EDITORIAL STAFF Publisher
Vol. 26, No.6
Henry G. Frautschy
Gold a Cox
1 Str aight & LeveIlEspie "Butch" Joyce
Director 01 Print Production
2 MC News
Computer Graphic Specialists
Nancy Hanson Olivia L. Phillip
4 Sun 'n Fun Awards List
Jim Koepnick LeeAnn Abrams
6 MC Safety/Roger Gomoll 8 Type Club NoteslNonn Petersen
9 Pass it to Buck/Buck Hilbert
EAA ANTIQUE/CLASSIC DIVISION, INC. OFFICERS
10 Preparing a Swift (Part 11)/ Jim Montague
President Espie "Butch" Joyce P.O. Box 35584 Greensboro, NC 27425 910/393-0344 Secretory Steve Nesse 2009 Highlond Ave. Albert Leo, MN su:JJ7 507/373-1674
13 Sun 'n Fun '98/H.G. Frautschy 19 1998 Sun 'n Fun Spash-In/ Nonn Petersen 21 What Our Members Are RestoringlNOIm Petersen
28 Membership Information/ Classified Ads 29 Welcome New Members
Vice-President George Doubner 2448 Lough Lone Hart1ord. WI 53027 414/673·5885 Treasurer Charles Harns 7215 East 46th SI. Tulsa, OK 74145 918/622-8400
22 Mystery PlanelH.G. Frautschy
John Berendt 7645 Echo Point Rd. Cannon Falls, MN 55009 507/263-2414 Phil Coulson 28415 Springbrook Dr. Law1on, MI 49065 616/624-6490
5936 Steve Court
Roanoke, TX 76262
Robert C. "Bob" Brauer 9345 S. Hoyne ChiCOW' IL 60620 312/ 79-2105
Joe Dickey SSOakey Av. Lowrenceburg, IN 47025 812/537·9354
John S. Copeland 1A Deacon Street Northborout, MA 01532 508/3 3·4775
Dale A. Gustafson 7724 Shody Hill Dr. Indianapolis, IN 46278 317/293-4430
Stan Gomoll 104290th Lone, NE
P.O. Box 328
Harvard, IL 60033
FRONT COVER ... Twin Wacos ... John Collier and Ed Byars of Seneca, SC both restored a pair of Waco YKS-6s in identical color schemes, and have a g reat time giving people "double vision" when they fly into airports around the southeastern U.S . EAA photo by Jim Koepnick, shot with a Canon EOS-l n equipped with an 80-200mm lens. 1/500 @ f7 .5 on 100 ASA transparency film . EAA Cessna 210 photo plane flown by Bruce Moore.
Robert uCkfeig 1708 Bay Ooks r. Albert Lea, MN su:JJ7 507/373-2922 Dean Richardson 6701 Colony Dr. Madison, WI 53717 608/833- 1291
Robert D. "Bob" Lumley 1265 South 124th St. Brookfeld, WI 53005 414/782·2633
BACK COVER ... "The Baby Ruth Airplane" nostalgically recalls a t ime when aerial advertising was sometime much more than a sk y writte n message. Painted in watercolors, the artwork, an Honorable Mention ribbon winner in the 1997 Sport Aviation Art Competition was crea t ed by Terrance Geer of Tampa, FL. For a bit more information, please see AI C News.
S.H. 'Wes' Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414/771-1545
Gao" Robison 1521 E. MacGregor Dr. New Haven, IN 46774 219/493-4724
Copyright © 1998 by the fAA Antique/Classic Division Inc. All rights reserved. VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EM Antique/Classic Division, Inc. of the Experimental Aircraft Association and is published monthly at EM Aviation Center. 3000 Poberezny Rd., P.O. Box 3086. Oshkosh, Wisconsin 54903·3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. The membership rate for EM Antique/Classic Division, Inc. is $27.00 for current EM members for 12 month period of which $18.00 is for the publication of VINTAGE AIRPlANE. Membership is open to all who are interested in aviation. POSTMASTER: Send address changes to EM Antique/Classic Division, Inc., P.O. Box 3086, Oshkosh, WI 54903·3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surtace mail. ADVERTISING - Antique/Classic Division does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POUCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800. The words EM, ULTRAUGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE LOVE OF FLYING and the logos of EM, EM INTERNATIONAL CONVENTION, EAA ANTIQUE/CLASSIC DMSION, INTERNATIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION, EAA ULTRALIGHT CONVENTION and EAA Air Venture are trademarks of the above associations and their use by any person other than the above association is strictly prohibited.
181 Sloboda Av.
Monsfield, OH 44906
DIRECTORS EMERITUS Gene Chase 2159 Carlton Rd. Oshkosh, WI 54904 920/231-5002
E.E. "Buck" Hilbert P.O. Box 424 Union, IL 60180 815/923-4591
ADVISORS Sieve Krog 1002 Heather Ln. Hart1ord, WI 53027 414/966-7627
Roger Gomoll 321 -1/2 S. Broadway Apt. 3 Rochester, MN 55904 507288-2810
Alan Shocklelon P.O. Box 656 Sugor Grove, IL 60554-0656 630-466-4931
David Benne" 403 Tonner Ct. Roseville, CA 95678 916-782-7025
STRAIGHT & LEVEL
by ESPIE "BUTCH" JOYCE Head Quarters Ruth Coulson 616-624-6490 ere it is June once again and EAA AirVenture Oshkosh is not that far away . There are a lot of EAA staff and a good number of volunteers already on the Convention site ... hard at work getting the area ready for your enjoyment. Being a vol unteer for a good many years (over 20), it has been my pleasure to have made friends with a number of people whom I would not have known if it had not been for aviation. Most of them I see only once a year while at Oshkosh. If you have not tried volun teering while attending the Convention, you should try it once to see if it is as rewarding to you as it is for me. You might like it, and we could use the help! Here's a list of the Antique/Clas sic chairmen - give them a call if you'd like to know more:
AeroGram Bill Marcy 303-798-6086
Data Processing Janet Bennett 916-782-7025
Antique Awards Dean Richardson 608-257-8801
Flight Line Safety
Phil Coulson 616-624-6490
Safe Flying Steve Krog Const. and Maint. 414-966-7627 Stan Gomoll
Fly-Out 612-784-1172 Bob Lumley 414-784-2633 Contemporary Awards Forums Dan Knutson
John Berendt 608-592-3712
507-263-2414 Computer Oper ations HaU of Fame Earl Nicholas Dean Richardson 708-382-5424 608-257-8801
Interview Circle Charlie Harris 918-622-8400 Man Power Anna Osborn 210-896-4614 Membership/ Chapter Bob Brauer 312-779-2105 OX-S Pioneers Bob Wallace 410-686-3279 Metal Forming Workshop Steve Nesse 507-373-1674
Photo Jack McCarthy 317-371-1290 AlC Picnic Jeannie Hill 815-943-7205 AlC Media-PR Jeannie Hill 815-943-7205
Security Geoff Robison 219-493-4724 Tour Tram James LeFever 414-434-1656 Type Club HQ Joe Dickey 812-537-9354
Parking & Safety George Daubner 414-673-5885
Volunteer Host. Judy Wyrembeck 414-231-4487
Participant Plaque Jack Copeland 508-842-7867
WorkShop George Meade 414-926-2428
Every year people call to ask me how they can park in the Antique/Clas sic area. It's simple - you should have a Vintage Aircraft that fits within one of our three judging categories: Antique up to Dec. 31, 1945; Classic - Jan. I, 1946 through Dec. 31 , 1955; and Con temporary - Jan. 1, 1956 through Dec. 31, 1960. By following the flag people and answering their questions, you will be directed to the Vintage Aircraft area for parking. The parking volunteers will only need to know if you will be camping with your aircraft or not. To speed up the process, make up a sign that says A/C PARKING or A/C CAMPING, whichever is appropriate for your
needs. One other helpful sign would state RETURNING GRAND CHAM PION so you will be parked in a special place of honor. This year, through the efforts of the EAA and NBAA you will be able to see how civilian aviation has played an important part in the development of corporate America. Many of the air planes included in the display, which will be located on the West Ramp just north of the AlC Red Bam, are vintage airplanes brought to EAA AirVenture Oshkosh by fellow Antique/ Classic members who were invited to do so by the EAA. If you have missed seeing a particu lar Grand Champion, many of these airplanes will be on display, parked fac ing west along the paved North-South road in front of the Red Bam. We will again have some historic noteworthy aircraft on display in the area directly in front of the Red Bam. Inside the Maintenance tent beside the Red Bam will be a very interesting display and a "how-to" session on metal forming by experts in this field . Steve Nesse is the chairman of this ac tivity and will have more details for you next month. The very active Type Club Headquarters is also just south of the Barn . You can meet a lot of your friends in this area, and find out more about that particular plane you've been thinking about buying. After writing about some of these activities I am starting to get excited about going to EAA AirVenture Oshkosh. Don't miss it - it's going to be one of the best ever! Please be careful out there - hand prop your brain before your plane; we don't want to see anyone get hurt! Let's all pull in the same direction for the good of aviation. Remember we are better together. Join us and have it all!! Butch VINTAGE AIRPLANE
A/C NEWS compiled by H.G. Frautschy ABOUT THE BACK COVER ... Terrance Geer, 2813 Kimberly Ln., Tampa, FL 33618 is the artist responsi ble for "The Baby Ruth Airplane" featured on our back cover. Terrance has been, at one point in time, a ma chinist, draftsman, illustrator, Air Corps radioman and he's worked in aerospace administration and management. For him, drawing and painting have always been a hobby, with aircraft just one of his many favorite subjects among peo ple and buildings. "The Baby Ruth Airplane" is a water color. As explained by Terrance, "What two things cou ld have generated more interest for youngsters of the early thir ties . The Baby Ruth promotion was carried out in many metropolitan areas throughout the u.s. Contractor pilots per formed the parachute run in Travel Airs, Stearmans, Curtiss Robins, Kinners and Wacos. All were there during a couple of summers around 1930. Regulations prohibiting low flying brought this memorable aviation classic to a close." NEW LAYOUT FOR NEW MEMBERS Starting this month, acting on a sug gestion from a member, we have redesigned the "Welcome New Mem bers" page to make it easier for you to spot any new members who are in your local area. The first section lists each of the international new members, and then the North American entries are listed in alphabetical order by state and by name. Now, if you're looking for someone in, for example, Nebraska, just run down the right edge of the column until you see "NE ," then check the names listed. We hope this proves to make it easier for New Members and current members to get together! ALTERNATE METHOD OF
