homeshybuilts that routinely require hand propping The following ideas and techniques are only one mans opinion but they are based on many years of experience in hand propping and in teaching others to hand prop safely If just one person avoids an injury or preshyvents a runaway airplane by reading this article then my time will have been paid for and the whole aviation community will have benefited

As I see it successful hand propshyping has to meet these two criteria First-safety has to exist throughshyout the entire starting process Second-the engine has to start

Safety in propping comes down to these three requirements

One-successful communicashytions during each start

Two-keeping the propper out of the prop arc

Three-preventing any airplane movement

ToNY MARK

successful hand propping has to

meet two criteria first-safety

Second- starting the engine

Safety Part OneshySuccessful Communications During Each Start

Terms defined here are those commonly used in propping Strict usage of these words will prevent accidents and injuries

Addressing the prop-to stand at such a distance from the prop that you are outside of the prop arc but not so far outside so as to lean toward it when laying hands on the prop

Clear-this means to remove exshycess fuel from the carburetor

Closed-the throttle is fully closed or at idle position

Contact-the magneto (mag) switch is in the starting position (normally BOTH) The word conshytact is chosen because off on and both all have a similar 0 sound are one syllable and thereby sound similar Contact is two sylshylables and sounds much different than off This was the word of choice in the days when all aviators did hand propping

Cracked-a throttle position greater than idle thought to be corshyrect for the engine and temperature (normally less than 14 inch)

Helper-person in the cockpit who operates aircraft controls until the start is complete (a helper is not always available)

Off-the mag switch points to the OFF position

Propper-person at risk outside who actually swings the prop

Pulling the prop-downward moshytion of the arms causing the prop to turn with intention of priming engine by sucking fuel into carbushyretor (mag switch OFF with no intention of starting engine)

Swing the prop-swinging motion with right leg causing prop to turn with intention of starting (not the same as pulling)

Safety Part TwoshyKeeping the Propper Out of the Prop Arc

The person outside is the one at risk He should be proficient at propping unless instruction in propping is being given In genshyeral the owner should be the propper for the same reason For the same reason again the propshyper is in command of the start no matter who is the owner pilot etc Dont let novices prop anyone Have a fixed number of start atshytempts (three is my choice) If unsuccessful turn mags OFF and take a break to analyze why the start is unsuccessful Leave your ego at home and get another qualshyified propper if one is available

Ways to Prevent Propper Injuries

Do not lean into the prop do not be in front of the airplane when the engine starts Swing your right leg to your left side (in keep-

VINTAGE AIRPLANE 11

ing with Newtons third law of moshytion this will move your body to your right and out of the prop arc) Use propping gloves (thick ones or the $3 garden gloves that are orshyange and ribbed) Prop must be at the 10 to 11 oclock position (as seen by the propper) for safe hand propping

Dont hand prop electric start airshyplanes especially one equipped with a nosewheel Why Electric start airshyplanes frequently have the prop mounted in a bad position for propshyping If they have key type starting you would have to disconnect the starter or unwanted ignition or starter engagement may occur Noseshywheel airplane props are normally closer to the ground making a leg swing difficult and causing the propshyper to lean toward the prop

Propping Procedure From the Front

The propper is satisfied that no

persons or aircraft will pose a hazard and that the ground underfoot is not slippery He makes certain the helper has been briefed and is competent to operate the brakes and engine conshytrols and has the seat belt fastened

Proper commands Off and closed brakes on Helper verifies that the mag switch is set to OFF the throttle is closed and the brakes are on then repeats the command Off and closed brakes on

Propper now addresses the prop standing close enough so he is not leaning toward it He stands in front of the prop blade that is at the 10 to 11 oclock position and places both hands (interlocked) on the prop about two-thirds of the way out from the hub The proppers fingers are not curled around the prop trailshying edge (The taller you are the farther from center you stand)

Propper primes engine by pulling the prop (Some engines are not equipped with a primer Other manshy

ufacturers may prefer the use of the primer but pulling the prop blades through has the advantage in that you can measure the amount of fuel more closely) This priming is done with the arms only but be sure to bring them all the way down to your leg in case the engine starts unexshypectedly This has happened to me (a defective magneto ground) Pull the number of blades thought to be correct (normally the pilot will know this) or prime by using the primer as necessary When pulling the prop for priming a sucking sound should be heard Fuel dripping from the carbushyretor indicates too much priming or carburetor problems

Propper now commands Cracked and contact The helper repeats these commands opens the throttle to the pre-briefed position and selects mags to BOTH unless a different setting is required for starting If the engine will start at idle the proper comshymands Closed and contact

THE JOURNAL OF THE EARLY AEROPLANE

Leonard E Opdycke Editor

WORLD WAR 1

SI~WA~~ THE JOURNAL-OF ~ THE AIRPLANE 1920-1940

David Ostrowski Editor

middot~I INC 15 Crescent Road Poughkeepsie NY 12601 USA (845) 473-3679

WORLD WAR 1 AEROPLANES INC a tax-exempt service organization founded in 1961 devoted to bull Those Magnificent Flying Machines of 1900-1919 and 1920-1940 bull Their enthusiasts including Builders Historians Modellers Restorers

Museums and Collectors

WmiddotWmiddot1 AERO (1900-1919) and SKYWAYS (1920-1940) our two Journals which contain

bull information on current projects bull news of museums and air shows bull technical drawings data bull news of current publications

of all kinds bull information on paint and color bull aeroplanes engines parts for sale

bull scale modelling material bull photographs bull historical research bull workshop notes bull PLUS your wants and

disposals

bull PLUS more

o Send a sample copy (at $4 each + $3 postage)

o WW1 AERO 0 SKYWAYS

o Renew my membership with o WW1 AERO 0 SKYWAYS

o Enroll me as a member 01 WORLD WAR 1 AEROPLANES INC (One-year membership) with o WW1 AERO (4 Issues) 0 SKYWAYS (4~)

o Gift subscription lor o WW1AERO o SKYWAYS

Suggested oontnbution lor each joumaJ $35 $50 $75 $100 other ___

($40 minimum overseas amp Canada Air postage outside US $30 extra)

12 NOVEMBER 2003

Propper swings his right leg to his left side as high as is comfortable The downswing will cause his hands to pull on the prop turn his body to their right and unbalance him He has to step to his right to avoid falling and is thereby outside of the prop arc If the propper will be boardshying the aircraft he keeps on walking around the left wing of the aircraft until entering the door He does not walk across in front of the prop

Safety Part ThreeshyPreventing Any Airplane Movement

Ways to prevent aircraft moveshyment include any combination of chocks tiedowns parking brakes tail tie glider tow hitch cockpit helper and a throttle idle lock A throttle idle lock on a tandem seating aircraft means a bungee cord from the aft cabin structure to the front throttle pulling it back and holding it closed To hold the throttle cracked put a small shim (I use a clothespin) beshyhind the throttle On a side-by-side with a push-pull throttle cut a short piece of tubing or hose that fits beshytween your throttle and the full throttle stop This may seem like a lot of trouble but it works

I do many aircraft deliveries of non-electric aircraft Most places at which I land dont have chocks or their chocks are tiny Others have no tied own ropes or really short ones Alshyways have chocks and a rope of your own to tie the tail Folks may offer to prop me but I have no knowledge of their methods or currency Be wary of letting others prop you

Safety which is was and will alshyways be the most important part of hand propping has been covered in detail A successful start was our other requirement Most owner-propped engine starts are successful since the owner is familiar with the amount of priming needed My L-16 normally starts on the first or second swing

Unsuccessful Start If pilot error is not involved (he

didnt turn on the fuel or mags) then there are only two possibilishy

ties assuming there are no meshychanical difficulties The mixture is either too rich or too lean Genshyerally too rich is the problem Choose one of these possibilities and either prime more (excessive priming invites engine fires) or clear the engine

Clearing the engine is done by putting the throttle at the full open position making absolutely certain the mag switch is set to off and pulling the prop through eight to 10 blades to get all residual fuel out of the inducshytion system and the cylinders Pulling the prop backward is safer (no possible ignition) Remember to close the throttle Screwing this process up is how most runshyaway aircraft incidents occur Twice I have personally seen this happen to others

Unsuccessful starts can be elimishynated if you count how many shots of prime or number of pulled blades

your engine takes for existing enshygine and ambient temperatures

Food for Thought Every year someone sends an

airplane into the sky alone and the media tells the world It hapshypened not long ago in California and in Ohio a few years ago with plenty of media attention on a slow news day When a famous person gets hurt from this or an empty airplane flies near a big city we all will be legislated into electric systems in the name of national security This threat is not far-fetched Please do your part and ask others to help

This article has been excerpted from a more detailed document that covers many more aspects of hand propping Anyone interested in this information (a handout for students in Tonys tailwheel trainshying course) can e-mail him at marklintercomnet

VINTAGE AIRPLANE 13

Cracked and Contact Proper engine propping

Tony has logged around 17000 hours in general aviation military airline corporate air taxi glider and banner towing and Sky typing operashytions He has been a certificated flight instructor in airplanes instrushyments and gliders since 1957 and has flown more than 90 makes and models of aircraft Tony has almost all of the certificates and ratings (exshycept helicopter and lighter than air) and a bunch of type ratings He is not looking for a job as he is selfshyemployed-teaching tailwheel skills and fabric work However he is lookshying for folks who are not through learning more about flying

There are thousands of aircraft mostly vintage aircraft and homeshybuilts that routinely require hand propping The following ideas and techniques are only one mans opinion but they are based on many years of experience in hand propping and in teaching others to hand prop safely If just one person avoids an injury or preshyvents a runaway airplane by reading this article then my time will have been paid for and the whole aviation community will have benefited

As I see it successful hand propshyping has to meet these two criteria First-safety has to exist throughshyout the entire starting process Second-the engine has to start

Safety in propping comes down to these three requirements

One-successful communicashytions during each start

Two-keeping the propper out of the prop arc

Three-preventing any airplane movement

ToNY MARK

successful hand propping has to

meet two criteria first-safety

Second- starting the engine

Safety Part OneshySuccessful Communications During Each Start

Terms defined here are those commonly used in propping Strict usage of these words will prevent accidents and injuries

Addressing the prop-to stand at such a distance from the prop that you are outside of the prop arc but not so far outside so as to lean toward it when laying hands on the prop

Clear-this means to remove exshycess fuel from the carburetor

Closed-the throttle is fully closed or at idle position

Contact-the magneto (mag) switch is in the starting position (normally BOTH) The word conshytact is chosen because off on and both all have a similar 0 sound are one syllable and thereby sound similar Contact is two sylshylables and sounds much different than off This was the word of choice in the days when all aviators did hand propping

Cracked-a throttle position greater than idle thought to be corshyrect for the engine and temperature (normally less than 14 inch)

Helper-person in the cockpit who operates aircraft controls until the start is complete (a helper is not always available)

Off-the mag switch points to the OFF position

Propper-person at risk outside who actually swings the prop

Pulling the prop-downward moshytion of the arms causing the prop to turn with intention of priming engine by sucking fuel into carbushyretor (mag switch OFF with no intention of starting engine)

Swing the prop-swinging motion with right leg causing prop to turn with intention of starting (not the same as pulling)

Safety Part TwoshyKeeping the Propper Out of the Prop Arc

The person outside is the one at risk He should be proficient at propping unless instruction in propping is being given In genshyeral the owner should be the propper for the same reason For the same reason again the propshyper is in command of the start no matter who is the owner pilot etc Dont let novices prop anyone Have a fixed number of start atshytempts (three is my choice) If unsuccessful turn mags OFF and take a break to analyze why the start is unsuccessful Leave your ego at home and get another qualshyified propper if one is available

Ways to Prevent Propper Injuries

Do not lean into the prop do not be in front of the airplane when the engine starts Swing your right leg to your left side (in keep-

VINTAGE AIRPLANE 11

ing with Newtons third law of moshytion this will move your body to your right and out of the prop arc) Use propping gloves (thick ones or the $3 garden gloves that are orshyange and ribbed) Prop must be at the 10 to 11 oclock position (as seen by the propper) for safe hand propping

Dont hand prop electric start airshyplanes especially one equipped with a nosewheel Why Electric start airshyplanes frequently have the prop mounted in a bad position for propshyping If they have key type starting you would have to disconnect the starter or unwanted ignition or starter engagement may occur Noseshywheel airplane props are normally closer to the ground making a leg swing difficult and causing the propshyper to lean toward the prop