AERONCA SPAR INSPECTION
The FAA has not, as of May 18, 1998, issued a final rule regarding the Ame rican Champion spar inspection 2 JUNE 1998
AD (ADD No. 97-CE-79-AD) pro posed at the end of last year. Since that time, an alternate means of compliance has been created. Published by Ameri can Champion Aircraft Corp. as Service Letter 406 Revision A, the entire text of the Service bulletin reads as follows: Date: May 6, 1998 Title: Wood Spar Inspection Applicable Models: All Model 7's, 8's and 11 's with wood spar wings Description: There have been re ports of cracks developing in wood spars, both front and rear. There are many possible causes to the cracking including: high flight time, wing dam age history , high acrobatic time, over-stress history, or having been ex posed to changes in humidity over several years . Compre s sion cracks have been found emanating from the upper and lower surfaces of the front and rear wing spars at both ends of the reinforcement plate for the lift strut at tachment. Longitudinal cracks have been reported in all areas of both front and rear spars including through the wing root. See Figure 1 for example locations of spar cracks. Approval: Revision A to this ser vice letter is approved by the FAA, Manager, Chicago Aircraft Certifica tion Office, ACE-l 15C, by letter dated May 6, 1998, as an alternative method of compliance with AD 98-05-04, para graphs (a)(l), a(2), (a)(4) and (f), only. Compliance: American Champion Aircraft recommends that the inspection presented herein be accomplished be fore acrobatic flight, within the next 30 days, or 10 hours of flight and at each 100 hour/annual inspection, thereafter. Also, immediate inspection is manda tory if the aircraft is involved in an over stress condition, tip ground strike, or nose over. The inspection procedures described herein are not intended to be a substitute for a properly performed 100 hour.an nual inspection . Refer to Advisory Circular (AC) 43.13-1A: Acceptable Methods, Techniques and practices; Air craft Inspection and Repair. Inspection: Remove all wing in spection covers and wing root gap cover. Using traditional methods, (such as flashlight and mirror) inspect full span along the front and rear wing spars
for longitudinal cracks through bold, nail and spacer holes. Inspect the but end of both spars for cracks. Additional inspection holes should be added as necessary to do a thorough inspection and check all areas of concern. Service letter 417, Revision C, may be used as a guide for installing additional inspec tion holes. Inspect for loose or missing rib nails per Service Letter C-13 9. Ifloose or missing nails are found, inspect spar by the rib for damage resulting from the rib rubbing against the spar. If the fric tion between the rib and spar has broken the wood grain completely across the spar and more than 1116" deep , this is cause for rejection. Also inspect for nail hole elongation. Rejec tion must also occur if the nail holes have been elongated such that wood grains are broken more than 1/16". Page 2 Inspection: The only area it is possi ble to possible to positively identify a compression crack is on the top and bottom surfaces of the spar. Both front and rear spars need to be inspected. The key areas to be concerned with are shown in Figure 1. Additional inspec tion holes may be necessary to do a thorough inspection. Service letter 417, Revision C, may be used as a guide for installing additional inspection holes. Warning: Compression failures are often difficult to detect with the unaided eye. Do not expect an open crack or gap. Compression failures start as barely visible, minute, jagged series of lines running cross grain on the top or bottom of the spar. Important: the initial inspection de scribed below does not guarantee adequate access to compression failure experience. Also, this method is inade quate for aircraft with wing damage history since last spar inspection. For initial inspection of the spar top, a high intensity flexible light (for example: 'Bend-A-Light') and small inspection mirror can be used in conjunction with a small wooden wedge. First temporar ily push the leading edge skin away from the front spar cap gently with the wooden wedge. After closely illuminat ing the area of concern with the 'Bend-A-Light,' inspect, as closely as possible, with the small inspection mir
ror. This method is useful at the ends of is an alternate landing site for this year's the doubler plates on top of the front EAA Convention at Oshkosh , with room for between 75 and 100 airplanes spar. This is considered an initial inspec tion only. If there are any questionable available. The airport has a new asphalt runway 20' wide and 2,460 ft . long . fmdings, further inspection through ad 100LL and auto gas are available. Ser ditional inspection holes is required. vices include tiedowns, cab and bus For initial inspection of the spar bot tom, a high intensity flexible light and service (please call). For information, two mirrors can be used. After resting call Aviation Services at 920/836-2020 one mirror on the fabric under the area or Plane Flying at 920/836-3081. of concern and placing the "Bend-A TRAVEL AIR FUEL SELECTOR Light" adjacent to the area, inspect with Via Email, Bryan Jensen asked us to the other mirror, using the reflection of spread the word he is looking for a fuel light off of the former mirror. Again, this is considered an initial inspection selector for a 1929 Travel Air. The model he has is a military surplus "F I " only. If there are any questionable fmd ings, further inspection through type , and he is looking for either a complete new unit or a set or core parts additional inspection holes is required. to rebui ld the one he has. You can Note: It may be helpful during com pression failure inspection to apply reach Bryan at 612 /447-8207 or upward or downward force at the wing 70263 .firstname.lastname@example.org tip. Alternatively, the top and bottom of OLD MANUALS the front and rear spar may me in Also via Email, Nial McCabe let us spected through inspection holes on the bottom of the wing using a flexible know about an outfit that has a number of copies of old manuals availab le. probe boroscope. Instructions: If any damage was Country Aire Aviation, P.O.Box 28, found in above inspections, it re quires that the spar be repaired or replaced. Minor chafing and small in dentations are not cause of rejection. Spar repair shall be accomplished in accordance with AC 43.13-IA Ac ceptab le Methods, Techniques and Practices or other Federal Aviation Administration approved data. (Editor's Note: we strongly suggest SPONSOR NAME NEW MEMBER you obtain a copy ofthis Service letter Ed Gelvin Bibber, Eugene from American Champion Aircraft Corp., Rochester, WI 53167. Due to William Eddy Borman, M. B. space constraints, we're unable to re Britton, R Archie Anderson produce the line art that accompanies Budahl, Lee Joe Frigo this Service Letter, which will aid you Don Gilbert Conoley, D.R. or your mechanic during the perfor Copeland, John Robert Lebewol mance of this inspection. We will Coulson, Phil Melvin Pamment continue to monitor the progress ofthe Hare,William Roger Bond proposed AD and advise you as soon Jaeger, Robert Judith Burke as we receive word as to its disposi Joyce, Butch Timothy Boland tion. A more detailed method is also Krog, Steven Glena Paringer listed on the Citabria Owners Group Uckteig, Robert James Hanson web site at: www.citabria.com Loewenhardt, Hugh Robert Higgins We'd like to acknowledge the work Lumley, Robert Sean PGonia done by Carl Petersen and the Melbye, Thomas Jon Proctor Citabria Own ers Group for th e ir O'Hara, Bob Jim Howe work on this issue. - HGF)
NEW MEMBER CAMPAIGN
AirVenture '98 Waypoints Oshkosh, WI- Brennand Airport (79C), located 10 miles on the 357 ra dial from Wittman Regional Airport,
Pace, Lanny Perrotti, Carmen Simon, Robert TaJen, Tim Eney, John A.
John Upcraft James Perrotti Bruce Smith Ron Englund Martha M. Eney
Hardinsburg, IN 47125 was recom mended by Nial. They have a small catalog available by writing and asking for one, and they have a variety of man uals for Aeroncas, Ercoupes, Stinsons and others. Drop them a line if you're in the need for a little documentation. WE SHALL REMEMBER . . . Michael Langer (EAA 32251), Ro seville , MN died April 28 , 1998 . A lifelong aviation enthusiast, he most re cently founded the American Wings Aviation Museum of the very active Anoka County Airport in Blane, MN. One of three collections of vintage air craft on the field, the new museum has just recently occupied a new museum building thanks to the long term efforts of Mike. Carol, Mike's wife, and his family ask that memorials be made to the museum - 612/482-7606. Charles E. Smith (EAA 282681, NC 22910) Roswell, GA passed away this past fall. A fan of aviation all his life, in his early professional career he worked at Aeronca in the sales department. ....
Congratulations to our sponsoring members who have been active in the Antique/Classic 10n1 cam paign, and to our new members, welcome to the EAA Antique/ Classic Division! NEW MEMBER
Mary Beth Schwaegel
ANTIQUE (1945 and Earlier) GRAND CHAMPION
Stearman PT -17, N4401 B David Gay Orlando, FL RESERVE GRAND CHAMPION
Spartan Executive, N 17667 Kent and Sandy Blankenburg Groveland, CA CUSTOM CHAMPION ANTIQUE
Beech D 17S, N 17985 Steve Johnson Bloomington, IN BEST SILVER AGE
OX-5 American Eagle, N3738 Bud and Larry Skinner Miami, FL
Piper J5A Cub Cruiser, N38243 Dale Dolby Ft. Wayne, IN
CLASSIC ( 1946-1955) Cessna 195, N 2197C James Sayers Edison,OH BEST RESTORED CLASSIC (0-100 HP)
Aeronca Chief, N85805 E. Barnhill and G. Davis Seneca, SC BEST RESTORED CLASSIC (101-165 HP)
Piper PA-12 Super Crusier, N7770C Paul Merritt Pensacola, FL BEST RESTORED CLASSIC (OVER 165 HP)
PT-17 Stearman, N1420M Dennis and Janeen Kochan Winter Haven, FL
Cessna 195, N2158C Valerie and James Slocum Moscow, TN
BEST CUSTOM CLASSIC (0-100 HP)
Luscombe 8A, N45504 Jim Zazas Carthage, NC
Fairchild 24H, N 16902 Lou Frejlach LaGrange, IL BEST MONOPLANE
Stinson lOA , N34697 Debbie Snavely Lake Placid, FL BEST BIPLANE
Waco YKS-6, NI6580 John Collier Seneca, SC BEST ANTIQUE CUSTOM AMPHIBIAN
Grumman Widgeon, N13122 Jim Magoffin Fairbanks, AK 4 JUNE 1998
Aeronca 7AC, N8360T Chuck Berthe Williamson, GA Taylorcraft BC-12D, N94953 James Zangger Cedar Rapids, IA
BEST II ERA
Waco ASO, N768K Tom Collier Jonesboro, GA
BEST CUSTOM CLASSIC (100-165 HP)
Piper PA-12 Super Crusier, N103BS Mal Hogan Jacksonville, AR
( 1956-1960) BEST CONTEMPORARY
Piper Comanche, N5239P Robert and David Wall, Ocala, FL BEST CUSTOM
Beech M35 Bonanza, N688V Buz Rich Williamsburg, V A BEST TWIN
Beech E-18S, N57PF Pat Foley Middletown, DE OUTSTANDING IN TYPE
Cessna 172, N8384B Michael Willcox Knightstown, IN Cessna 180, N7505 Robert Snowden Irving, TX Beech Bonanza, N87DG Don Gaynor Englewood, FL Piper PA-22120 Pacer, N431 OA Wayne Mather Apopka, FL
CLASSIC (OVER 165 HP)
OUTSTANDI NG AIRCRAFT
Navion, N5372K James Kelly Watumpka, AL
Beech Bonanza, N 5478D Larry Van Dam Riverside, CA
Champion 7FC, N7577B Cliff Harkins Houston, TX
Piper PA-20 Pacer, N7403K William Cumberland Woodbine, MD Funk B-85C, N 1625N Alan and Jackie Sowell
Piper PA-22 Tri-Pacer, N43l3A Eric Rikansrud St. Petersburg, FL
FLIGHT INSTRUCTION RESEARCH Greetings, I am currently doing a PhD in aviation here at the University of Newcastle, Aus tralia. As background to my research on flight instruction, I am conducting a survey of how pilots have been instructed to make visual approaches in fIXed wing (powered) aircraft, both civil and military. This entails consulting both archival documents on flight instruction and personal memoirs . Essentially I am seeking evidence of what type of "patter" the flight instructors have used when instructing the approach , in both current and historical flight instruc tion, i.e. "Keep your speed up," "Maintain that nose attitude" etc. Unfortunately, visual flight instruction seems to be a subject which has not been well represented in aviation archives. I am hoping that some of your members might be willing to contact me with personal training experiences of copies of training notes. I would be very grateful for any help you could give me. Thank you, Lisa Duff Department of Aviation and Technology The University of Newcastle University Drive Callaghan New South Wales Australia 2308 FAX: 61-249-218742 email : avld@CC.newcastle.edu.au PITCH SENSITIVE AERONCA Just a quick note on a perplexing prob lem solved and worth passing on .. . I just recently purchased a real nice 1946 Aeronca IIAC and was totally en joying it except for one thing - it was terribly sensitive to pitch upset and diffi cult to trim at cruise. Also it would hunt in pitch while flying in turbulence. When set for 85 mph and upset in the nose down di rection, it would tuck under and dive to red line before the nose would come back up. Then it would almost stall before the nose came back down! Well after a complete alignment check,
actually weighing the aircraft and calculat ing the Empty Weight Center of Gravity (EWCG) and a million other checks, it turns out the horizontal stab was rigged with the tips about 5 degrees down in ref erence to the tail post. Rerigging the tail brace wires to set the stab to zero solved the problem! It seems that the 5 degrees droop was binding the elevator just enough that you couldn't feel it but the trim tab wouldn ' t overpower the binding as the elevator came through neutral. Anyway, I thought it worth passing on in case anyone else has a hard time getting their machine to trim properly! The best part now it cruises at 92 mph indicated and slow flight at 38 mph is a hoot! Cheers, Larry West Tacoma, WA
AlC 18848 EAA Tech Counselor 3738 A HARD LESSON LEARNED On March 27 r called our insurance agent to place full coverage on our new Ryan PT-22. It was coming out of winter storage and my partner and I were looking forward to a great second year of flying. Sunday morning, April 5, at 8:00 a.m. , the sky was blue and a slight cross wind was blowing at the farm on which I live. Being alone, r pushed the 22 out of the hangar, tied the tail down, and preflighted the airplane. Gas on, mags off, brakes set. We had found the best way to start this airplane was to pump the throttle and pull the prop through four or five times. This is the procedure I used that morning. Then r walked back around the plane, looked in, put the mag on LEFT, checked the tail rope and propped her. She fired up and I set the mags to BOTH, adjusted the rpm untied the tail and went flying . Thirty minutes later, I was back at the hangar. r decided 1 would leave the 22 outside so that when company came, 1 would give rides. As the day went on, the cross wind increased, can celing my plans to take anyone for a ride. At 5:00 p.m., I decided it was time to put the plane back in the hangar.
I announced the rides were canceled, but I needed some help to restart the plane. Two 20-year-old men said they would help. As we left the house, one said he wanted to tape the starting of the plane with his camcorder. Paul said he would run the camcorder and Jacob of fered to help start the engine. All went well. I set the mags on off, went around and pulled the prop, returning to put the left mag on . I explained that when it started, Jake should give the engine a little gas if needed put the mags on BOTH and continue to hold the brakes. He said "Fine!" and I walked back to the front of the airplane. I tested the brakes, propped it and it started but did not keep running. 1 called back to Jacob to put the mags to OFF and r would pull the prop while he pumped the throttle as we had done before. Jacob said, "OK! " I pulled it three times and on the fourth pull, the engine STARTED! The prop struck the back of my hand, breaking two fingers and nicking the wrist. If the prop had hit the palm of my hand instead, it would have traveled up and taken my arm and shoulder. Six weeks in a cast, not being able to button my own shirt or tie a shoe because I was ! You fill in the blank! I have called myself every name possible at this point. Jacob had put the mag on LEFT instead of OFF, and I did not check it, my fault, NOT his. All of this is recorded on videotape and we have watched it over and over. Each time I cringe as I watch the prop strike me. I learned how to fly and pur chased my first airplane when I was 22 years old. That plane was also a starter less PT -22. In 1955 I paid a mere $900. The price has grown considerably in 43 years. This is the first time an airplane ever hurt me. Thank God, all I got was a bro ken hand . It can happen! Ken Kresmery Elgin,IL AlC 466567 .... VINTAGE AIRPLANE
Vintage Airplane Safety
Proppin' Revisited by ROGER GOMOLL, Ale ADVISOR Hand Propping (def): To start or attempt to start an aircraft by plac ing the hands on the propeller and spinning the propeller manually. Known by most pilots as a rarely practiced or even lost art.
Accident reports still indicate that hand propping is a significant threat to life and limb and loss of aircraft in our Antique Classic Division. Since some Antique and Classic aircraft were built without starters, hand propping is an important issue for the safety of our members. Here are some tips for a safe and successful start. 1. SECURE THE AIR CRAFT. Al though you may consider hand-propping a routine way to start your aircraft, each time that you do it you are faced with monumental risk. The force that is sent to the propeller by even the least powerful aircraft engine is enough to cause major physical damage. Treat each start as a life-threatening event for you and your passengers. To be fully safe, your aircraft should be tied down and chocked. A quick tiedown at the tail of your aircraft is cheap insurance, and may save your life, or keep you from losing body parts. Hemmingway Starter: (aeronauti cal slang) Hand propping an aircraft. Derives from the Ernest Hemming way novel " Farewell to Arms".
2. DO A COMPLETE PREF LI GHT AND COCKPIT CHECK. Aircraft prop ping accidents sometimes come about when the aircraft engine controls are left in the in correct position when the propeller is being turned. Before touching a propeller, be completely sure that the mag switches are off, and that the throttle is closed. If the mags are hot, there may be enough fuel left in the engine to start the aircraft when you tum over the engine by hand. Armstrong Starter: (aeronautical slang) Hand propping an aircraft. Derives from the strength needed in t he arms to spin the propeller with enough force to start the engine. 6 JUNE 1998
3. HAVE A COMPETENT PILOT AT THE CONTROLS . It is important that there be a hand on the controls- and it must be a person who is properly trained in the op eration of your aircraft. Propping an aircraft is best practiced by two people, who can both be responsible for the safe starting of the air craft. The person at the controls must know the operation of the ignition switch and the throttle, and be fully versed in operating the brakes. Your life may be resting in this per son's abi li ty to control the aircraft. The person at the controls and the person at the propeller should both know the appropriate calls and responses for the starting procedure. Pratt and Whitney Haircut: (aero nautical slang) Having one's head come perilously close to a spinning propeller, usually after having incor rectly hand propped an engine. Also known as a "Continental Haircut"
4. USE PROPER STARTI NG PRO CE DURES. Although there are a couple of methods of safely propping an engine, com mon to all is an unwavering respect for the power of the engine. Another completely inarguable rule is to always consider the en gine "hot". Magnetos operate when they are not grounded - and if the "P" lead or grounding wire comes loose or is broken, the ignition system will operate even if the switch is in the "OFF" position. Another rule that must not be ignored is to prop the aircraft in such a way that your body's mo tion naturally moves you away from the engine as you move the prop. You must at all times maintain your balance. Knuckle Rapping: (aeronautical slang) Having one's fingers hit by a quickly moving propeller, caused by not propping an aircraft correctly.