Propping Procedure From the Front

The propper is satisfied that no

persons or aircraft will pose a hazard and that the ground underfoot is not slippery He makes certain the helper has been briefed and is competent to operate the brakes and engine conshytrols and has the seat belt fastened

Proper commands Off and closed brakes on Helper verifies that the mag switch is set to OFF the throttle is closed and the brakes are on then repeats the command Off and closed brakes on

Propper now addresses the prop standing close enough so he is not leaning toward it He stands in front of the prop blade that is at the 10 to 11 oclock position and places both hands (interlocked) on the prop about two-thirds of the way out from the hub The proppers fingers are not curled around the prop trailshying edge (The taller you are the farther from center you stand)

Propper primes engine by pulling the prop (Some engines are not equipped with a primer Other manshy

ufacturers may prefer the use of the primer but pulling the prop blades through has the advantage in that you can measure the amount of fuel more closely) This priming is done with the arms only but be sure to bring them all the way down to your leg in case the engine starts unexshypectedly This has happened to me (a defective magneto ground) Pull the number of blades thought to be correct (normally the pilot will know this) or prime by using the primer as necessary When pulling the prop for priming a sucking sound should be heard Fuel dripping from the carbushyretor indicates too much priming or carburetor problems

Propper now commands Cracked and contact The helper repeats these commands opens the throttle to the pre-briefed position and selects mags to BOTH unless a different setting is required for starting If the engine will start at idle the proper comshymands Closed and contact

THE JOURNAL OF THE EARLY AEROPLANE

Leonard E Opdycke Editor

WORLD WAR 1

SI~WA~~ THE JOURNAL-OF ~ THE AIRPLANE 1920-1940

David Ostrowski Editor

middot~I INC 15 Crescent Road Poughkeepsie NY 12601 USA (845) 473-3679

WORLD WAR 1 AEROPLANES INC a tax-exempt service organization founded in 1961 devoted to bull Those Magnificent Flying Machines of 1900-1919 and 1920-1940 bull Their enthusiasts including Builders Historians Modellers Restorers

Museums and Collectors

WmiddotWmiddot1 AERO (1900-1919) and SKYWAYS (1920-1940) our two Journals which contain

bull information on current projects bull news of museums and air shows bull technical drawings data bull news of current publications

of all kinds bull information on paint and color bull aeroplanes engines parts for sale

bull scale modelling material bull photographs bull historical research bull workshop notes bull PLUS your wants and

disposals

bull PLUS more

o Send a sample copy (at $4 each + $3 postage)

o WW1 AERO 0 SKYWAYS

o Renew my membership with o WW1 AERO 0 SKYWAYS

o Enroll me as a member 01 WORLD WAR 1 AEROPLANES INC (One-year membership) with o WW1 AERO (4 Issues) 0 SKYWAYS (4~)

o Gift subscription lor o WW1AERO o SKYWAYS

Suggested oontnbution lor each joumaJ $35 $50 $75 $100 other ___

($40 minimum overseas amp Canada Air postage outside US $30 extra)

12 NOVEMBER 2003

Propper swings his right leg to his left side as high as is comfortable The downswing will cause his hands to pull on the prop turn his body to their right and unbalance him He has to step to his right to avoid falling and is thereby outside of the prop arc If the propper will be boardshying the aircraft he keeps on walking around the left wing of the aircraft until entering the door He does not walk across in front of the prop

Safety Part ThreeshyPreventing Any Airplane Movement

Ways to prevent aircraft moveshyment include any combination of chocks tiedowns parking brakes tail tie glider tow hitch cockpit helper and a throttle idle lock A throttle idle lock on a tandem seating aircraft means a bungee cord from the aft cabin structure to the front throttle pulling it back and holding it closed To hold the throttle cracked put a small shim (I use a clothespin) beshyhind the throttle On a side-by-side with a push-pull throttle cut a short piece of tubing or hose that fits beshytween your throttle and the full throttle stop This may seem like a lot of trouble but it works

I do many aircraft deliveries of non-electric aircraft Most places at which I land dont have chocks or their chocks are tiny Others have no tied own ropes or really short ones Alshyways have chocks and a rope of your own to tie the tail Folks may offer to prop me but I have no knowledge of their methods or currency Be wary of letting others prop you

Safety which is was and will alshyways be the most important part of hand propping has been covered in detail A successful start was our other requirement Most owner-propped engine starts are successful since the owner is familiar with the amount of priming needed My L-16 normally starts on the first or second swing

Unsuccessful Start If pilot error is not involved (he

didnt turn on the fuel or mags) then there are only two possibilishy

ties assuming there are no meshychanical difficulties The mixture is either too rich or too lean Genshyerally too rich is the problem Choose one of these possibilities and either prime more (excessive priming invites engine fires) or clear the engine

Clearing the engine is done by putting the throttle at the full open position making absolutely certain the mag switch is set to off and pulling the prop through eight to 10 blades to get all residual fuel out of the inducshytion system and the cylinders Pulling the prop backward is safer (no possible ignition) Remember to close the throttle Screwing this process up is how most runshyaway aircraft incidents occur Twice I have personally seen this happen to others

Unsuccessful starts can be elimishynated if you count how many shots of prime or number of pulled blades

your engine takes for existing enshygine and ambient temperatures

Food for Thought Every year someone sends an

airplane into the sky alone and the media tells the world It hapshypened not long ago in California and in Ohio a few years ago with plenty of media attention on a slow news day When a famous person gets hurt from this or an empty airplane flies near a big city we all will be legislated into electric systems in the name of national security This threat is not far-fetched Please do your part and ask others to help

This article has been excerpted from a more detailed document that covers many more aspects of hand propping Anyone interested in this information (a handout for students in Tonys tailwheel trainshying course) can e-mail him at marklintercomnet

VINTAGE AIRPLANE 13

ing with Newtons third law of moshytion this will move your body to your right and out of the prop arc) Use propping gloves (thick ones or the $3 garden gloves that are orshyange and ribbed) Prop must be at the 10 to 11 oclock position (as seen by the propper) for safe hand propping

Dont hand prop electric start airshyplanes especially one equipped with a nosewheel Why Electric start airshyplanes frequently have the prop mounted in a bad position for propshyping If they have key type starting you would have to disconnect the starter or unwanted ignition or starter engagement may occur Noseshywheel airplane props are normally closer to the ground making a leg swing difficult and causing the propshyper to lean toward the prop

Propping Procedure From the Front

The propper is satisfied that no

persons or aircraft will pose a hazard and that the ground underfoot is not slippery He makes certain the helper has been briefed and is competent to operate the brakes and engine conshytrols and has the seat belt fastened

Proper commands Off and closed brakes on Helper verifies that the mag switch is set to OFF the throttle is closed and the brakes are on then repeats the command Off and closed brakes on

Propper now addresses the prop standing close enough so he is not leaning toward it He stands in front of the prop blade that is at the 10 to 11 oclock position and places both hands (interlocked) on the prop about two-thirds of the way out from the hub The proppers fingers are not curled around the prop trailshying edge (The taller you are the farther from center you stand)

Propper primes engine by pulling the prop (Some engines are not equipped with a primer Other manshy

ufacturers may prefer the use of the primer but pulling the prop blades through has the advantage in that you can measure the amount of fuel more closely) This priming is done with the arms only but be sure to bring them all the way down to your leg in case the engine starts unexshypectedly This has happened to me (a defective magneto ground) Pull the number of blades thought to be correct (normally the pilot will know this) or prime by using the primer as necessary When pulling the prop for priming a sucking sound should be heard Fuel dripping from the carbushyretor indicates too much priming or carburetor problems

Propper now commands Cracked and contact The helper repeats these commands opens the throttle to the pre-briefed position and selects mags to BOTH unless a different setting is required for starting If the engine will start at idle the proper comshymands Closed and contact

THE JOURNAL OF THE EARLY AEROPLANE

Leonard E Opdycke Editor

WORLD WAR 1

SI~WA~~ THE JOURNAL-OF ~ THE AIRPLANE 1920-1940

David Ostrowski Editor

middot~I INC 15 Crescent Road Poughkeepsie NY 12601 USA (845) 473-3679

WORLD WAR 1 AEROPLANES INC a tax-exempt service organization founded in 1961 devoted to bull Those Magnificent Flying Machines of 1900-1919 and 1920-1940 bull Their enthusiasts including Builders Historians Modellers Restorers

Museums and Collectors

WmiddotWmiddot1 AERO (1900-1919) and SKYWAYS (1920-1940) our two Journals which contain

bull information on current projects bull news of museums and air shows bull technical drawings data bull news of current publications

of all kinds bull information on paint and color bull aeroplanes engines parts for sale

bull scale modelling material bull photographs bull historical research bull workshop notes bull PLUS your wants and

disposals

bull PLUS more

o Send a sample copy (at $4 each + $3 postage)

o WW1 AERO 0 SKYWAYS

o Renew my membership with o WW1 AERO 0 SKYWAYS

o Enroll me as a member 01 WORLD WAR 1 AEROPLANES INC (One-year membership) with o WW1 AERO (4 Issues) 0 SKYWAYS (4~)

o Gift subscription lor o WW1AERO o SKYWAYS

Suggested oontnbution lor each joumaJ $35 $50 $75 $100 other ___

($40 minimum overseas amp Canada Air postage outside US $30 extra)

12 NOVEMBER 2003

Propper swings his right leg to his left side as high as is comfortable The downswing will cause his hands to pull on the prop turn his body to their right and unbalance him He has to step to his right to avoid falling and is thereby outside of the prop arc If the propper will be boardshying the aircraft he keeps on walking around the left wing of the aircraft until entering the door He does not walk across in front of the prop

Safety Part ThreeshyPreventing Any Airplane Movement

Ways to prevent aircraft moveshyment include any combination of chocks tiedowns parking brakes tail tie glider tow hitch cockpit helper and a throttle idle lock A throttle idle lock on a tandem seating aircraft means a bungee cord from the aft cabin structure to the front throttle pulling it back and holding it closed To hold the throttle cracked put a small shim (I use a clothespin) beshyhind the throttle On a side-by-side with a push-pull throttle cut a short piece of tubing or hose that fits beshytween your throttle and the full throttle stop This may seem like a lot of trouble but it works

I do many aircraft deliveries of non-electric aircraft Most places at which I land dont have chocks or their chocks are tiny Others have no tied own ropes or really short ones Alshyways have chocks and a rope of your own to tie the tail Folks may offer to prop me but I have no knowledge of their methods or currency Be wary of letting others prop you

Safety which is was and will alshyways be the most important part of hand propping has been covered in detail A successful start was our other requirement Most owner-propped engine starts are successful since the owner is familiar with the amount of priming needed My L-16 normally starts on the first or second swing

Unsuccessful Start If pilot error is not involved (he

didnt turn on the fuel or mags) then there are only two possibilishy

ties assuming there are no meshychanical difficulties The mixture is either too rich or too lean Genshyerally too rich is the problem Choose one of these possibilities and either prime more (excessive priming invites engine fires) or clear the engine

Clearing the engine is done by putting the throttle at the full open position making absolutely certain the mag switch is set to off and pulling the prop through eight to 10 blades to get all residual fuel out of the inducshytion system and the cylinders Pulling the prop backward is safer (no possible ignition) Remember to close the throttle Screwing this process up is how most runshyaway aircraft incidents occur Twice I have personally seen this happen to others

Unsuccessful starts can be elimishynated if you count how many shots of prime or number of pulled blades

your engine takes for existing enshygine and ambient temperatures

Food for Thought Every year someone sends an

airplane into the sky alone and the media tells the world It hapshypened not long ago in California and in Ohio a few years ago with plenty of media attention on a slow news day When a famous person gets hurt from this or an empty airplane flies near a big city we all will be legislated into electric systems in the name of national security This threat is not far-fetched Please do your part and ask others to help

This article has been excerpted from a more detailed document that covers many more aspects of hand propping Anyone interested in this information (a handout for students in Tonys tailwheel trainshying course) can e-mail him at marklintercomnet

VINTAGE AIRPLANE 13

Propper swings his right leg to his left side as high as is comfortable The downswing will cause his hands to pull on the prop turn his body to their right and unbalance him He has to step to his right to avoid falling and is thereby outside of the prop arc If the propper will be boardshying the aircraft he keeps on walking around the left wing of the aircraft until entering the door He does not walk across in front of the prop