5. NEVE R ATTEM PT TO HAN D PRO P AN AI RCRAFT WIT HO UT PROPER TRAINING. To learn this skill, find someone who knows how to safely hand-prop an aircraft. This is an art which should be learned from a person who knows
how to hand start an aircraft. By learning to correctly hand-start your aircraft, you'll greatly enhance the probability you will end your flying career at a very old age.
"Don't think that just because you 're an experienced pilot that you can't do some thing dumb. " George Moffat spoke those words at a lecture he gave this past winter at the Min nesota Sport Aviation Conference. George is a silver haired retired professor, well known to sailplane pilots as a former National soar ing champ. He served as the coach to the US Soaring team in last year's World Soaring Championships in France. He still competes regularly and is considered among the best American soaring pilots. Doing something dumb in the cockpit is not always perilous. It's rarely fatal. It can be something as innocuous as flying in the wrong direction for a few miles. It can be something as life threatening as running out of fuel. We've all had the occasion of doing something dumb in the cockpit. We may have gotten ourselves into jams that were hard to get out of, or that resulted in close calls. Some of these dumb moves may have resulted in an aircraft incident or accident. For all of us, this reminder from one of the most experienced of our colleagues gives comfort, and gives warning. If the best of the best, flying many hours each year in a competitive setting are concerned about making mistakes, those of us who fly at a much more leisurely pace should be even more concerned. And since the most experi enced pilots admit to doing dumb things in the air, it is easy to conclude that our future as pilots will include at least one event that will fall into this category. As safe pilots, we need to be constantly alert to situations that will put us into a position to make an error in judgement, and to recognize these errors before they happen. In its Advisory Circular on Aeronautical Decision Making, (AC60-22) the FAA has developed a list of ways that even the most experienced pilots can get into trouble. Here are some of those areas. Peer Pressure. We are pressured into situations because we think that others ex pect us to be able to handle them , or to complete the task successfully. For exam ple: If others are flying on a day when the crosswinds are strong and you don't feel up to tackling those winds, peer pressure might entice you to fly when you shouldn't. Good judgement will keep you on the ground until you feel comfortable with those conditions.
Mind Set. We all anticipate how situa tions will proceed . If those situations unfold differently than we expect, we tend not to recognize the changes. For example: At the end of the runway, your engine runs rough on one mag. Since your mindset was that of a quick and painless checklist, there is a tendency to dismiss the problem and proceed as if the mags were operating cor rectly. Good judgement allows for mUltiple outcomes to any event, and prepares to make unpopular decisions when necessary. Get-There-His . As pilots, we tend to fixate on the ultimate goal - which is in some cases the successful completion of a trip. It is easy to ignore signs of equipment trouble or decreasing weather conditions by focusing on how short the remainder of the trip is, or by convincing ourselves that there is better weather ahead. Good judge ment provides for a landing short of the goal, and accepts the possibility of delays for safer weather or repaired equipment. Getting Behind the Aircraft. The con tinuing problem of landing and takeoff accidents is a great testament to the contin uing problem of allowing events or situations to control the pilot, rather than the pilot controlling the situation. A good pilot's skills are always in training. A good pilot knows the limits of their aircraft and of themselves and admits that skills de crease with lack of use. Stress. Emotional stress from home or work detracts from your ability to make good judgements. Physical stress can come from short or long term health problems, from medications or alcohol, or from a lack of food or water during an extended flight. One of the symptoms of dehydration is confusion and inability to make decisions. Well known to sailplane pilots, dehydra tion's effects are virtually ignored by power pilots. Making a bad decision in the cockpit is something that can be in everyone's future. Our challenge is to recognize those bad de cisions as they are happening and to make the safe decision instead.
SOUNDS OF SILENCE
The Continental A65 in the Cub that I fly just turned 52 . The R760-E2 in the Waco I fly just turned 62. The engines in our aircraft are by any definition, very old technology. Especially in the antiques and classics that populate our Division, that means that if you fly long enough, you too will someday have to deal with an engine stoppage in flight. The causes are many-
fuel starvation, fuel mismanagement, mi nor engine problems such as ignition or carburetion, or possibly even catastrophic engine failure due to the age of these machines. But the final result is the same instant quiet in what was a very noi sy environment. The more quickly and methodically that you react to your problem in flight , the greater chance you will have to keep you, your passengers , and your aircraft in one piece. If you've been flying for any length of time, you've probably run a tank out of fuel. When that first bit of silence occurs, it is absolutely astounding how quickly your hand finds its way to the fuel selector and the boost pump switch (if installed). That seemingly instantaneous reaction usually fixes the problem of getting the engine back online again, and subsequently re starting your fear-stopped heartbeat. But sometimes it doesn't. And you should prepare yourself for that eventuality. When it happens, the first thing that oc curs is a feeling of disbelief- and then maybe fear. Very human, very understand able reactions. But now is when you need to be coolest, calmest, and most in control. And believe it or not, you are still in total control of an aircraft - albeit a glider. Since you're now a glider, you need to get your airspeed to best glide speed. You need to find that speed ahead of time for your aircraft - either from the aircraft handbook, or from a few minutes of experi mentation ahead of time. If your aircraft's best glide speed is not published, you need to find it out for your se lf. To do this for your ai rcraft, all you need is a day with stable air, an altimeter, and a watch. Beginning at a safe and pru dent altitude, clear the area, check carburetor heat, and throttle the engine to idle. Stabi lize the aircraft at a speed that is somewhat above your normal landing approach speed, say 90 mph, and using your watch and the altimeter, find out how much altitude you lose in one minute . That is your descent rate at that speed. After clearing the engine with a little throttle, repeat the process at 5mph increments below that speed, and chart the results. You'll quickly see which speed gives you the lowest rate of descent. That's your best glide speed. So now you're a glider, and you're at the aircraft's best glide speed. If you're at three thousand feet AGL and your best glide rate is 10 feet of altitude loss per sec ond (600 ftlmin), you now have roughly five minutes before you touch down. If you
fly too fast or too slow, you decrease the amount of time you have before landing, decreasing your options. As soon as you have gotten your best glide speed established, it is time to find a landing field. A hayfield is the best option, if you can find one. Cow pastures are a sec ond choice, but since these pastures are rarely cultivated, they are most likely strewn with rock or have uneven surfaces in them. Fields with short crops have the advantage of being prepared - but they might be very soft early in the season or af ter rains, giving the possibility of a noseover. Far down on my personal list are roads and freeways . Although the asphalt looks inviting, most roads have steel sign posts lining them and have very frequent power line crossings over them. Besides. Roads have cars on them, and you're likely to overtake and maybe even hit one if you land on a road. Pick a good field if you can- and use a road only if you absolutely have to. And besides, aren't the only forced landings that you see on your local news ones that have landed on roads? I've known pilots who have passed up perfectly good sod farms to land on roads - a choice that I most likely would not have recommended. If you can't find a suitable field right away, you might turn downwind, giving yourself the most distance for time. You're likely to find something soon. Select a field as soon as possible, and definitely have one picked out before yo u descend below I500AGL. Once you've gotten a field picked out and you have some time to spare, then work on getting the aircraft flying again. Fuel. Fuel pump. Mixture. Carb heat. Mag switches. If you have them extended, raise flaps and landing gear to increase your glide ratio. Try everything you can to get the aircraft started again. When it is obvi ous that you are going to land-and to me that is below l500AGL, prepare for and execute the landing in the field that you have chosen. Don 't make the mistake of trying to restart the engine all the way to the ground. A safe landing in a good field is a favorable outcome to your emergency. An unsafe landing by a pilot that is still try ing to figure out the problem is not. Practice makes perfect- but in forced landings, practice must be done with an in structor. Find one you are comfortable with and turn your aircraft into a glider. Then when you hear the sounds ofsilence at some time in the future, you'll be prepared. ... VINTAGE AIRPLANE
by E.E. "Buck" Hilbert
EM #21 Ale #5 P.O. Box 424, Union, IL 60180
We've got a real collection of letters and thoughts from a bunch of you - keep them coming! Dear Buck, I so enjoy Vintage Airplane and your "Pass It To Buck" column. I have been restoring an early Gullwing Stinson 1936 SR7. The fourteenth bent wing Stinson produced, it was owned new by Lymon Gustov Bloomingdale of department store fame. I have a personal letter from Mr. Bloomingdale telling of how he used the aircraft in 1938 and 1939 to fly from his home in Long Island to Manhattan for his daily business affairs. I have been working on my SR7 for 10 years and out of necessity, have had to re build the factory tooling (wing rib jigs and an extrusion machine to make the 5/16" hollow tubing for the wing ribs) before I could rebuild the aircraft.
The article on forward facing wind shields was interesting. But, nobody got the most obvious answer. The reason the windshields of today slope back is because of an invention. the electric storage battery! (What?) Yes, forward sloping windscreens are for downward visibility. Remember the aircraft of the day had hand crank starters. To see your ground personnel, you had to lean forward and look down. These win dows are still popular on helicopters liaison and observation aircraft yet today, though now it's on the side of the aircraft. Please take my all-knowing attitude with a grain of salt, as r have been accused of shooting from the hip on occasion! Obnoxiously, Timothy Liewer Hershey, NE, AlC 9987 Dear Buck, I just got the April 1998 Vintage Air plane and was interested in your comments on the towers. Alas! The happy times of just cruising across the countryside to Oshkosh enjoying the scenery are over because of the many new towers. Something of inter est here is that the greatest proliferation of towers is taking place especially near or beside the Interstate and major highways. Just another reason why the old "I FR," I Follow Roads navigation is to be avoided. At a hearing on the proposal of a new, very high tower, the company wanting to add the tower produced an aerial instru ment map showing the airways. The
company presenter commented that their proposed tower was "out there nowhere near the airways and presented no real hazard to flying". Really! I forgot the dis tance but according to them the guywire anchors were to cover a circle whose di ameter was to be the height of the tower. (I still remember Dick DeMars losing a wonderful son to contact with a guywire while scud running in a Pitts.) Buck, each time Vintage Airplane ar rives, your column is the first thing r read. Keep up the good work. Clear skies ...