Safety Part ThreeshyPreventing Any Airplane Movement

Ways to prevent aircraft moveshyment include any combination of chocks tiedowns parking brakes tail tie glider tow hitch cockpit helper and a throttle idle lock A throttle idle lock on a tandem seating aircraft means a bungee cord from the aft cabin structure to the front throttle pulling it back and holding it closed To hold the throttle cracked put a small shim (I use a clothespin) beshyhind the throttle On a side-by-side with a push-pull throttle cut a short piece of tubing or hose that fits beshytween your throttle and the full throttle stop This may seem like a lot of trouble but it works

I do many aircraft deliveries of non-electric aircraft Most places at which I land dont have chocks or their chocks are tiny Others have no tied own ropes or really short ones Alshyways have chocks and a rope of your own to tie the tail Folks may offer to prop me but I have no knowledge of their methods or currency Be wary of letting others prop you

Safety which is was and will alshyways be the most important part of hand propping has been covered in detail A successful start was our other requirement Most owner-propped engine starts are successful since the owner is familiar with the amount of priming needed My L-16 normally starts on the first or second swing

Unsuccessful Start If pilot error is not involved (he

didnt turn on the fuel or mags) then there are only two possibilishy

ties assuming there are no meshychanical difficulties The mixture is either too rich or too lean Genshyerally too rich is the problem Choose one of these possibilities and either prime more (excessive priming invites engine fires) or clear the engine

Clearing the engine is done by putting the throttle at the full open position making absolutely certain the mag switch is set to off and pulling the prop through eight to 10 blades to get all residual fuel out of the inducshytion system and the cylinders Pulling the prop backward is safer (no possible ignition) Remember to close the throttle Screwing this process up is how most runshyaway aircraft incidents occur Twice I have personally seen this happen to others

Unsuccessful starts can be elimishynated if you count how many shots of prime or number of pulled blades

your engine takes for existing enshygine and ambient temperatures

Food for Thought Every year someone sends an

airplane into the sky alone and the media tells the world It hapshypened not long ago in California and in Ohio a few years ago with plenty of media attention on a slow news day When a famous person gets hurt from this or an empty airplane flies near a big city we all will be legislated into electric systems in the name of national security This threat is not far-fetched Please do your part and ask others to help

This article has been excerpted from a more detailed document that covers many more aspects of hand propping Anyone interested in this information (a handout for students in Tonys tailwheel trainshying course) can e-mail him at marklintercomnet

VINTAGE AIRPLANE 13

more coverage

gt Paul Goulds Grand Champion

Aeronca Chief was one of the featured type club display aircraft

in front of the VAAs Red Barn The Chief which was the top

Classic award winner at Sun n Fun and EAA AirVenture in past

years was sold during the conshyvention to Jose Quintanilla of

Monterey Mexico

The late Jim Wrights Hughes Racer was a marvelous piece of re-engineering and craftsmanship including a faithful reproduction of the instrument panel Jim had period instruments overhauled and installed so the panel was as close to original as possible He did make one small addition To the right of the artificial horishyzon the small silver connector hints at an ingenious solution to an ageshyold problem When taxiing the Hughes it was impossible to clearly see directly in front of the airplane even when taxiing with S-turns Jim Wright installed a small lipstick video camera near the lip of the cowl and a small LCD video monitor was clipped in place and attached to the connector It made it possible to start taxiing knowing for certain that no objects or people were in the way gt

Steve Mark of Vernon Hills Illinois took this beautiful shot of the replica Hughes Racer

14 NOVEMBER 2003

~il~~1IiIiI (replica) were fascishy

~~-----~_---_-----oo- the past

Direct from France and shipped here in the Airbus Beluga the Moraine-Saulnier Type Hand SantosshyDumont Demoiselle

nating glimpses into V

Newly retired schoolteacher Syd Cohen of Wausau Wisconsin gave his

convention volunteer time to Operation POP (Protect Our Planes) As the owner of the highly polished

Ercoupe in the background Syds aware of the need to politely educate members

and the general public alike that wed prefer they look and not touch the

airplanes With 1123 vintage airplanes registered in the VAA parking areas

plus the homebuilt campers we host the POP volunteers are busy

gently reminding folks not to eat or drink around the airplanes For more

information on POP activities visit wwwairventureorg2003aboutvoiunteershtmi

To volunteer e-mail Noel Marshall at mbOlnorthnet net

VINTAGE AIRPLANE 15

~il~~1IiIiI (replica) were fascishy

~~-----~_---_-----oo- the past

Direct from France and shipped here in the Airbus Beluga the Moraine-Saulnier Type Hand SantosshyDumont Demoiselle

nating glimpses into V

Newly retired schoolteacher Syd Cohen of Wausau Wisconsin gave his

convention volunteer time to Operation POP (Protect Our Planes) As the owner of the highly polished

Ercoupe in the background Syds aware of the need to politely educate members

and the general public alike that wed prefer they look and not touch the

airplanes With 1123 vintage airplanes registered in the VAA parking areas

plus the homebuilt campers we host the POP volunteers are busy

gently reminding folks not to eat or drink around the airplanes For more

information on POP activities visit wwwairventureorg2003aboutvoiunteershtmi

To volunteer e-mail Noel Marshall at mbOlnorthnet net

VINTAGE AIRPLANE 15

Anyone who has been around aviation for any length of time can remember how comshymon it was to see a pile

of unidentifiable rusty bones heaped up behind a rural hangar Airplanes were dinged and they were pushed in back They got old and they were pushed in back They used something other than a Lycoming or Continental and 16 NOVEMBER 2003

they eventually wound up pushed in back And naturally if it was an all-fabric airplane when it got a little tattered and needed new clothes all of the forgoing factors worked against it

The Fairchild 22 had all of those And then some It was old its long snoot often housed one 0 them there Menyasro thangs it was open cockpit and was just a little too far off-center for some folks

This was all aggravated by the fact that no one was exactly sure what a Fairchild 22 was because so few were built and theyd never had a second life as crop dusters etc Small wonder so many of them deshygraded to their basic molecular make-up over the years

The forgoing also explains why Fairchild 22s like the one brought back to life by Tim Talen for john Thomason start out as phantoms

formed of oxide and rot These kinds of airplanes have sat around for so many years that they are not reshystored they are recreated They are so bad that its good news when a part is so rusted or rotted that its good only for a pattern because at least they have something to start with

These kinds of projects also inshyvolve lots of forensic sleuthing to find information considered basic in other less demanding endeavshy

ltJ)

ltC a co ltC

Z Z ltC UJ UJ -

ors For instance what is the inshystrument panel supposed to look like or how were the brakes hooked up These are not projects for the weak of heart although both John and Tim will agree a weak mind sometimes helps That way you dont realize how deep the water is until you have no choice but to keep on paddling

John who now calls Sonoma California home started flying in a

Champ that was based on an airshycraft carrier Sort of anyway

I went into the Navy in 1953 where I was an aviation bosuns mate based on the USS Hancock We had a flying club on board and had a Champ in the hangar bay with the wings removed Wed carry it from base to base assemble it hoist it on shore and wed all fly it

I did some interesting things in the Navy For instance I was inshyvolved in investigating different types of catapult systems includshying the English steam cat which is what we eventually used

Although he was born and raised in Maryland he eventually emishygrated to Sonoma where he began to get heavily into vintage airplanes

I had owned a bunch of differshyent airplanes and a string of short wing Pipers including a Colt and a Tri-Pacer But I wanted a real anshytique and started looking around I found a YKS-7 that was a flying airshyplane and had never been restored However one of my friends Eric Presten said I shouldnt buy it Of course I didnt listen and traded a 182 for it

It was actually a pretty good flyshying airplane until an axle broke on landing [ skidded across the runshyway and was doing okay until the landing gear stub caught in the grass on the edge of the runway and folded the gear That didnt do the airplane much good The axle had been butt welded [ guess Eric was right I shouldnt have bought it

It crunched both lower wings and I was in the process of rebuildshying it when I got divorced and the airplane had to go

Everyone eventually recovers from a divorce and so did John

I always dreamed of having that first Waco on floats so not too long ago I found a YKS-6 on floats and bought it Its going through restoration right now

The Fairchild 22 that John purshychased was a project that had gone through several hands before it beshycame his

VINTAGE AIRPLANE 17

Refactory the Talens restoration shop in Springfield Oregon

18 NOVEMBER 2003

It originally came out of Arizona and a fr iend brought it up to Schellville where I saw it for the first time Basishycally the entire airplane was a pattern and a huge amount of stuff was missing a ltoshygether He built a new fuselage using the original to build a jig from and someshyone somewhere had done the same thing for the wings

I had told him that Id buy it if they didnt finish it and thats exactly what hapshypened They had done some of the basic work but there was a long long way to go

The original engine was a Menasco and the project

The Fairchild 22 originally had among a couple of choices the Menasco C-4 engine but the engine that came with the project was the later model 0-4 complete with enshyclosed rocker boxes AI Ball overhauled the relatively rare engine

came with what was supposed to be a good engine

The Twenty-two originally had a C-4 Menasco and the engine with it was a D-4 the primary difshyference between the two being the enclosed rockers Even though it was supposedly a good engine I was always a little leery of it so I had Al Ball rebuild it

After I bought the airplane my friend continued to help me with it but then his help went away and I was in no pOSition to do the entire airplane myself

I had known Tim for some time Actually I met Tim because of my son Scott When Scott was barely a teenager he started hanging out with the antique airplane crowd In fact Eric Presten was educating him Hed hold up a picture of an airplane and make Scott identify it Scott who is now in Marine flight training at Pensacola turned into a Monocoupe nut

On one of his jaunts he stopped by Tims shop and when he came home he said that guy has as much stuff in his hangar as you do Dad

I talked to Tim on the phone and got to know him at the various air shows in the area I went by his shop myself a few times and Tim had been down to see the Fairchild project

So when I started talking to him about finishing it for me he was already fashymiliar with it

Tim bases his

way or another his entire life

I flew with my dad a lot and when he bought me a flying lesson with the local instructor for my 16th birthday it lasted exactly 35 minutes The instructor went around with me a few times and then signed me off for solo When he signed my logbook he did it on the fifth line down to give us room to put some more official time above it

I joined the EAA when I was about 15 long before my dad did and I talked him into working with me to build a Baby Ace using Mechanix Illustrated plans It was powered with an A-65 and we did finish it I still have it 37 years later

Tims education and life in genshyeral were interrupted when he went to Vietnam as an air controller With the Army behind him he returned to college to become a teacher

When I got out I couldnt find a teaching job so I started working at the airport I was building a Cavalier homebuilt but then bought a $925 Interstate Cadet that needed lots of

work including new wings That airshyplane is what detoured me into antiques and vintage airplanes

The thing I like about the older airplanes is that you re building on its past to give it a future

Tim kept building Cadets and as he became the go-to guy for Inshyterstates his avocation became his vocation and he opened a full-time restoration facility aptly named Ragwood Refactory

Tim says I took the Fairchild on in January 98 and spent a lot of time figuring out what he had and what we didn t as well as what we knew and what we didnt There were simply a lot of things we didshynt have any information on

As rare as Fair-LEEANN ABRAMS child 22s are

Tim and John were lucky that there

was another one within reasonable distance and they could go look at it

Harold Smith and his airplane were great sources

of information and patterns For instance our fuselage had no

cabanes on it so we shot a bunch of pictures and made draWings that would let us duplicate his

The same thing was true of the control system For all intents and purposes we had none If it hadshynt been for Harolds airplane we d probably still be scratching our heads

On several other occaSions I was able to go out to my storage area and look at my 35 Fairchild 24-C8C project With only three years of technology between those two the 24 solution was often a carryover from the 22

The airplane came with a porshytion of the sheet metal but ve ry little of it was useable except the nose bowl

Tim says We only used a few pieces of the original sheet metal because it was so beat up We did use the nosebowl but that turned out to be a project of its own In the first place we think it was acshytually made for the DH Gy psy

engine installation on the 22 but the factory modified it for the Menasco It had been beat on and Bondoed so many times that it was a real mess It took a bunch of welding and patching to get it right but I guess we shouldnt complain At least we had someshything original to the airplane to start with Without it we would have been doing a lot of scroungshying or fabricating

We had a fuel tank that had been built by someone but we had to rebuild it because it had the filler neck at the back rather than the front We had an oil tank too such as it was It was barely a pattern but we eventually decided to weld up a new aluminum tank to the original shape The oil tank on the 22 is behind the firewall right over the passengers feet Not the best place for a leaky old original tank

When an airplane is so comshypletely recreated as this one theres always the temptation which is usually grounded in practicality to make things a little better But that wasnt their goal