Wendell L. "Doc" Roy
Fort Collins, CO, AlC 19307
Hey Buck, You've asked for information on the plane shown on page 22 of the March Vintage Airplane. Maybe r can supply a scrap or two of info from myoId album. No I don't surely know what the plane is (below, left). 1 had always thought it was a Standard J I which had several mods. 1 has got to have started out as a J I. I found it in a field about 2 miles west of Ft. Collins, CO . He was barnstorming, in competition with an OX-5 combination wing Eaglerock, during what was known as "The UP meeting of 1928!" (I think it had something to do with a railroad.) I am enclosing a copy of one of my pictures. It's not so very good - I did my own photo finishing at that time. But, it has a very important scrap of info. There is the the registration number- 2535. Very likely identification could be made through reference to NASM records . This was successful for the Allen biplane. See the Vintage Air plane article in the January 1993 edition. I hope it helps. Wish you could thumb through my old album. It's mostly showing the passing parade of that time; Wacos , Eaglerocks , Travel Airs . But some times there's an odd ball. Maybe someday I'll pass though EAA terri tory and remember to bring it along. R.H. Osborne Colorado Springs, CO, AlC 18063 f(
8 JUNE 1998
NOTES b y N ORM PETE RSEN
Compiled from various type club publications & newsletters
C ub Club CluesT he Newsletter of the C ub Club 10hn Bergeson, editor, 517-561-2393 Standard Cub Airfoils: Mark Erickson of Dakota Cub in Valley Springs, SD, phon e: 605-757-6628, writes the first ofa series ofarticles on the various wing differen ces in th e Piper Cub line. Many people are interested in which airfoil section was used on the Cubs, and there is always some de bate on what people think they have on their Cubs. I have been asked many times what was used and , according to the Piper drawings I have come across over the past few years, I can narrow this down to basically two versions of the same airfoil. Here is what I have found : There is a slight difference in the airfoils used on the very early Cubs (early 1943 and prior) and those manu factured after mid-1943. Piper changed the airfoil, which started out as the USA35B section , to what is now known as the USA35B-Modified. The modification thickened the airfoil by increasing the limits of the upper con tour just a bit, although the chord remained at 63 inches for both sec tions. If you are in the process of rebuilding a project and are trying to use ribs from a wing and you don't know the approximate manufacturing date, you may notice a thickness variance between ribs. This would not produce
any undesired flight characteristics if only a few ribs were incorporated in the rebuild, but it wou ld not be desir able to have one wing with the modified airfoil and one without. T should also mention that this could only happen on the wood spar 1-3 or possibly a 1-4. The wood spar 1-5A was made after the changeover date and all "metal spar" wings incorpo rated the USA35B-Modified airfoil. W i ng Differe n ces: Here are the basic wing differences for each model. They should help you determine or verify which wing you are dealing with. I will begin with the 1-3. J -3: This model used both wood and metal spars. Both types are fully interchangeable with one another, but it is rec ommended that wings not be mixed (wood on one side , metal on the other) . The front spars carry through to a single center cabin attach point whi le the rear spars had their attach point spaced at the outermost rear corners of the cabin. The front spar measures approxi mately 7/ 8" thick by 5-5 / 8" high while the rear spar mea sures approximately 15116" thick by 4" high. These dimen sions vary to some extent but most that I have had the op portunity to measure have been close to these numbers.
The wood spar wing utilized 12 ribs per wing with a nose or false rib lo cated forward of the front spar and between each standard rib. The ribs were covered at the leading edge with a 3/4 wrap (see Fig. 1) of .016" 3S12H aluminum sheet. The 3/ 4 wrap ex tended from the bottom of the rib midway between the front spar and rib
- Continued on page 24
3/ 4 WRAP LEADING EDGE
FUll WRAP LEADING EDGE
VI NTAGE AIRPLANE
PreparingA Swift ForAerobaticsl
Or Just Good Performance - Part II
a treatise by Jim Montague (A/C 1310) BIG ENGINES, ETC. As long as I mentioned big engines I might as well elaborate. The Swift has had almost every engine from 85 hp to 210 hp installed. Plus the 220 Franklin and even several 250 Turbo-Franklins! Others may disagree with some of my opinions, but here they are: A GC-I A with a C-85 or C-90, for those who want an origi nal CG-IA. The C-90 will outperform an 85 to a greater extent than 5 hp might suggest. The C-90 peaks at 98 hp on the power chart. The C-90 is actually an 0-200, with a slightly different cam. The 0-200 has been installed in a few Swifts, but is not a good engine for this application. The Lord mounts position the engine forward an inch or so, and the en gine does not fit perfectly in the cowl. The C-90 actually may have more effective horsepower than the 100 hp 0-200, due to the cam profile . Avoid a C-90 without through studs. C-90-12 engines made before about 1960 don't have through studs. The through studs can be identified by a "center" on the end of the two center studs in the en gine (two forward studs on #2 cylinder and two aft studs on #3 cylinder). All C-90-16 engines have through studs. The C-90-14 mounts like an 0-200, and has through studs. C-125 - lfyou want a really original GC-I B, or a really economical (cheap) en gine, stick with the C-125. It is a smooth running but not gutsy power plant that doesn't burn much gas. Be sure it has the "heavy" case. This can be readily seen by the three through studs in the area of the fuel pump. With an Aeromatic prop, don't count on more than 120 mph . With a Sensenich M74DR- 1156, maybe 130 mph. C-145-2, C-145-2H These can be used same as an 0-300A, a C-145-2H can accom modate a hydraulic controllable prop. The only two props that are available are rare and not very good. The Hi-Cruise Aero matic is not too bad but rare, and expensive. McCauley made a prop for Cessna 170 Sea planes, commonly called a "baby" McCauley. It's a 60 pound prop and not approved for the Swift. They have been field approved, but the results aren't worth it. 0-300B, same application as C-145-2H. 10 JUNE 1998
The 0-300A is the STC'd engine for the Swift Association STC. The 0-300C is not desirab le. It uses the old pull type starter, does not provide a vacuum pump, and has the wrong crankshaft flange. The 0-300D has several good features. It uses a key or push button starter. It does pro vide a vacuum pump pad. It has the wrong crankshaft flange. McCauley EM series props have been field approved or Sensenich DC series. The Sensenich is found on the Beech Musketeer with the IA-346 engine. Conti nental has an engineering variance to install an "A" crankshaft in the "D" engine. This allows use of the "good" eight bolt props. The book lists an 0-300E, but I don't think they ever made any, I've never seen one. The 10-360 Continental is the way to go if you want super performance, and are willing to pay for it. Remember the prop alone lists for $7,500.00. [ forgot the 10-346? Forget it. And any thing bigger than the IA-360 is too big. The 0-470 and 0-520 are just too much iron. LYCOMINGS 0- 235 - too small. 0- 290- no longer feasible, but several were done years ago and are still around. A very early 0-290 had the accessories (starter, generator) at the rear of the engine, and fit an 85 cowl. One of these might be worth re-
taining. 0-320 This was the first "big" en gine STC'd for the Swift. It uses a fairly heavy (59 pound) Hartzell HC-82XL prop, same as an early Mooney. This is s nice con version, but no ball of fire . The advantage over a C-145 is all the constant speed prop. The engine actually weighs about the same. Several 145s were faster than my 0-320 Swift. No longer feasible, it's just as much work and expense to install as an 0-360. It's okay if you buy a converted airplane at the right price. 0-360 - the regular 0-360 of 180 hp makes a nice conversion. The approvals are many and varied, as also are the props and other details, such as cowlings, engine mounts, etc. Many have a 125 hp power re striction. Most 0-360 powered Swifts have an empty weight of over 1,300 pounds. Due to the vast array of mods on these airplanes performance varies considerably. 10-360- the fuel injected 200 hp engine can make the Swift into a real hot rod, capa ble of exceeding red line airspeed. The STC is held by Merlyn Products, and uses current technology props etc. A variable conversion, even though the empty weight is on the high side, Merlyn has a gross weight increase available. I personally don't like such an out put from a 4-cylinder engine, but this makes a fantastic performer. 0-540 or any six cylinder Lycoming - no. Too much iron.
FRANKLINS 6A-350, 220 hp, a smooth powerful en gine. If the new engines coming into this country from Poland turn out to be good, and lower priced than TCM or Lycoming, this may be the engine of the future. Merlyn has the STC. The only negative I noted in sev eral flights with several 220 hp airplanes was that they were heavy. The flew great, went fast, were very smooth, but landed fast and left no doubt these were heavy airplanes. 6A-350 Turbo - 250 hp - Several of these were flying, at least one was STC'd for one airplane only. Unbelievable perfor mance, considering the empty weight of the aircraft. The one airplane eventually actu ally had the firewall moved aft several inches to help the weight and balance. This is not a casual modification! It's strictly for the person who wants ultimate Swift perfor mance, and is willing to pay for it. Another similar Swift, with a stock appearing air frame, but highly modified structurally, and operating in the experimental category, suf fered a structural failure and crashed . Perhaps this indicates the upper limit for Swift modifications.
in a few serial numbers of 1000 and above, no more than ten or so (N80600 up). Yes, r know, there were five GC- IBs previous to N80600. My solution to this, and I'm not the only one who's done it, is to skin a piece of .032" from the firewall back to the sta. 62.5. This can be signed offas a repair, rather than an alteration, and can be approved by your LA. according to AC 43.13-IA. Some have used .040" skin, which is stiffer, but harder to cut, and is going up on the gage of metal, which may technically be an alter ation. This would require a field approval. I talked to the FAA on this, and they have not given me any grief using .032". The weight difference in either case is negligible. If the engine mount is in good serviceable condition it is okay for any reasonable aero batics. The original mounts are now 50 years old. A.D. 64-05-06 details inspection and also repair procedures. It might be a good idea to reinforce the upper aft cluster or weld in a new tube per the A.D. procedure. Anytime the engine is removed, the engine mount should also be removed from the fire wall and shaken. If there is internal rust it will sound like sand is inside the tubing.