We were trying to keep this thing as original as practical We even decided to use the original Air Associates brakes and hook them up to be used from the front or back cockpit That sounds simshyple but we had a terrible time trying to figure out how the cables and pulleys ran and no one seemed to have any ideas The good news however was that I had a set of usable brake shoes in one of my piles of junk

Often when an airplane has been through several hands there is work that is not to the liking of the final restorer in this case Tim Talen

The wings had already been more or less finished but there was a small problem they didnt match In some areas like the center-secshytion bows they werent even close We wound up doing some major tweaking throughout the wings

One feature of the Fairchild 22 wings that bears mentioning is the factorys attempt at streamlining

VINTAGE AIRPLANE 19

the strut-to-wing inshytersection The rib at that position is much deeper than the rest creating a streamlined bulge that lets the strut enter the lower wing surface at less of an angle thereby lowshyering the drag at that point Howard took a similar apshyproach in their DGAs except a fairing acshycomplished the same purpose

There were some real mysteries in the panel mostly beshycause we didnt know what it looked like when it left the facshytory and we didnt know how origina l the other 22s were Most of the instrushyments came with the airplane but we werent sure of the arrangement alshythough we did know it had subshypanels for all of themI

The fabric and finish often repshyresent more bumps in the road to originality for almost all restorashytions Dope and cotton have drawbacks and some restorers and owners simply dont want to put up with them

We decided against dope beshycause among other things John plans on flying this airplane a lot and he wanted 25 years out of the fabric and finish Ive been a real Stits fan for years In fact I have some of the original Stits signs that use the Skybaby in the logo hangshying in my shop So for this airplane we used the StitsPoly-Fiber system all the way through including Polytone paint

We clear coated it with Aerothane after sanding all the tape edges down but we flattened the clear a little We didnt want a high-gloss finish We wanted the antique look but with modern durability Ive been using 20 NOVEMBER 2003

this process on airplanes for nearly 17 years and so far they all look good

The tailskid concept is another difficulty in maintaining originalshyity while still having a functional airplane

The airplane had a skid when it came out of the factory The type-certificate however says a tail wheel can be used So we inshystalled an 8-inch smooth Maule that had the right look to itI

The type-certificate became the guiding outline for the DAR to isshysue a new airworthiness certificate for the airplane

We showed that the airplane had everything the type-certificate says it should have so he was willshying to sign it offI

When it came time to fly the airplane John said hed feel more comfortable if Tim made the first hops He says Tim flew it out of his 1600-by-30-foot strip and the airplane performed flawlessly The only glitch was he was carrying a down trim and he had to lean it a

lot to keep it runshyning smoothly

We flew 20 hours one-way to Oshkosh and didnt have a second of trouble We flew it the first time in July 2002 but only put about 20 hours on it before the trip east Now with forty hours the oil conshysumption is down to a quart every four or five hours

On the way to Oshkosh we started out flight planning 100 mph but that was too optimistic and we almost never got it Ninety is a more realistic speed for cross-country flyshying Although if you run the Menasco at 1900 rpm it will inshydicate about 105

mph and burn about 7-12 gphI When they arrived in Wautoma

south of Oshkosh and prepared to launch for the big event they called ahead and discovered they had a problem They had no radio (NORDO) and had been told earshylier that all they had to do was call in from Wautoma and make arrangements When they called however they were told not to come in because the tower was too busy to handle NORDO traffic

The EAA camera ship (Photo Two) was there and the pilot told them to buddy up with someone else and go in as a two-ship flight Luck was with them because Bill Pancake was also getting ready to leave in his Champ and overheard the conversation So the Champ and the Fairchild made a true oddshycouple arrival at Oshkosh 2003

When asked whats next for the Fairchild John Thomason grins and says Whats next Im going to fly it and enjoy itI

Sounds like a good plan to us

Ken Horwitz Vashon Island WA

_ President aide Thyme Aviation

Antique classic biplane rides

- 1927 Travel Air 3000 - 1929 Travel Air 4000 - 1937 Cobin Waco YKS-7 - 1936 Cobin Waco YKS-6 - 1940 1942 Waco UPF-l - 1944 Army Stearman PT-17 - 1944 Navy Stearman N2S-4

September 11 turned everything inside out for us When I was

requoted my renewal rates with my previous insurance agent the

coverage dropped and the rates soared Thanks to AUA were still

able to keep flying our biplane rides

- Ken Horwitz

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formed of oxide and rot These kinds of airplanes have sat around for so many years that they are not reshystored they are recreated They are so bad that its good news when a part is so rusted or rotted that its good only for a pattern because at least they have something to start with

These kinds of projects also inshyvolve lots of forensic sleuthing to find information considered basic in other less demanding endeavshy

ltJ)

ltC a co ltC

Z Z ltC UJ UJ -

ors For instance what is the inshystrument panel supposed to look like or how were the brakes hooked up These are not projects for the weak of heart although both John and Tim will agree a weak mind sometimes helps That way you dont realize how deep the water is until you have no choice but to keep on paddling

John who now calls Sonoma California home started flying in a

Champ that was based on an airshycraft carrier Sort of anyway

I went into the Navy in 1953 where I was an aviation bosuns mate based on the USS Hancock We had a flying club on board and had a Champ in the hangar bay with the wings removed Wed carry it from base to base assemble it hoist it on shore and wed all fly it

I did some interesting things in the Navy For instance I was inshyvolved in investigating different types of catapult systems includshying the English steam cat which is what we eventually used

Although he was born and raised in Maryland he eventually emishygrated to Sonoma where he began to get heavily into vintage airplanes

I had owned a bunch of differshyent airplanes and a string of short wing Pipers including a Colt and a Tri-Pacer But I wanted a real anshytique and started looking around I found a YKS-7 that was a flying airshyplane and had never been restored However one of my friends Eric Presten said I shouldnt buy it Of course I didnt listen and traded a 182 for it

It was actually a pretty good flyshying airplane until an axle broke on landing [ skidded across the runshyway and was doing okay until the landing gear stub caught in the grass on the edge of the runway and folded the gear That didnt do the airplane much good The axle had been butt welded [ guess Eric was right I shouldnt have bought it

It crunched both lower wings and I was in the process of rebuildshying it when I got divorced and the airplane had to go

Everyone eventually recovers from a divorce and so did John

I always dreamed of having that first Waco on floats so not too long ago I found a YKS-6 on floats and bought it Its going through restoration right now

The Fairchild 22 that John purshychased was a project that had gone through several hands before it beshycame his

VINTAGE AIRPLANE 17

Refactory the Talens restoration shop in Springfield Oregon

18 NOVEMBER 2003

It originally came out of Arizona and a fr iend brought it up to Schellville where I saw it for the first time Basishycally the entire airplane was a pattern and a huge amount of stuff was missing a ltoshygether He built a new fuselage using the original to build a jig from and someshyone somewhere had done the same thing for the wings

I had told him that Id buy it if they didnt finish it and thats exactly what hapshypened They had done some of the basic work but there was a long long way to go

The original engine was a Menasco and the project

The Fairchild 22 originally had among a couple of choices the Menasco C-4 engine but the engine that came with the project was the later model 0-4 complete with enshyclosed rocker boxes AI Ball overhauled the relatively rare engine

came with what was supposed to be a good engine

The Twenty-two originally had a C-4 Menasco and the engine with it was a D-4 the primary difshyference between the two being the enclosed rockers Even though it was supposedly a good engine I was always a little leery of it so I had Al Ball rebuild it

After I bought the airplane my friend continued to help me with it but then his help went away and I was in no pOSition to do the entire airplane myself

I had known Tim for some time Actually I met Tim because of my son Scott When Scott was barely a teenager he started hanging out with the antique airplane crowd In fact Eric Presten was educating him Hed hold up a picture of an airplane and make Scott identify it Scott who is now in Marine flight training at Pensacola turned into a Monocoupe nut

On one of his jaunts he stopped by Tims shop and when he came home he said that guy has as much stuff in his hangar as you do Dad

I talked to Tim on the phone and got to know him at the various air shows in the area I went by his shop myself a few times and Tim had been down to see the Fairchild project

So when I started talking to him about finishing it for me he was already fashymiliar with it

Tim bases his

way or another his entire life

I flew with my dad a lot and when he bought me a flying lesson with the local instructor for my 16th birthday it lasted exactly 35 minutes The instructor went around with me a few times and then signed me off for solo When he signed my logbook he did it on the fifth line down to give us room to put some more official time above it

I joined the EAA when I was about 15 long before my dad did and I talked him into working with me to build a Baby Ace using Mechanix Illustrated plans It was powered with an A-65 and we did finish it I still have it 37 years later

Tims education and life in genshyeral were interrupted when he went to Vietnam as an air controller With the Army behind him he returned to college to become a teacher

When I got out I couldnt find a teaching job so I started working at the airport I was building a Cavalier homebuilt but then bought a $925 Interstate Cadet that needed lots of

work including new wings That airshyplane is what detoured me into antiques and vintage airplanes

The thing I like about the older airplanes is that you re building on its past to give it a future

Tim kept building Cadets and as he became the go-to guy for Inshyterstates his avocation became his vocation and he opened a full-time restoration facility aptly named Ragwood Refactory

Tim says I took the Fairchild on in January 98 and spent a lot of time figuring out what he had and what we didn t as well as what we knew and what we didnt There were simply a lot of things we didshynt have any information on

As rare as Fair-LEEANN ABRAMS child 22s are

Tim and John were lucky that there

was another one within reasonable distance and they could go look at it

Harold Smith and his airplane were great sources

of information and patterns For instance our fuselage had no

cabanes on it so we shot a bunch of pictures and made draWings that would let us duplicate his

The same thing was true of the control system For all intents and purposes we had none If it hadshynt been for Harolds airplane we d probably still be scratching our heads

On several other occaSions I was able to go out to my storage area and look at my 35 Fairchild 24-C8C project With only three years of technology between those two the 24 solution was often a carryover from the 22

The airplane came with a porshytion of the sheet metal but ve ry little of it was useable except the nose bowl

Tim says We only used a few pieces of the original sheet metal because it was so beat up We did use the nosebowl but that turned out to be a project of its own In the first place we think it was acshytually made for the DH Gy psy

engine installation on the 22 but the factory modified it for the Menasco It had been beat on and Bondoed so many times that it was a real mess It took a bunch of welding and patching to get it right but I guess we shouldnt complain At least we had someshything original to the airplane to start with Without it we would have been doing a lot of scroungshying or fabricating

We had a fuel tank that had been built by someone but we had to rebuild it because it had the filler neck at the back rather than the front We had an oil tank too such as it was It was barely a pattern but we eventually decided to weld up a new aluminum tank to the original shape The oil tank on the 22 is behind the firewall right over the passengers feet Not the best place for a leaky old original tank

When an airplane is so comshypletely recreated as this one theres always the temptation which is usually grounded in practicality to make things a little better But that wasnt their goal

We were trying to keep this thing as original as practical We even decided to use the original Air Associates brakes and hook them up to be used from the front or back cockpit That sounds simshyple but we had a terrible time trying to figure out how the cables and pulleys ran and no one seemed to have any ideas The good news however was that I had a set of usable brake shoes in one of my piles of junk

Often when an airplane has been through several hands there is work that is not to the liking of the final restorer in this case Tim Talen

The wings had already been more or less finished but there was a small problem they didnt match In some areas like the center-secshytion bows they werent even close We wound up doing some major tweaking throughout the wings

One feature of the Fairchild 22 wings that bears mentioning is the factorys attempt at streamlining

VINTAGE AIRPLANE 19

the strut-to-wing inshytersection The rib at that position is much deeper than the rest creating a streamlined bulge that lets the strut enter the lower wing surface at less of an angle thereby lowshyering the drag at that point Howard took a similar apshyproach in their DGAs except a fairing acshycomplished the same purpose

There were some real mysteries in the panel mostly beshycause we didnt know what it looked like when it left the facshytory and we didnt know how origina l the other 22s were Most of the instrushyments came with the airplane but we werent sure of the arrangement alshythough we did know it had subshypanels for all of themI

The fabric and finish often repshyresent more bumps in the road to originality for almost all restorashytions Dope and cotton have drawbacks and some restorers and owners simply dont want to put up with them

We decided against dope beshycause among other things John plans on flying this airplane a lot and he wanted 25 years out of the fabric and finish Ive been a real Stits fan for years In fact I have some of the original Stits signs that use the Skybaby in the logo hangshying in my shop So for this airplane we used the StitsPoly-Fiber system all the way through including Polytone paint

We clear coated it with Aerothane after sanding all the tape edges down but we flattened the clear a little We didnt want a high-gloss finish We wanted the antique look but with modern durability Ive been using 20 NOVEMBER 2003

this process on airplanes for nearly 17 years and so far they all look good

The tailskid concept is another difficulty in maintaining originalshyity while still having a functional airplane

The airplane had a skid when it came out of the factory The type-certificate however says a tail wheel can be used So we inshystalled an 8-inch smooth Maule that had the right look to itI

The type-certificate became the guiding outline for the DAR to isshysue a new airworthiness certificate for the airplane

We showed that the airplane had everything the type-certificate says it should have so he was willshying to sign it offI

When it came time to fly the airplane John said hed feel more comfortable if Tim made the first hops He says Tim flew it out of his 1600-by-30-foot strip and the airplane performed flawlessly The only glitch was he was carrying a down trim and he had to lean it a

lot to keep it runshyning smoothly

We flew 20 hours one-way to Oshkosh and didnt have a second of trouble We flew it the first time in July 2002 but only put about 20 hours on it before the trip east Now with forty hours the oil conshysumption is down to a quart every four or five hours

On the way to Oshkosh we started out flight planning 100 mph but that was too optimistic and we almost never got it Ninety is a more realistic speed for cross-country flyshying Although if you run the Menasco at 1900 rpm it will inshydicate about 105

mph and burn about 7-12 gphI When they arrived in Wautoma

south of Oshkosh and prepared to launch for the big event they called ahead and discovered they had a problem They had no radio (NORDO) and had been told earshylier that all they had to do was call in from Wautoma and make arrangements When they called however they were told not to come in because the tower was too busy to handle NORDO traffic

The EAA camera ship (Photo Two) was there and the pilot told them to buddy up with someone else and go in as a two-ship flight Luck was with them because Bill Pancake was also getting ready to leave in his Champ and overheard the conversation So the Champ and the Fairchild made a true oddshycouple arrival at Oshkosh 2003

When asked whats next for the Fairchild John Thomason grins and says Whats next Im going to fly it and enjoy itI

Sounds like a good plan to us

Ken Horwitz Vashon Island WA

_ President aide Thyme Aviation

Antique classic biplane rides

- 1927 Travel Air 3000 - 1929 Travel Air 4000 - 1937 Cobin Waco YKS-7 - 1936 Cobin Waco YKS-6 - 1940 1942 Waco UPF-l - 1944 Army Stearman PT-17 - 1944 Navy Stearman N2S-4

September 11 turned everything inside out for us When I was

requoted my renewal rates with my previous insurance agent the

coverage dropped and the rates soared Thanks to AUA were still

able to keep flying our biplane rides

- Ken Horwitz

AUAs Exclusive fAA Vintage Aircraft Association Insurance Program lower liability and hull premiums

Medicai pCilymen s included - Fleef discounts for multiple aircraft carrying all risk coverages - No hand-propping exclusion

No age penalty - No c0mponent parts endorsements - Discounts for claim-free renewals carrying all risk coverages

The best is affordable Give AUA a call - its FREE

800-727-3823 Fly with the pros fly with AUA Inc AVIATION UNLIMITED AGENCY

wwwauaonlinecom

Refactory the Talens restoration shop in Springfield Oregon

18 NOVEMBER 2003

It originally came out of Arizona and a fr iend brought it up to Schellville where I saw it for the first time Basishycally the entire airplane was a pattern and a huge amount of stuff was missing a ltoshygether He built a new fuselage using the original to build a jig from and someshyone somewhere had done the same thing for the wings

I had told him that Id buy it if they didnt finish it and thats exactly what hapshypened They had done some of the basic work but there was a long long way to go

The original engine was a Menasco and the project

The Fairchild 22 originally had among a couple of choices the Menasco C-4 engine but the engine that came with the project was the later model 0-4 complete with enshyclosed rocker boxes AI Ball overhauled the relatively rare engine

came with what was supposed to be a good engine

The Twenty-two originally had a C-4 Menasco and the engine with it was a D-4 the primary difshyference between the two being the enclosed rockers Even though it was supposedly a good engine I was always a little leery of it so I had Al Ball rebuild it

After I bought the airplane my friend continued to help me with it but then his help went away and I was in no pOSition to do the entire airplane myself

I had known Tim for some time Actually I met Tim because of my son Scott When Scott was barely a teenager he started hanging out with the antique airplane crowd In fact Eric Presten was educating him Hed hold up a picture of an airplane and make Scott identify it Scott who is now in Marine flight training at Pensacola turned into a Monocoupe nut

On one of his jaunts he stopped by Tims shop and when he came home he said that guy has as much stuff in his hangar as you do Dad

I talked to Tim on the phone and got to know him at the various air shows in the area I went by his shop myself a few times and Tim had been down to see the Fairchild project

So when I started talking to him about finishing it for me he was already fashymiliar with it

Tim bases his

way or another his entire life

I flew with my dad a lot and when he bought me a flying lesson with the local instructor for my 16th birthday it lasted exactly 35 minutes The instructor went around with me a few times and then signed me off for solo When he signed my logbook he did it on the fifth line down to give us room to put some more official time above it

I joined the EAA when I was about 15 long before my dad did and I talked him into working with me to build a Baby Ace using Mechanix Illustrated plans It was powered with an A-65 and we did finish it I still have it 37 years later

Tims education and life in genshyeral were interrupted when he went to Vietnam as an air controller With the Army behind him he returned to college to become a teacher

When I got out I couldnt find a teaching job so I started working at the airport I was building a Cavalier homebuilt but then bought a $925 Interstate Cadet that needed lots of

work including new wings That airshyplane is what detoured me into antiques and vintage airplanes

The thing I like about the older airplanes is that you re building on its past to give it a future

Tim kept building Cadets and as he became the go-to guy for Inshyterstates his avocation became his vocation and he opened a full-time restoration facility aptly named Ragwood Refactory

Tim says I took the Fairchild on in January 98 and spent a lot of time figuring out what he had and what we didn t as well as what we knew and what we didnt There were simply a lot of things we didshynt have any information on

As rare as Fair-LEEANN ABRAMS child 22s are

Tim and John were lucky that there

was another one within reasonable distance and they could go look at it

Harold Smith and his airplane were great sources

of information and patterns For instance our fuselage had no

cabanes on it so we shot a bunch of pictures and made draWings that would let us duplicate his

The same thing was true of the control system For all intents and purposes we had none If it hadshynt been for Harolds airplane we d probably still be scratching our heads

On several other occaSions I was able to go out to my storage area and look at my 35 Fairchild 24-C8C project With only three years of technology between those two the 24 solution was often a carryover from the 22

The airplane came with a porshytion of the sheet metal but ve ry little of it was useable except the nose bowl

Tim says We only used a few pieces of the original sheet metal because it was so beat up We did use the nosebowl but that turned out to be a project of its own In the first place we think it was acshytually made for the DH Gy psy

engine installation on the 22 but the factory modified it for the Menasco It had been beat on and Bondoed so many times that it was a real mess It took a bunch of welding and patching to get it right but I guess we shouldnt complain At least we had someshything original to the airplane to start with Without it we would have been doing a lot of scroungshying or fabricating

We had a fuel tank that had been built by someone but we had to rebuild it because it had the filler neck at the back rather than the front We had an oil tank too such as it was It was barely a pattern but we eventually decided to weld up a new aluminum tank to the original shape The oil tank on the 22 is behind the firewall right over the passengers feet Not the best place for a leaky old original tank

When an airplane is so comshypletely recreated as this one theres always the temptation which is usually grounded in practicality to make things a little better But that wasnt their goal

We were trying to keep this thing as original as practical We even decided to use the original Air Associates brakes and hook them up to be used from the front or back cockpit That sounds simshyple but we had a terrible time trying to figure out how the cables and pulleys ran and no one seemed to have any ideas The good news however was that I had a set of usable brake shoes in one of my piles of junk

Often when an airplane has been through several hands there is work that is not to the liking of the final restorer in this case Tim Talen

The wings had already been more or less finished but there was a small problem they didnt match In some areas like the center-secshytion bows they werent even close We wound up doing some major tweaking throughout the wings

One feature of the Fairchild 22 wings that bears mentioning is the factorys attempt at streamlining

VINTAGE AIRPLANE 19

the strut-to-wing inshytersection The rib at that position is much deeper than the rest creating a streamlined bulge that lets the strut enter the lower wing surface at less of an angle thereby lowshyering the drag at that point Howard took a similar apshyproach in their DGAs except a fairing acshycomplished the same purpose

There were some real mysteries in the panel mostly beshycause we didnt know what it looked like when it left the facshytory and we didnt know how origina l the other 22s were Most of the instrushyments came with the airplane but we werent sure of the arrangement alshythough we did know it had subshypanels for all of themI

The fabric and finish often repshyresent more bumps in the road to originality for almost all restorashytions Dope and cotton have drawbacks and some restorers and owners simply dont want to put up with them

We decided against dope beshycause among other things John plans on flying this airplane a lot and he wanted 25 years out of the fabric and finish Ive been a real Stits fan for years In fact I have some of the original Stits signs that use the Skybaby in the logo hangshying in my shop So for this airplane we used the StitsPoly-Fiber system all the way through including Polytone paint

We clear coated it with Aerothane after sanding all the tape edges down but we flattened the clear a little We didnt want a high-gloss finish We wanted the antique look but with modern durability Ive been using 20 NOVEMBER 2003

this process on airplanes for nearly 17 years and so far they all look good

The tailskid concept is another difficulty in maintaining originalshyity while still having a functional airplane

The airplane had a skid when it came out of the factory The type-certificate however says a tail wheel can be used So we inshystalled an 8-inch smooth Maule that had the right look to itI

The type-certificate became the guiding outline for the DAR to isshysue a new airworthiness certificate for the airplane

We showed that the airplane had everything the type-certificate says it should have so he was willshying to sign it offI

When it came time to fly the airplane John said hed feel more comfortable if Tim made the first hops He says Tim flew it out of his 1600-by-30-foot strip and the airplane performed flawlessly The only glitch was he was carrying a down trim and he had to lean it a

lot to keep it runshyning smoothly

We flew 20 hours one-way to Oshkosh and didnt have a second of trouble We flew it the first time in July 2002 but only put about 20 hours on it before the trip east Now with forty hours the oil conshysumption is down to a quart every four or five hours

On the way to Oshkosh we started out flight planning 100 mph but that was too optimistic and we almost never got it Ninety is a more realistic speed for cross-country flyshying Although if you run the Menasco at 1900 rpm it will inshydicate about 105

mph and burn about 7-12 gphI When they arrived in Wautoma

south of Oshkosh and prepared to launch for the big event they called ahead and discovered they had a problem They had no radio (NORDO) and had been told earshylier that all they had to do was call in from Wautoma and make arrangements When they called however they were told not to come in because the tower was too busy to handle NORDO traffic

The EAA camera ship (Photo Two) was there and the pilot told them to buddy up with someone else and go in as a two-ship flight Luck was with them because Bill Pancake was also getting ready to leave in his Champ and overheard the conversation So the Champ and the Fairchild made a true oddshycouple arrival at Oshkosh 2003

When asked whats next for the Fairchild John Thomason grins and says Whats next Im going to fly it and enjoy itI

Sounds like a good plan to us

Ken Horwitz Vashon Island WA

_ President aide Thyme Aviation

Antique classic biplane rides

- 1927 Travel Air 3000 - 1929 Travel Air 4000 - 1937 Cobin Waco YKS-7 - 1936 Cobin Waco YKS-6 - 1940 1942 Waco UPF-l - 1944 Army Stearman PT-17 - 1944 Navy Stearman N2S-4

September 11 turned everything inside out for us When I was

requoted my renewal rates with my previous insurance agent the

coverage dropped and the rates soared Thanks to AUA were still

able to keep flying our biplane rides

- Ken Horwitz

AUAs Exclusive fAA Vintage Aircraft Association Insurance Program lower liability and hull premiums

Medicai pCilymen s included - Fleef discounts for multiple aircraft carrying all risk coverages - No hand-propping exclusion

No age penalty - No c0mponent parts endorsements - Discounts for claim-free renewals carrying all risk coverages

The best is affordable Give AUA a call - its FREE

800-727-3823 Fly with the pros fly with AUA Inc AVIATION UNLIMITED AGENCY

wwwauaonlinecom

I talked to Tim on the phone and got to know him at the various air shows in the area I went by his shop myself a few times and Tim had been down to see the Fairchild project

So when I started talking to him about finishing it for me he was already fashymiliar with it