STRUCTURAL MODIFICATIONS There are several desirable modifications for a Swift that is to be flown in aerobatics. The vertical stabilizer can have two nicely formed doublers installed at the rear attach point. These pick up the four each 1/4" at tach bolts. These doublers were designed by the late Carl Weddle and were intended to be STC'd, but due to his unfortunate death the process was never completed. I have gotten a field approval on this. The horizontal stabilizer center area, un der the fairings which is normally unskinned, can be skinned using .025" or.032" alu minum. This only adds a few ounces, but increases the strength greatly. Not STC'd, there are various approval methods. Outer wing panel attach fittings- Merlyn holds an STC for a gross weight increase to 170 pounds for the big engined airplanes. It seems logical that the additional fitting would increase the margin of any acrobatic Swift. This actually has not been a problem area, and the only failures I know of were far above normal speeds and "G" loads. Some owners have installed the 3554 fitting originally intended for converting a GC-I A to a GC-I B at the lower attach point. Several Swifts have been dropped in ex tremely hard on bad landings, and have actually split at the lap joint rivet row below the aft corner of the windshield. I am not aware of any in flight failures of this point. To my knowledge, the failures have all been
SPEED MODS Owners have been trying to increase the speed of their Swifts ever since 1946. Per haps no other production airplane has had as many STCs, field approvals or quasi-legal modifications performed on it. Back the 1940s, I'm told (hey, I'm not THAT old) the hot trick was to rig the flaps so the trailing edge was up about 1/2" above wing chord plane. Then the Aeromatic prop was overweighted so it operated in higher pitch. I don't think either item did any good. Reflexing the flaps might be okay on a big engine airplane. I talked to an aircraft engineer, who ran the numbers, and deter mined he could gain 12 mph by changing the angle of incidence of the wing by raising the rear center section attach point, or lower ing the front, I forget which. He did, and got it approved. In a later conversation, he told me, "Wide open, it did go 12 mph faster, in cruise it didn't make much difference." I flew in a Swift that had the wings re-skinned in ajig. While they were at it the wings were washed out several degrees at the tips. This was also approved. [t worked out okay and stalled nice, but ruined the "on the step" feel of the Swift in normal cruise flight. It felt like it was mushing through the air. One nice thing, it landed three point, at speeds where my Swift is just taxiing fast! About 30 years ago, r was flying along in my CG-LA Swift. It was a hot day, I was over gross, and about at the service ceiling
of the aircraft (like 5,000 feet, that day). Turning off the flap circuit breaker, I put the flap selector "down" then bumped the cir cuit breaker until the trailing edge of the flaps was down an inch or so. The airplane then flew a little nose down, tail up. I could find a "sweet spot" where the airspeed in creased three mph. Please understand all these conditions. My point is, reflexing the flaps doesn 't always work. The Aeromatic prop developed a bad reputation from guys who put too much counterweight on them. They would install a few extra washers thinking with more pitch they would go faster. Apparently years ago they didn't consider manifold pressure. They also used to run low rpm, like 2,350 for a 125. A 125 won't go very fast at that rpm unless you're pulling 26 inches of manifold pressure. Then, when takeoff power as needed, the rpm wouldn't increase enough for a go around. Toward 1960 the Corben-Fette mods started appearing. I used to have an old brochure with all the mods Corben-Fette of fered. They had modified wing tips, "lift tips" and dummy wing tip tanks. They of fered two types of dorsal fms, for the vertical stabilizer, and a modified hatch entry. First, they had a downdraft cowl and cooling baf fle setup for the 1251145, then the 150 Lycoming conversion. Later, they sold nine gallon auxiliary fuel tanks that fit in the belly area, and a 180 Lycoming Dynafocal engine mount. I never knew "Ace" Corben, but I got to know Vince Fette quite well. Vince, God bless his soul, worked on Swifts up till 1994, when his eyesight failed. He was a fine mechanic, not too big on paperwork or engineering. He died in November of '94. Before 1970 the Swift mods were the Corben-Fette STCs, the Bubble windshield, the various 145 hp STCs, the Bonanza wing tips, and a few others. The fact is, NONE made the airplane any faster than a stock clean 145 with a good Sensenich prop. r remember in 1966 there was a Swift with a 180 Lycoming on the front cover of Private Pilot Magazine. I saw the airplane at the Reno races that year. Wow! 180 hp! [drooled over that airplane. It had a big modified rud der that I thought was really neat. Now, r think its semi-ugly. It had extended wings and must have rolled like a truck. I apologize to Thaddeus Zimney ifhe still owns it, but the "Polomar Thunderbird" was a 1960s cre ation and not my idea of a Swift today. About this time I converted my CG-l A to a Lycoming. I really wanted a 180 but there weren't any STCs yet, and after a talk with the "Friendly Airplane Association" about the requirements for a STC I decided not to go that route. What made my decision VINTAGE AIRPLANE
for me was, while discussing the subject with the FAA, the inspector excused himself for a moment, then returned with a very thick file for an airplane that had been ap proved at the Minneapolis GADO with an 0-290 (125 hp) Lycoming. What a lot of work for a zero gain from a 125 Continen tal! That airplane, N80796, resides in my bam today while being rebuilt. Bob and Deb Bailey saved it from oblivion. After flying the 150 Lycoming Swift a year or so [got the urge for more speed. [ made up a list of things I wanted to do and again talked to the FAA. They suggested [ license it in the exper imental category, research and development, and try out all the mods I had in mind. They agreed to approve whatever [ would sign for. At that time there was a saying, "A Swift is as swift as a Swift will be." In other words, it won't go any faster. The Private Pilot Magazine article told the airflow from the aft wing fairings was vertical. A local Swift owner told me the "break" in the fuselage at sta. 62.5 presented tremendous drag. [ was determined to find out the truth, and applied yam tufts all over the airframe. [ wish now I had taken a lot more photographs , I think [ have a few around somewhere. The airflow at sta. 62.5 was actually quite good, [ thought, and the aft wing fairings weren't too bad either. I taped the slots closed, and could not detect any speed increase. The stall seemed about the same also, with good aileron control into the stall. It seemed to fly a little slower be fore the break, but speed is what I was after. Several things must be remembered at this point: this was not done in a real scientific mode, and [ was a fairly low time pilot at the time I was doing this. [ had made up some gap seals between the flaps and wing trail ing edge , and the ai lerons and the wing trailing edge. These don't do any good, but 1 left them on, because it would have been too much work to remove them. [ also made up some trailing edge fairings similar to today's "frog fairings ." The FAA would have ap proved them, but any advantage seemed to be on the low end, not in the speed gain . Everyone seemed to think the Swift wing tips were no good, because that's one of the most common changes to the airplane. [ think it's just done because it's easy! When I purchased this Swift it already had the standard tips replaced with spill plates. I always wondered if they were any good, so [ resolved to find out in a positive manner. I retained the left spill plate and in stalled a standard tip on the right. Below 80 mph lAS, almost full aileron deflection was required to hold the wings level. Even wide open, the ailerons were deflected about one 12 JUNE 1998
inch. Releasing the controls initiated a slow roll toward the spill plate side. I had yam tufts taped to both tips and the spill plate's airflow was simply awful, while the standard tip was amazingly laminar and smooth. Needless to say, I installed a pair of standard wing tips. The rate of climb increased and I could ap proach slower. After all this I relicensed the airplane in the standard category, with a 337 approval for the mods I retained. Net speed gain? "Zero!" I didn't gain a mile an hour. After five years of ownership [ had changed the engine from 90 hp to 150 hp and increased the speed from 120 to 140 miles an hour. Soon J developed a want for a polished Swift, and purchased, sight unseen, a GC-I A from Vince Fette, which he hadn 't seen either! The airplane was in St. Louis, MO and retrieving it on a ferry permit was an adventure which could take pages to tell! Vince had force landed N2373B in the Ever glades, and was not in position to go after another airplane just yet. After an adventur ous flight home, [ removed the C-85 engine and installed an 0-3000 and 74x61 prop. The speed of my now GC-I B was about the same as my previous 150 hp airplane. At a fly-in that fall I had the opportunity to run side by side with some of the faster Swifts and to my chagrin, realized they were faster than [ was. I had computed the weight and balance, and thought it was neat that this air plane didn 't require any weight in the tail to stay in the C.G. envelope. I know now why it was always hard to land that airplane, and why it wouldn't "go." It needed at least 9.5 pounds oflead in the tail and a shorter prop. Eventually I bought N2344B, a com pletely stock 125 Swift. A year or two later [ installed an 0-300A which had been given a good top overhaul. Then [ got a Sensenich M74-DR-I-62 propeller from Charlie Nel son which had been shaved down by a noted racing pilot. I was finally getting some speed! This airplane, with a completely stock airframe, would indicate 165 mph at full throttle and usually make 150 mph over the ground cross-country. The first 23 other airplanes [ raced against, [ beat. This in cluded several downdraft cowling, fiberglass cowl Swifts. When the 0-300 got a little tired at 1,700 hours, Charlie Nelson, Porter Houston and Mark Holliday convinced me I needed to retire from Swift racing, or over haul the engine (they beat me). If you've heard of August Rasput, you know he wrote an engineering paper in the late 1940s in which he determined the cool ing drag of three common airplanes of that period was one-third of the total parasite drag. This included the Navion, the Culver, and the Swift. These airplanes all had up