Tim bases his

way or another his entire life

I flew with my dad a lot and when he bought me a flying lesson with the local instructor for my 16th birthday it lasted exactly 35 minutes The instructor went around with me a few times and then signed me off for solo When he signed my logbook he did it on the fifth line down to give us room to put some more official time above it

I joined the EAA when I was about 15 long before my dad did and I talked him into working with me to build a Baby Ace using Mechanix Illustrated plans It was powered with an A-65 and we did finish it I still have it 37 years later

Tims education and life in genshyeral were interrupted when he went to Vietnam as an air controller With the Army behind him he returned to college to become a teacher

When I got out I couldnt find a teaching job so I started working at the airport I was building a Cavalier homebuilt but then bought a $925 Interstate Cadet that needed lots of

work including new wings That airshyplane is what detoured me into antiques and vintage airplanes

The thing I like about the older airplanes is that you re building on its past to give it a future

Tim kept building Cadets and as he became the go-to guy for Inshyterstates his avocation became his vocation and he opened a full-time restoration facility aptly named Ragwood Refactory

Tim says I took the Fairchild on in January 98 and spent a lot of time figuring out what he had and what we didn t as well as what we knew and what we didnt There were simply a lot of things we didshynt have any information on

As rare as Fair-LEEANN ABRAMS child 22s are

Tim and John were lucky that there

was another one within reasonable distance and they could go look at it

Harold Smith and his airplane were great sources

of information and patterns For instance our fuselage had no

cabanes on it so we shot a bunch of pictures and made draWings that would let us duplicate his

The same thing was true of the control system For all intents and purposes we had none If it hadshynt been for Harolds airplane we d probably still be scratching our heads

On several other occaSions I was able to go out to my storage area and look at my 35 Fairchild 24-C8C project With only three years of technology between those two the 24 solution was often a carryover from the 22

The airplane came with a porshytion of the sheet metal but ve ry little of it was useable except the nose bowl

Tim says We only used a few pieces of the original sheet metal because it was so beat up We did use the nosebowl but that turned out to be a project of its own In the first place we think it was acshytually made for the DH Gy psy

engine installation on the 22 but the factory modified it for the Menasco It had been beat on and Bondoed so many times that it was a real mess It took a bunch of welding and patching to get it right but I guess we shouldnt complain At least we had someshything original to the airplane to start with Without it we would have been doing a lot of scroungshying or fabricating

We had a fuel tank that had been built by someone but we had to rebuild it because it had the filler neck at the back rather than the front We had an oil tank too such as it was It was barely a pattern but we eventually decided to weld up a new aluminum tank to the original shape The oil tank on the 22 is behind the firewall right over the passengers feet Not the best place for a leaky old original tank

When an airplane is so comshypletely recreated as this one theres always the temptation which is usually grounded in practicality to make things a little better But that wasnt their goal

We were trying to keep this thing as original as practical We even decided to use the original Air Associates brakes and hook them up to be used from the front or back cockpit That sounds simshyple but we had a terrible time trying to figure out how the cables and pulleys ran and no one seemed to have any ideas The good news however was that I had a set of usable brake shoes in one of my piles of junk

Often when an airplane has been through several hands there is work that is not to the liking of the final restorer in this case Tim Talen

The wings had already been more or less finished but there was a small problem they didnt match In some areas like the center-secshytion bows they werent even close We wound up doing some major tweaking throughout the wings

One feature of the Fairchild 22 wings that bears mentioning is the factorys attempt at streamlining

VINTAGE AIRPLANE 19

the strut-to-wing inshytersection The rib at that position is much deeper than the rest creating a streamlined bulge that lets the strut enter the lower wing surface at less of an angle thereby lowshyering the drag at that point Howard took a similar apshyproach in their DGAs except a fairing acshycomplished the same purpose

There were some real mysteries in the panel mostly beshycause we didnt know what it looked like when it left the facshytory and we didnt know how origina l the other 22s were Most of the instrushyments came with the airplane but we werent sure of the arrangement alshythough we did know it had subshypanels for all of themI

The fabric and finish often repshyresent more bumps in the road to originality for almost all restorashytions Dope and cotton have drawbacks and some restorers and owners simply dont want to put up with them

We decided against dope beshycause among other things John plans on flying this airplane a lot and he wanted 25 years out of the fabric and finish Ive been a real Stits fan for years In fact I have some of the original Stits signs that use the Skybaby in the logo hangshying in my shop So for this airplane we used the StitsPoly-Fiber system all the way through including Polytone paint

We clear coated it with Aerothane after sanding all the tape edges down but we flattened the clear a little We didnt want a high-gloss finish We wanted the antique look but with modern durability Ive been using 20 NOVEMBER 2003

this process on airplanes for nearly 17 years and so far they all look good

The tailskid concept is another difficulty in maintaining originalshyity while still having a functional airplane

The airplane had a skid when it came out of the factory The type-certificate however says a tail wheel can be used So we inshystalled an 8-inch smooth Maule that had the right look to itI

The type-certificate became the guiding outline for the DAR to isshysue a new airworthiness certificate for the airplane

We showed that the airplane had everything the type-certificate says it should have so he was willshying to sign it offI

When it came time to fly the airplane John said hed feel more comfortable if Tim made the first hops He says Tim flew it out of his 1600-by-30-foot strip and the airplane performed flawlessly The only glitch was he was carrying a down trim and he had to lean it a

lot to keep it runshyning smoothly

We flew 20 hours one-way to Oshkosh and didnt have a second of trouble We flew it the first time in July 2002 but only put about 20 hours on it before the trip east Now with forty hours the oil conshysumption is down to a quart every four or five hours

On the way to Oshkosh we started out flight planning 100 mph but that was too optimistic and we almost never got it Ninety is a more realistic speed for cross-country flyshying Although if you run the Menasco at 1900 rpm it will inshydicate about 105

mph and burn about 7-12 gphI When they arrived in Wautoma

south of Oshkosh and prepared to launch for the big event they called ahead and discovered they had a problem They had no radio (NORDO) and had been told earshylier that all they had to do was call in from Wautoma and make arrangements When they called however they were told not to come in because the tower was too busy to handle NORDO traffic

The EAA camera ship (Photo Two) was there and the pilot told them to buddy up with someone else and go in as a two-ship flight Luck was with them because Bill Pancake was also getting ready to leave in his Champ and overheard the conversation So the Champ and the Fairchild made a true oddshycouple arrival at Oshkosh 2003

When asked whats next for the Fairchild John Thomason grins and says Whats next Im going to fly it and enjoy itI

Sounds like a good plan to us

Ken Horwitz Vashon Island WA

_ President aide Thyme Aviation

Antique classic biplane rides

- 1927 Travel Air 3000 - 1929 Travel Air 4000 - 1937 Cobin Waco YKS-7 - 1936 Cobin Waco YKS-6 - 1940 1942 Waco UPF-l - 1944 Army Stearman PT-17 - 1944 Navy Stearman N2S-4

September 11 turned everything inside out for us When I was

requoted my renewal rates with my previous insurance agent the

coverage dropped and the rates soared Thanks to AUA were still

able to keep flying our biplane rides

- Ken Horwitz

AUAs Exclusive fAA Vintage Aircraft Association Insurance Program lower liability and hull premiums

Medicai pCilymen s included - Fleef discounts for multiple aircraft carrying all risk coverages - No hand-propping exclusion

No age penalty - No c0mponent parts endorsements - Discounts for claim-free renewals carrying all risk coverages

The best is affordable Give AUA a call - its FREE

800-727-3823 Fly with the pros fly with AUA Inc AVIATION UNLIMITED AGENCY

wwwauaonlinecom

the strut-to-wing inshytersection The rib at that position is much deeper than the rest creating a streamlined bulge that lets the strut enter the lower wing surface at less of an angle thereby lowshyering the drag at that point Howard took a similar apshyproach in their DGAs except a fairing acshycomplished the same purpose

There were some real mysteries in the panel mostly beshycause we didnt know what it looked like when it left the facshytory and we didnt know how origina l the other 22s were Most of the instrushyments came with the airplane but we werent sure of the arrangement alshythough we did know it had subshypanels for all of themI

The fabric and finish often repshyresent more bumps in the road to originality for almost all restorashytions Dope and cotton have drawbacks and some restorers and owners simply dont want to put up with them

We decided against dope beshycause among other things John plans on flying this airplane a lot and he wanted 25 years out of the fabric and finish Ive been a real Stits fan for years In fact I have some of the original Stits signs that use the Skybaby in the logo hangshying in my shop So for this airplane we used the StitsPoly-Fiber system all the way through including Polytone paint

We clear coated it with Aerothane after sanding all the tape edges down but we flattened the clear a little We didnt want a high-gloss finish We wanted the antique look but with modern durability Ive been using 20 NOVEMBER 2003

this process on airplanes for nearly 17 years and so far they all look good

The tailskid concept is another difficulty in maintaining originalshyity while still having a functional airplane

The airplane had a skid when it came out of the factory The type-certificate however says a tail wheel can be used So we inshystalled an 8-inch smooth Maule that had the right look to itI

The type-certificate became the guiding outline for the DAR to isshysue a new airworthiness certificate for the airplane

We showed that the airplane had everything the type-certificate says it should have so he was willshying to sign it offI

When it came time to fly the airplane John said hed feel more comfortable if Tim made the first hops He says Tim flew it out of his 1600-by-30-foot strip and the airplane performed flawlessly The only glitch was he was carrying a down trim and he had to lean it a

lot to keep it runshyning smoothly

We flew 20 hours one-way to Oshkosh and didnt have a second of trouble We flew it the first time in July 2002 but only put about 20 hours on it before the trip east Now with forty hours the oil conshysumption is down to a quart every four or five hours

On the way to Oshkosh we started out flight planning 100 mph but that was too optimistic and we almost never got it Ninety is a more realistic speed for cross-country flyshying Although if you run the Menasco at 1900 rpm it will inshydicate about 105

mph and burn about 7-12 gphI When they arrived in Wautoma

south of Oshkosh and prepared to launch for the big event they called ahead and discovered they had a problem They had no radio (NORDO) and had been told earshylier that all they had to do was call in from Wautoma and make arrangements When they called however they were told not to come in because the tower was too busy to handle NORDO traffic

The EAA camera ship (Photo Two) was there and the pilot told them to buddy up with someone else and go in as a two-ship flight Luck was with them because Bill Pancake was also getting ready to leave in his Champ and overheard the conversation So the Champ and the Fairchild made a true oddshycouple arrival at Oshkosh 2003

When asked whats next for the Fairchild John Thomason grins and says Whats next Im going to fly it and enjoy itI

Sounds like a good plan to us

Ken Horwitz Vashon Island WA

_ President aide Thyme Aviation

Antique classic biplane rides

- 1927 Travel Air 3000 - 1929 Travel Air 4000 - 1937 Cobin Waco YKS-7 - 1936 Cobin Waco YKS-6 - 1940 1942 Waco UPF-l - 1944 Army Stearman PT-17 - 1944 Navy Stearman N2S-4

September 11 turned everything inside out for us When I was

requoted my renewal rates with my previous insurance agent the

coverage dropped and the rates soared Thanks to AUA were still

able to keep flying our biplane rides

- Ken Horwitz

AUAs Exclusive fAA Vintage Aircraft Association Insurance Program lower liability and hull premiums

Medicai pCilymen s included - Fleef discounts for multiple aircraft carrying all risk coverages - No hand-propping exclusion

No age penalty - No c0mponent parts endorsements - Discounts for claim-free renewals carrying all risk coverages

The best is affordable Give AUA a call - its FREE

800-727-3823 Fly with the pros fly with AUA Inc AVIATION UNLIMITED AGENCY

wwwauaonlinecom

Ken Horwitz Vashon Island WA

_ President aide Thyme Aviation

Antique classic biplane rides

- 1927 Travel Air 3000 - 1929 Travel Air 4000 - 1937 Cobin Waco YKS-7 - 1936 Cobin Waco YKS-6 - 1940 1942 Waco UPF-l - 1944 Army Stearman PT-17 - 1944 Navy Stearman N2S-4

September 11 turned everything inside out for us When I was

requoted my renewal rates with my previous insurance agent the

coverage dropped and the rates soared Thanks to AUA were still

able to keep flying our biplane rides

- Ken Horwitz

AUAs Exclusive fAA Vintage Aircraft Association Insurance Program lower liability and hull premiums

Medicai pCilymen s included - Fleef discounts for multiple aircraft carrying all risk coverages - No hand-propping exclusion