draft cooling. Perhaps his figures were inac curate, or the Corben cowl wasn't as efficient as it should have been, but I did manage to get by quite a few of them. I conducted an interesting experiment. I had accumulated a collection of five props: an Aeromatic, two McCauley DM7359s and two Sensenich 74DR props. On a Saturday morning, changing the props in quick suc cession, I tested them by simply running wide open at 2,000 feet msl. My favorite Sensenich indicated 167 mph at 2,900 rpm. The best McCauley, narrowed to the service limit, with rounded tips, and a sharp trailing edge (so sharp you couldn't hand prop it without gloves), indicated 164 mph at about the same rpm. The Aeromatic indicated 135 mph at 2,700 rpm . The "full dimension" Sensenich indicated 155 mph at 2,650 rpm. The other McCauley, simply cut down from a 76 inch diameter blade with very wide tips, indicated 145 mph at 2,650 rpm. I found this very interesting. It indicated for speed, the prop tips should be narrowed in chord to the repair limit. [n later years, [ found a Sensenich M74DR-I-59, and a Mc Cauley I A170DM7359 are approximately equals, if the tip chord is equal. Props vary from one to another, even with the same numbers. The McCauley might have a slight edge in climb, and the Sensenich a slightly higher speed. A fixed pitch wood prop is not worth any consideration for speed. The rare Beech-Roby for a C-125-1 (spline shaft) en gine? Ditto. So does that cover all the fixed pitch props? Not quite. For an 0-3000 the best prop is a Sensenich 740C series. [t must be field approved. McCauley EM props are also used on 0-300Ds but are not known to be good performers. A prop which is not ap proved on the Swift, is the McCauley "Jet Flow" 76 inch diameter, 51 inch pitch. This prop could be used on an "airshow and exhi bition" airplane and might offer climb performance comparable to the 150 hp air planes with constant speed props. Many people think a constant speed propeller will out perform a fixed pitch all the way. Actu ally, the fixed pitch prop can be optimized to do one thing really well, and the constant speed is a compromise for all flight regimes. The thing I like best about my fixed pitch prop is low cost and NO moving parts. When it comes to constant speed props for the big engines, you are limited to what the STC for your conversion calls out. Some owners, working in conjunction with the pro peller manufacturer, have gotten approvals on many different models. Here are some ex amples: A lightweight Hartzell for the 150 hp Lycoming, another more modern and lightweight Hartzell for the 180 Lycoming, a - Continued on page 26
by H.G . Frautschy (Left) With only a few regis足 tered, it's not too often you see a pair of Spartan Executives parked side-by-side at a fly-in . In the foreground is the Exec belonging to Tom and Betty Horne (EAA 519880) of Savannah, GA and the Spartan to its left (and inset photo) is Kent and Sandy Blankenburg's (EAA 147057, AlC 5145), from Groveland, CA. The Blankenburg's Spartan was judged the Reserve Grand Champion. (Below) This sharp looking Piper PA-20 Pacer was flown to the Fly-In by owner/pilot William Cumberland (EAA 28345), Woodbine, MD. It was picked as one of the Classic Outstanding Aircraft trophy winners.
(Below) There's nothing like the front porch of the headquarters building for watching the afternoon air足 show, or just to pause and enjoy a cool lemonade or snack, as sold by the volunteers of EAA AlC Chapter 1.
(Above) The Best Restored Classic over 165 hp of Sun 'n Fun '98 was this Cessna 195 flown in by Valerie (EAA 427167, NC 20388) and James Slocum, Moscow, TN.
(Below) From Sarasota, FL, Charlie Strumpf (EAA 183427) and his son Herk brought their brightly painted Stinson 108-2. (Above) Mike Stanko (EAA 238405 , NC 8909) and the crew of Gemco Aviation Services in Youngstown, OH finished the restoration of Steve Johnson ' s (EAA 103304, A/C 2858) Beech D-17S Staggerwing. Steve's confidence in Mike was vindicated in the pre足 sentation of a Best Antique Custom trophy for the Staggerwing. Accompanying Steve in the cockpit during the photo shoot was for足 mer owner Doug Koeppen (EAA 15600, NC 753) of Sanger, TX. Steve was tickled to have Doug surprise him at the Ry-In and was honored to have him accompany him on the flight. Doug owned the airplane from 1973 until January 1984.
(Left) The "Anteater" American Eagle with the Kinner K-5 engine is certainly one of the more unusual antiques flying today. The long nose, necessary since the Kinner is so much lighter than the OX-5 it replaced, gives the Eagle its distinctive feature. This example is owned by Brown's Seaplane Base of Winter Haven, FL. (Left and below) A pleasant surprise was the arrival of Joe Funk, one of the Funk brothers. Joe spent the day with Alan (EAA 348610, NC 18247) and Jackie Sowell and their beautiful Funk B-85-C. (Not to mention Michael, shown here, and his little sis足 ter Rebecca.) Joe was also interviewed by EAA videographers Jon Sheehy and Peg Lupica (at the camera) for Mure use in EAA's programming shown on Speedvision. The Sowell's Funk was awarded an Outstanding Classic Aircraft trophy.
14 JUNE 1998
(Above) Jim Kimball (EM 49344, NC 8908) of Zellwood, FL and Herb Clark (EAA 513686), Leesburg, FL put their heads and hands together to make a change to the look and performance of this Waco UPF-7. Can you make out the change? The engine is a 360 hp (!) Vedneyev 9 cylinder radial and its corresponding prop. Easily converted back to a 220 hp Continental, the UPF is described as hav足 ing a short and exciting takeoff run, with amazing vertical and climb performance.
(Above) John Johnson (EAA 530519) of St. Petersburg, FL has displayed this Warner Scarab powered Rearwin Cloudster during the past couple of years. With only 600 hours total time, it's cer足 tainly a low time antique. (Above right and below) Jeff Ellingham (EM 265479), Dayton, TN flies this 450 Stearman, registered with the appropriate N450HP. As you can imagine, it really pumps out the smoke! The Swift line is always well represented in the Vintage airplane parking area. The Temco Buckaroo leads off the row facing north as a few of the pilots begin to make preparations for their departure.
(Above) Right next to the headquarters building is the type club tent, where members and other interested folks can stop and chat about their favorite airplane. These folks are the experts for their aircraft- if you've ever thought about buying or restoring an airplane, join the type club for that air足 plane before you buy!
(Right) Lou Frejlach (EAA 13463, A/C 7558), laGrange, IL realized a dream of owning a Fairchild 24H with the recent completion of this spectacular example . The restoration was started by the late Norbert Binski, and completed by Geo "Joe" Hindall (EAA 216658, NC 14532) of Englewood, FL. Winner of the Best Cabin award at Sun 'n Fun, the plane is being flown in the photo by retired airplane pilot Jim Bohlander (EAA 423435, NC 20017), a long time friend of Lou's.
(Left) Winner of the Best Silver Age Antique at Sun 'n Fun was this OX-5 powered American Eagle, lov足 ingly maintained by Bud and Larry Skinner of Miami, FL.
16 JUNE 1998
Ahh, laying in the grass, flying the :=:;==~I~:: ' while laying under the wing of a beatlltlfUlIY 170 on a sunny Florida day ... what c:ouId be bettal'than
(Right and Below) This handsome Stinson lOA was restored by Debbie Snavely, Lake Placid, FL. It was judged the Best Monoplane in the Antique category. Debbie and her husband Bill (EAA 97158, AlC 14544) run the National Stinson Club (lOB Section), and are very familiar with the type. A long term restoration, this was entirely Deb's project, while Bill was roped in for flipping wings, etc., and lending his support while she put her then-new A&P skills to work.
(Below) The Contemporary judging category's Best Twin was this sleek looking Beech E-1BS owned and flown by Pat Foley (EAA 413436) of Middletown, DE.
(Above) It may look like a Taylorcraft, but it's really a Swick T, a Taylorcraft modified for aerobatics. It is a single place airplane, and is powered by a 160 hp fuel injected Lycoming engine. It belongs to Hedges Aviation, New York, NY and was built up by Mike Sharp.
(Right) A pretty Tri-Pacer can be a real beauty, such as this fine example kept by the Nystrom family of Coral Springs, FL. Even the engine compartment was beautifully restored, including meticulous fabrication of a new set of baffles, not to mention the excellent fit and finish of each of the mechanical systems, etc. A great job, Mark and family! VINTAGE AIRPLANE
Larry Van Dam (EAA 211807, NC 26860) is in the cockpit of his 1957 Beech H35 Bonanza, win足 ner of an Contemporary Outstanding Aircraft award. Larry is from Riverside, CA, and his aircraft has won awards at both the 1995 and '96 editions of the annual EAA Fly-In and Convention in Oshkosh.
All the way from Cedar Rapids, lA, James Zangger (EAA 476891, NC 23221) flew his BC-12D TayIorcraft to Sun 'n Fun '98, where it won an Outstanding Classic Aircraft trophy to go along with the Best of Type award he won at EAA Oshkosh '98.
(Below) The newest employee of Classic Waco in Lansing, MI is Pat Horgan (EAA 235560, A/C27520). Their new General Manager, he's proudly standing beside their YMF-5 mounted on a set of PeeKay 3500 floats. PK's representative, John Bent (EAA 188753), of DeVore Aviation is resting on the float. A smooth landing on wet grass facilitated the arrival of the biplane, and Willie Ropp's takeoff dolly was used to get the air足 plane out of Lakeland Under airport.