No age penalty - No c0mponent parts endorsements - Discounts for claim-free renewals carrying all risk coverages

The best is affordable Give AUA a call - its FREE

800-727-3823 Fly with the pros fly with AUA Inc AVIATION UNLIMITED AGENCY

wwwauaonlinecom

BY HG FRAUTSCHY

AUGUSTS MYSTERY ANSWER

The August Mystery Plane came from longtime member John Vette III of Oshkosh Wisconsin The oneshyof-a-kind biplane belonged to his father who based it at Wittman Flyshying Service in Oshkosh

Heres what John Amendola of Bellevue Washington wrote

I believe it to be a Stearman Model 80 or 81 which were nearly identical aircraft The Model 80 NCl1720 and 81 NCS70Y differed in that the 80 was flown from the rear cockpit and the 81 was flown from the front and the canopies were different Without seeing the registration numshy The second airplane mentioned in Johns letter ber in the photo but seeing the pilot in the rear NCS 70Y was mentioned in a note from Charles F cockpit I will say your photo shows the Stearman Schultz of Louisville Kentucky He writes A very Model 80 on maybe a test flight with no canopy and similar Stearman was built with the pilots position in no gear leg fairings the front cockpi t and a canopy over both cockpits and 22 NOVEMBER 2003

THIS MONTH S MYSTERY PLANE COMES TO US FROM JIM HAYNES THE PHOTO

WAS TAKEN IN WEST CENTRAL ILLINOIS

SEND YOUR ANSWER TO EAA VINTAGE AIRPLANE PO Box 3086 OSHKOSH WI 54903-3086 YOUR ANSWER NEEDS TO BE IN

NO LATER THAN DECEMBER 10 2003 FOR INCLUSION IN THE FEBRUARY 2004 ISSUE OF VINTAGE AIRPLANE YOU CAN ALSO SEND YOUR RESPONSE VIA E-MAIL SEND YOUR ANSWER TO vintage eaa org BE SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY AND STATE) IN THE BODY OF YOUR

NOTE AND PUT (MONTH) MYSTERY PLANE IN THE SUBJECT LINE

a fairing behind it to the rudder In addition the upshyper wing had a cutout in the trailing edge for better pilot visibility This plane (NCS70Y) was mounted on floats and again only one was builtI

Deed Levy Stearmans test pilot who flew the airshyplane gave the photo published in the July issue to the senior Vette Heres a second photo of the Model 80 after delivery to John Vette II as it sat on the edge of the apron at Wittman Flying Service in Oshkosh

Another answer was received from Bil l Mette Campbell California

Heres a bit more on the July Mystery Plane the Rainbow

I cant tell you who designed and built that homebuilt but I can add a bit of information about it It carried the Identified Number 630W and was registered as a Rainbow The lettering on the tail says The Rainbow The serial number given was 268 and it was built in 1930 The engine listed is Budaa- [posshysibly] a version of the Ford Model A automobile engine The first owners were P Parson and JE Foster Jr of Anderson South Carolina In 1931-32 it was owned by Eugene Brannon of Anderson and had a Ford A engine

Bill Larkins Pleasant Hill California

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bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat sl ings

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Fabric Selection Guide showing actual sample colors and styles of materials $300

Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247

VINTAGE AIRPLANE 23

THIS MONTH S MYSTERY PLANE COMES TO US FROM JIM HAYNES THE PHOTO

WAS TAKEN IN WEST CENTRAL ILLINOIS

SEND YOUR ANSWER TO EAA VINTAGE AIRPLANE PO Box 3086 OSHKOSH WI 54903-3086 YOUR ANSWER NEEDS TO BE IN

NO LATER THAN DECEMBER 10 2003 FOR INCLUSION IN THE FEBRUARY 2004 ISSUE OF VINTAGE AIRPLANE YOU CAN ALSO SEND YOUR RESPONSE VIA E-MAIL SEND YOUR ANSWER TO vintage eaa org BE SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY AND STATE) IN THE BODY OF YOUR

NOTE AND PUT (MONTH) MYSTERY PLANE IN THE SUBJECT LINE

a fairing behind it to the rudder In addition the upshyper wing had a cutout in the trailing edge for better pilot visibility This plane (NCS70Y) was mounted on floats and again only one was builtI

Deed Levy Stearmans test pilot who flew the airshyplane gave the photo published in the July issue to the senior Vette Heres a second photo of the Model 80 after delivery to John Vette II as it sat on the edge of the apron at Wittman Flying Service in Oshkosh

Another answer was received from Bil l Mette Campbell California

Heres a bit more on the July Mystery Plane the Rainbow

I cant tell you who designed and built that homebuilt but I can add a bit of information about it It carried the Identified Number 630W and was registered as a Rainbow The lettering on the tail says The Rainbow The serial number given was 268 and it was built in 1930 The engine listed is Budaa- [posshysibly] a version of the Ford Model A automobile engine The first owners were P Parson and JE Foster Jr of Anderson South Carolina In 1931-32 it was owned by Eugene Brannon of Anderson and had a Ford A engine

Bill Larkins Pleasant Hill California

Fly high with a quality Classic interior Complete interior assemblies ready for installation

Custom quality at economical prices

bull Cushion upholstery sets bull Wall panel sets bull Headliners bull Carpet sets bull Baggage compartment sets bull Firewall covers bull Seat sl ings

Free catalog of complete product line

Fabric Selection Guide showing actual sample colors and styles of materials $300

Qil1~RODUCTS INC 259 Lower Morrisville Rd Dept VA Fallsington PA 19054 (215) 295-4115 website wwwairtexinteriorscom Fax 800394-1247

VINTAGE AIRPLANE 23

WORLD OF FLIGHT 2004 The Best in Aviation Photography

EAAs 2004 Calendar features the best in aviation photography with

bull 12 flight-inspiring months to schedule appointments and important events

bull Full-color images ideal for framing

bull Dates to assist in planning your trip to EAA AirVenture Oshkosh and the many EAA Regional Fly-Ins throughout the US

10

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17 18

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24 NOVEMBER 2003

AERO M A I L continued from page 4

He installed awesome armament 32 45shycaliber Thompson submachine guns Two of these were mounted ind ividual ly on both sides of the cockpits angled outshyward and down to fire clea r of t he propeller disk The rema in der were mounted in three dual rows of 10 each in the cabin floor the forward group angled forward those in the center ai med stra ight down and the rear cluster anshygled backward Magaz ines for two reloadings and a gunner to perform that task were to be carried

The Army was not enthusiastic They probably could recogn ize an amateurs misguided effort when they saw one The momentary we ight of fire would have been tremendous but of doubtful value as there was no reliable way of aiming the battery The duration of fi re would have been short maximum magazine capacity being 32 rounds

That gunner would have been in a real rough spot too First all the hot brass of the spent shell s ricocheting around the cabin then picking his way over all those empty cases roll ing on the floor to carry out those reloadings Even if the generals of the t ime had bought the scheme Im quite convinced the Sergeant-Majors would have ki lled it

Happy Landings

FLY-IN CALENDAR

--~~-~ ~ The folowing list ofcoming events is furnished to Ollr

readers as a matter of information only and does not conshysti tu te approval sponsorship involvement control or direction ofany event (flymiddot in seminars fly market etc) listed To submit an event please log on to wwweaa orgeventseventsasp Only if Internet acshycess is unavailable should you send the information via mail to Alt Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information should be received fOllr months prior to tire event date

July 27-August 2 2004-EAA AirVenture Oshkosh (KOSH) wwwairventureorg

EAAs Countdown to Kitty Hawk Touring Pavilion presented by Ford Motor Company

bull December 13middot17 First Flight Centennial Celebration Kitty Hawk Ne

[~~1YrWAlrcreft Cotings

wwwpolyfibercom wwwaircraftsprucecom

~EAA AIll rtI IlfilJll WORKSHOPS --~--

1-800-WORKSHOP 1-800-967-5746

sportaireaaorg

Workshop Schedule Nov 8 2003 Griffin (Atlanta) GA

TEST FLYING YOUR PROJECT

Nov 8-9 2003 Griffin (Atlanta) GA FABRIC COVERING FINISHING AND

SPRAY PAINTING GAS WELDING

Nov 22-23 2003 Corona (LA) CA SHEET METAL BASICS COMPOSITE CONSTRUCTION FABRIC COVERING ELECTRICAL SYSTEMS

ampAVIONICS

Dec 5-7 2003 Corona (LA) CA RVASSEMBLY

Dec 12-14 2003 Oshkosh WI RVASSEMBLY

Jan 16-182004 Corona (LA) CA RVASSEMBLY

Jan 24-25 2004 Oshkosh WI COMPOSITE CONSTRUCTION FABRIC COVERING GAS WELDING INTRO TO BUILDING SHEET METAL BASICS ELECTRICAL SYSTEMS

amp AVIONICS

Jan 24 2004 Oshkosh WI TEST FLYING YOUR PROJECT

Visit wwwsportaircom Feb 6-8 2004 Denver CO for a complete listing of workshops RV ASSEMBLY

VINTAGE AIRPLANE 25

AERO M A I L continued from page 4

He installed awesome armament 32 45shycaliber Thompson submachine guns Two of these were mounted ind ividual ly on both sides of the cockpits angled outshyward and down to fire clea r of t he propeller disk The rema in der were mounted in three dual rows of 10 each in the cabin floor the forward group angled forward those in the center ai med stra ight down and the rear cluster anshygled backward Magaz ines for two reloadings and a gunner to perform that task were to be carried

The Army was not enthusiastic They probably could recogn ize an amateurs misguided effort when they saw one The momentary we ight of fire would have been tremendous but of doubtful value as there was no reliable way of aiming the battery The duration of fi re would have been short maximum magazine capacity being 32 rounds

That gunner would have been in a real rough spot too First all the hot brass of the spent shell s ricocheting around the cabin then picking his way over all those empty cases roll ing on the floor to carry out those reloadings Even if the generals of the t ime had bought the scheme Im quite convinced the Sergeant-Majors would have ki lled it

Happy Landings

FLY-IN CALENDAR

--~~-~ ~ The folowing list ofcoming events is furnished to Ollr

readers as a matter of information only and does not conshysti tu te approval sponsorship involvement control or direction ofany event (flymiddot in seminars fly market etc) listed To submit an event please log on to wwweaa orgeventseventsasp Only if Internet acshycess is unavailable should you send the information via mail to Alt Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Information should be received fOllr months prior to tire event date

July 27-August 2 2004-EAA AirVenture Oshkosh (KOSH) wwwairventureorg

EAAs Countdown to Kitty Hawk Touring Pavilion presented by Ford Motor Company

bull December 13middot17 First Flight Centennial Celebration Kitty Hawk Ne

[~~1YrWAlrcreft Cotings

wwwpolyfibercom wwwaircraftsprucecom

~EAA AIll rtI IlfilJll WORKSHOPS --~--

1-800-WORKSHOP 1-800-967-5746

sportaireaaorg

Workshop Schedule Nov 8 2003 Griffin (Atlanta) GA

TEST FLYING YOUR PROJECT

Nov 8-9 2003 Griffin (Atlanta) GA FABRIC COVERING FINISHING AND

SPRAY PAINTING GAS WELDING

Nov 22-23 2003 Corona (LA) CA SHEET METAL BASICS COMPOSITE CONSTRUCTION FABRIC COVERING ELECTRICAL SYSTEMS

ampAVIONICS

Dec 5-7 2003 Corona (LA) CA RVASSEMBLY

Dec 12-14 2003 Oshkosh WI RVASSEMBLY

Jan 16-182004 Corona (LA) CA RVASSEMBLY

Jan 24-25 2004 Oshkosh WI COMPOSITE CONSTRUCTION FABRIC COVERING GAS WELDING INTRO TO BUILDING SHEET METAL BASICS ELECTRICAL SYSTEMS

amp AVIONICS

Jan 24 2004 Oshkosh WI TEST FLYING YOUR PROJECT

Visit wwwsportaircom Feb 6-8 2004 Denver CO for a complete listing of workshops RV ASSEMBLY

VINTAGE AIRPLANE 25

EW EMBERS Reuel M Oliveira Cotia Sp Brazil Jonathan c Bullers West Branch IA Mark R Whitfield High River AB Canada George F Winheim Keosauqua IA Mark K Kellett Stoffville ON Canada Rex Catron Greenville IL Ulrich C Pfaffenberger Augsburg Germany Michael Curtin Sandwich IL Colin Edward Adcock Colchester Essex Captain Chuck Downey Poplar Grove IL

Great Britain Frank Herdzina Poplar Grove IL Austin J Brown London Great Britain R E Kachergius Orland Park IL Keith l Munro Berks United Kingdom Edward L Olds MD Mt Carroll IL Glynn Edwards Cambridge United Kingdom Charles Wyndham Poplar Grove IL Sean Bogart Bethel AK Terry Cory New Castle IN Christopher Rudd Anchorage AK Roy Dawes Lebanon IN Michael H Burns Huntsville AL Robert Ellis Dana IN James Coats Birmingham AL Jeffrey D Rowe Plymouth IN Ronny Rogers Garland City AR Brian Sutton Lowell IN John Roman Little Rock AR Robert E Unsicker Bremen IN Robert Armstrong Surprise AZ Robert E Anderson Lenexa KS Mary Ann Anderson EI Cajon CA Randall D Klemp Overland Park KS Harland Lloyd Babcock Walnut Creek CA Ronald Wright Leawood KS Joseph Broderick Irvine CA Cody Coombs Crestwood KY Lyle E Cartwright San Diego CA David G Derrick Louisville KY Richard Coligny Oceanside CA Terry A Richardson Franklin KY Gary Gobel EI Cajon CA John D Alexander Jr Sh reveport LA Charles Jennings San Luis Obispo CA James L Peck Jr Blanchard LA Robert L Lynch Meridian CA Jeffrey c Fallon Quincy MA Don Blehm Divide CO Pramod Kotwal Bedford MA Thomas C Jordan Parker CO William H Trail Elkridge MD P J Pinel Hotchkiss CO C M Miller Camden ME Nancie Cummings Miami FL Daniel E Osterhouse Kalamazoo MI James H Gardiner Fort Lauderdale FL Dennis C Simmons Apple Valley MN Robert B Haas Alva FL Randall L Sohn Savage MN Fred Mirgle DeLeon Springs FL J L Bickerstaff Kennett MO James M Walls Pensacola FL David M Brown St Charles MO John T Baker Macon GA Tom Ward Bowling Green MO

Matthew C Burril Asheville NC Thomas J Justice Durham NC Raoul Ugh etta Raleigh NC Jack Hodgson Portsmouth NH Malcolm Shute Gorham NH Donald R Gordon Pittstown NJ Lynn ODonnell Denville NJ William Stevick Lodi NJ Mark P Dankel Las Cruces NM James Routt Albuquerque NM Kurt Winker Los Lunas NM Jeffrey M Clyman New York NY Robert Doviken Wallkill NY Thomas Geygan Cincinnati OH Josh Harris NorwichOH Jim Mann HilliardOH Jimmie Phillips Tipp City OH Jerald Delano Goodner Milburn OK Nicholas Hand Tahlequah OK Robert L Almquist Medford OR Judy G Dixon Medford OR Marilyn Husser Independence OR Jon Husser Independence OR George MS Syd Putnam Portland OR Mark B Lewis Lexington SC Lewis Eugene Williamson Rock Hill SC David Rice Clarksville TN Melanie Frey Eppard Rhome TX Wilson Z Strong Longview TX Jack Tatum Houston TX Howard H Anderson Scottsville VA James Bartlett Redmond WA David Berg Bellingham WA Rollin D Goodman East Wenatchee WA Russ D Murri Yakima WA Kelly E Piper Arlington WA David W Tuck Seattle WA Robbin Hepfner Pewaukee WI Donald D Jablonski Waukesha WI Paul Leonard Mequon WI Michael T Tacoma Menominee WI Michael A Utschig Madison WI

UIiIIod 51- FOIIII SIMoI

Statement of Ownership Management and Circulation

IIINTAGE AIRPLANE 930034___ F~

15_al~~ Monthly $36

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EM P_O_ Box 3086 Oshkosh WI 54903-3086 920-426-4825

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Hefuy G Frauuchy EAA P O Box 3086 OShkosh WI 54903-3096

Mike DUrisco EAA P O Box 3086 Oshkosh WI 54903-3086

Experimental AlTGrnft Aasgeiation WI 54903-30861-== KnoMon9ordlolln~_()Ih~~oning

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VINTAGE TRADER

Something to buy sell or trade Classified Word Ads $550 per 10 words

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Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no fre shyquency discounts

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BABBITT BEARING SERVICE - rod bearings main bearings bushin9s master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Web site wwwramenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202

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Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also a fresh OH 145 1938 Fleet 1 OF Helton Lark and Aeronca C-3 Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert

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MAXIMIZE YOUR MEMEBERSHIP VINTAGE AIRPLANE 27

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100 never-before-seen photographs Biography of the designer Don A Hall

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This is a wonderful true story Reeve Lindbergh daughter and author

HOWARD DGA 15P 1939 Designed amp Tested Type Certificate

Airlrame and Wings Rebuilt amp PampW Engine Ovemauled Grand Champion NY Antique Club

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Avoid over 5 years amp same cost to build one

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28 NOVEMBER 2003

G

19 Xl

Xl

~ --~ MERCHANDISE

F Forest Green Polo $2195 This 100 cotton polo with a tonemiddot

onmiddottone VAA logo is so versatile it can be worn for business casual or just plain fun

Sm V11442 Md V07041 19 V07042 Xl V07043

Apparrel G Blue Trim Polo $3995 Order Online Butter cream in color with two blue

stripes on the collar and sleeve httpshopeaaorg edge this polo is made of 100 combed cotton

Sm V11437 Md V07027 19 V07028 Xl V07029

H Outback Vest $4499 Multipockets cover this olive safari

vest that can go anywhere Great way to keep your hands free to hold a camera hiking gear or souvenirs

Sm Vl0021 Md Vl0022

Vl0023

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Aviator Duck $299 Rubber duckie youre the one

this aviator version of the famous bath toy is sure to amuse anyone

Duck Bath Toy V51482

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Order Online httpshopeaaorg D

Oshkosh WiSCODSiD

~

A Caps $1295 Need a hat with class These baseball caps display your

Vintage Aircraft Association logo with style Choose one of the three styles shown

Red Cap with Black Bill V00437 Red Cap with Mesh Back V00359 Natural Cap with Red Bill V00436

B Navy MA-1 Jacket Stay warm in this great looking jacket with the Vintage

logo This jacket has a bright orange lining and comes in youth and adult sizes

Youth sm V00605 $3895 Adult md Vl0102 $4295 Youth md V00606 Adult 19 Vl0l03 Youth 19 V00607 Adult xl Vl0l04 Youth xl V00608 Adult 2x V10105

C ladies Chambray Shirt $1499 Soft and comfortable this long sleeve chambray shirt

comes in yellow or peach 100 cotton with a toneshyon-tone VAA logo

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D Black Polo $3995 This black pocket polo has a tan birds-eye trim and the

Vintage logo in tone-on-tone sm Vl1438 md V07044 19 V07045 xl V07046

E Biplane T-shirt $1499 100 cotton tee in light blue sports a vintage design and

Vintage logo sm V01039 md V01040 19 V01053

MERCHANDISE

Order Online httpshopeaaorg D

Oshkosh WiSCODSiD

~

A Caps $1295 Need a hat with class These baseball caps display your

Vintage Aircraft Association logo with style Choose one of the three styles shown

Red Cap with Black Bill V00437 Red Cap with Mesh Back V00359 Natural Cap with Red Bill V00436

B Navy MA-1 Jacket Stay warm in this great looking jacket with the Vintage

logo This jacket has a bright orange lining and comes in youth and adult sizes

Youth sm V00605 $3895 Adult md Vl0102 $4295 Youth md V00606 Adult 19 Vl0l03 Youth 19 V00607 Adult xl Vl0l04 Youth xl V00608 Adult 2x V10105

C ladies Chambray Shirt $1499 Soft and comfortable this long sleeve chambray shirt

comes in yellow or peach 100 cotton with a toneshyon-tone VAA logo

Yellow md V01281 Yellow 19 V07047 Yellow xl V07048 Peach xl V07049

D Black Polo $3995 This black pocket polo has a tan birds-eye trim and the

Vintage logo in tone-on-tone sm Vl1438 md V07044 19 V07045 xl V07046

E Biplane T-shirt $1499 100 cotton tee in light blue sports a vintage design and

Vintage logo sm V01039 md V01040 19 V01053

Set of Four Assorted Wooden Planes $599 This holiday season decorate your home with small wooden

airplanes which will delight all aviation enthusiasts Four planes that are approximately 2112 inches in length

Set V70702

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Ornaments Pilot Bear Bank $1295 There is no doubt that this

cute resin bear is an aviation buff He sits approximately 6 inches high holding his favorite toy

Bank V5l479

Picture Frame Beautifully crafted wooden

frame in three sizes 4x6 V01207 $2399 5x7 V01220 $2499 8xl0 V01222 $2899

Antique Ornam $745 Memories of yesteryear come back when

looking at this ornament of achild riding in an antique airplane pedal car Approximately 3middot34 in length

Pedal Plane Ornament V5l484

Tin Biplane Ornament $525 Small tin toys have entertained many

young children heres a chance for you to enjoy a similar toy made into an ornament Approximately 2middot34 in length

Tin Biplane Ornament V5l487

Set of Three Skiplanes $1980 Uniquely painted with detailed designs these

ornaments will become favorites for yoursue h whole family during the holiday season Approximately 1middot34 high

Three Ski ne Set V70703

------------- Traveler Print Bag $3995 Weather Vane bullbullbullbullbullbullbull $4595 Take your essentials or throw together a Handtrafted using 14 gauge solid steel with days necessities into this 12x14 travel

adurable copper vein powder coated companion Choose a vertical bag with finish baked on The textured finish gives cloth handles or a horizontal bag with the appearace of hammered copper black handles State garden or house mount Bag VOl168 J311iiiiJiiii--~~

Weather Vane V00711

Paper Weight $1400 Choose between two distinctly

attractive paperweights The vertical weight has the Wright Flyer and bicycle and the horizontal weight has the Flyer with awindmill

Vertical (3 high) V00801 Horizontal len V01136

and more bull bull Three-piece Baby Outfit $3999 Set includes asoft t-shirt appliqued with an airplane

pants and hat State color choice of blues or pinks 6 month size V03130 12 month size V03131

TOUGH LOVE THE BEST PICKUP TRUCK EVER

DETROITFREE PRESS

RESETS THE METER AT AN ALTOGETHER HIGHER LEVEL MOTOR TREND

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SETS NEW STANDARDS FOR FULL-SIZE PICKUPS EDMUNDSCOM

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------------- Traveler Print Bag $3995 Weather Vane bullbullbullbullbullbullbull $4595 Take your essentials or throw together a Handtrafted using 14 gauge solid steel with days necessities into this 12x14 travel

adurable copper vein powder coated companion Choose a vertical bag with finish baked on The textured finish gives cloth handles or a horizontal bag with the appearace of hammered copper black handles State garden or house mount Bag VOl168 J311iiiiJiiii--~~

Weather Vane V00711

Paper Weight $1400 Choose between two distinctly

attractive paperweights The vertical weight has the Wright Flyer and bicycle and the horizontal weight has the Flyer with awindmill

Vertical (3 high) V00801 Horizontal len V01136

and more bull bull Three-piece Baby Outfit $3999 Set includes asoft t-shirt appliqued with an airplane

pants and hat State color choice of blues or pinks 6 month size V03130 12 month size V03131

TOUGH LOVE THE BEST PICKUP TRUCK EVER

DETROITFREE PRESS

RESETS THE METER AT AN ALTOGETHER HIGHER LEVEL MOTOR TREND

STILL THE TOP OF THE LINE LA TIMES

SETS NEW STANDARDS FOR FULL-SIZE PICKUPS EDMUNDSCOM

BIGGER RADDER BETTER AUTOMOBILE MAGAZINE

THE BEST AMERICA HAS TO OFFER THE DETROITNEWS

THE NEXT F-1S0 IF YOU HAVENT LOOKED AT FORD LATELY LOOK AGAIN

~~Camp~ Vehicle Discount

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TOUGH LOVE THE BEST PICKUP TRUCK EVER

DETROITFREE PRESS

RESETS THE METER AT AN ALTOGETHER HIGHER LEVEL MOTOR TREND

STILL THE TOP OF THE LINE LA TIMES

SETS NEW STANDARDS FOR FULL-SIZE PICKUPS EDMUNDSCOM

BIGGER RADDER BETTER AUTOMOBILE MAGAZINE

THE BEST AMERICA HAS TO OFFER THE DETROITNEWS

THE NEXT F-1S0 IF YOU HAVENT LOOKED AT FORD LATELY LOOK AGAIN

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