(Below) Eric Barnhill (EAA 513694, NC 25648) and Greg Davis (EAA 232968, NC 22264) Seneca, SC were fortunate to find a very original Aeronca 11AC Chief with which to start their restoration, which culminated in a Best Restored Classic (0-100 hpj trophy.
(Below) After a complete refinishing and rebuild of the firewall forward area of his Bonanza, Don Gaynor (EAA 334906) was presented with a Contemporary Outstanding in Type trophy for his slick looking personal airplane.
Bright blue sky, with just a few wispy clouds, greeted the hard-working crew at Sun 'n Fun ' s annual Seaplane Spash-In at Lake Parker in Lakeland, FL, on Friday, April 24th. Seaplanes converged from all directions on the northeast portion of Lake land to drop into the blue waters of Lake Parker while the crowds on the shore watched in anticipation. The city fathers of Lakeland have been extremely busy the past few years making some much-needed improve ments to the park area where the Sp lash-In is held. New hard-surface walking paths have been built along the shore for several blocks. Metal bleachers have been installed for folks
to sit and watch the sea planes as they land and take off, taxi quietly by or make impressive high speed passes in front of Basking in the moming sun is this Hello Super Courier, N100AB, the crowd. For some rea SI N 1478, mounted on a set of PK 3500A amphibious floats and flown in by John McGinnis of Ft. Lauderdale, Fl. An outstanding per son or another, people are former on floats, the hlgh-lift wing makes for a quick takeoff and absolutely fascinated by the absence of struts makes moving along the floats a real breeze. seaplanes and will watch Note the leading edge wing slats are In the open position. This model H-295 Hello is powered with a Lycoming G0480 engine of them for hours at a time. 295 hp swinging a big three-bladed prop. Florida seems to be the "home of the amphibian" as the temperate climate is most con lined up the entrants for the seaplane ducive to being able to land on water or fly-by over at nearby Lakeland ' s Lin hard surface- all year around. A large der Regional Airport where Sun 'n Fun percentage of the seaplanes were am was in full swing . The trick is to get phibious, from the smallest li ghtweight each seaplane in its proper speed group to the large twin-engine Grummans and so there is some rhyme and reason to Twin-Bee . And who can the fly-by and proper spacing is main resist a really fme seaplane tained. Once complete instructions are fly-in to start the year at given to the group , each pilot has to Sun 'n Fun? The overall "carry the ball" so to speak, so that the turnout of seap lanes and fly-by looks attractive to the crowd people was most impres and no one is exposed to any danger sive and the organizers from poor piloting technique. A really good fly-by is a thing of beauty and I were quite enthused. Veteran announcer , am proud to say the '98 Sun 'n Fun George "Joe" Hindall , Seaplane Fly-By was a dandy . Some Running off with the Best Amphibian Award at Sun 'n Fun '98, was this immaculate 1944 Grumman G-44 Widgeon, N4617N, SIN 1364, flown in by Grover Burgan of Jacksonville, Fl. This is a McKinnon conversion using Lycoming G0-435 engines of 260 hp and swinging Hartzell CIS propellers. The workmanship and finish on this airplane was outstanding. VINTAGE AIRPLANE 19
sixteen seaplanes took part and all ar rived back at Lake Parker in fme shape. Meanwhile, a couple of large floating yellow innertubes were anchored in fro nt of the crowd in preparation for the bomb drop contest. The idea was to fly by at 100 feet above the water and drop a grapefruit as close to the yellow "target" as possible. Numerous pi lots gave it their best shot, but the winner was Robin Dyck of Canada flying a Murphy Elite, C-FWSF, mounted on a set of Murphy amphibious floats . Robin's grapefruit landed within 10 feet of the target. The spot landing contest was won by Ray Szinkey of Orlando, FL with his Luscombe 8F on Edo 1400 floats . Hi s mark was just 30 feet past the line. The short takeoff contest produced three winners in the three classes. Bruce Rivard won the CLass A (Over 200 hp) event with hi s Lake Amphibian 2S0. The Class B (100 to 199 hp) event was won by Ron Bull of Jupiter, FL, in his Piper Super Cub, NISOEP, mounted on a set of Baumann BF-2100 floats. With a ISO Lycoming pulling a Borer 82 X 42 prop, Ron was able to lift off at 29 30 kts., just ahead of Robin Dyck with hi s 180 hp Murphy Elite on Murphy
amphib floats . The winner of the Class C (Under 100 hp) event was Henry Clews of Hanover, NH, with his Quick silver Sprint II, NlIS4Z, mounted on a set of Full Lotus amphib floats . Needless to say , the crowd thor ough ly enjoyed the competition and got a kick out of the "wi ld aim" of some of the bombadiers! It 's a good thing we didn 't have to depend on these folks in World War If - we would have lost the war! A very neat food concess ion sta nd was operated at the fly-in site by a
group of mothers from a local grade school. Their offerings at extremely reasonable prices went like the prover bial hotcakes. (Coffee at SO¢ , hotdogs at $1.S0) All in all, the seaplane fly-in was a huge success and the evening banquet in the nearby screened-in hall drew about 130 seaplaners who enjoyed a wonderful evening after feasting on huge Texas Catt le Company steaks . Nobody went hungry. See you all next year and remember bring a friend. ....
(left) Awarded the Best Metal Aoatplane plaque at Sun 'n Fun '98 was this very nice Cessna 180, N180PR, SI N 30214, mounted on a set of Aqua 3190 floats and flown In by Jack Sellett of Winter Haven, FL. Note the STOL kit "fences" on the top side of the wing to help the low speed performance. (Below) Carefully parked by the shore Is Super Seabee, N565CB, S I N 946, flown by Henry Ruzakowskl of Tavemler, FL. Immediately above the Seabee Is a Grumman Widgeon with a Twin Bee off to the left and a lightweight SeaRey amphibian is starting a takeoff run.
20 JUNE 1998
WHAT OUR. MEMBERS ARE RESTORING
Philip Geiger's Piper J-3 Cub Following a beautiful restoration job by Tom Flock and Dale Cummings of Rockville, IN, this 1946 J-3 Cub, NC88386, SIN 16004, poses for its portrait in the late afternoon sun. Owned for over 25 years by the late Philip Geiger (EAA 252977) of Shel byville, IN, the J-3 project (18 years in storage) was traded for a flyable Cessna 140 to Dale Cummings and Tom Flock. After repairing some right wing damage and working on the gear, the entrie Cub was covered with 102 Ceconite and finished off with Airtech urethane. The 65 Continental was overhauled and new Slick mags were installed. Complete with a metal prop and new struts, the pretty Cub came in at 700 Ibs. empty. Tom reports the Cub flies as good as it looks. The photo was submitted by Pete O'Keefe of Rockville, IN.
Ron Bailey's Cessna 140 From Edmonton, Alberta, Canada, comes these two photos ofa pretty white and red 1946 Cessna 140, C-FKCT, that is the pride andjoy of74-year-old Ron Bailey (EAA 408304, AlC 18979) who is standing next to the 140. Ron flew the brightly colored Cessna from Edmonton to Oshkosh '92 and had a lovely trip, as described in the February 1993, Vintage Air plane. His letter also says that he especially enjoyed the mention of the Alberta Aviation Museum .--_ _ _ _ _ and the restoration ofNoorduyn Norseman, CF-EIH, as pictured in the March, 1998, Vintage Airplane magazine. Ron has noted th at he is coming home with more and more awards for being the oldest pilot at tending the various fly-ins! (Ed. Note: We concur with you, Ron! It is tough , but it surely beats the alternative! All the best for many more good years.)
Villi Seemann's Auster Mark V These photos of a 1945 British-built Auster Mark V, registered OY-EFI, SIN 1815, were contributed by owners, Villi
and Lisbeth Seemann (EAA 354748) of Hedehusene, Denmark. Powered with a Lycoming 0-290-3 engine of 125 hp, the Auster features a Hoffman propeller of 179X112cm. (that's 70.5" X 51" to us), room for three people and nearly SIX
hours of endurance at 75 kts. cruise. This particular Auster served in Burma and In dia as TW 477 and has also been north of the Polar Circle in Sweden. It was restored in Denmark in 1969 and was owned by a German Count who kept it in the Canary Islands. Villi and Lisbeth are both busy learning the art of flying a taildragger and having a grand time with the "British Tay lorcraft." Lisbeth is chapter treasurer for EAA Chapter 655 in Denmark and both are active in the KZ & Vet eranfly Klubben (KZ & Antique Airplane Club).
This month ' s Mystery Plane is sprightly looking little cabin job. To be in cluded in the September issue of Vintage Airplane , your answer needs to be in to EAA HQ no later than July 25, 1998.
March Mystery Plane First off, a little unfinished business. Last month I told you we on ly had one answer to the February Mystery Plane, the Crawford Tri-Motor. We II , it turns out that just isn't so. We did, in fact, get a number of correct responses from our members. Those who got it ri ght are: Richard AII en, Lewiston, ID ; Robert Eva ns, All entown, P A; Kaz Grevera, Sunnyvale, CA; Marty Eisenmann, Sr., Upland, CA and Ted Businger, Horseshoe Bend,AR. Now onto the March Mystery Plane. It was certai nly not a n unkn own air plane, but not too many were built. We had plenty of answers, including this one from Tim Talen: "The Mystery Airplanefor March is the Hockaday 'Comet,' and I'd like to add my story about the airplane. "It starts about 25 years ago when I was trying to be an apprentice A&P me chanic at Chico Aviation in Chico, CA. The FBO was located in one ofthe large WW If hangars and one day, while learn ing all the do's and don'ts of the air compressor which was located in a back
22 JUNE 1998
by H.G. Frautschy room, my boss showed me a box ofscrap steel. I pulled out a piece with the com ment, 'this looks like part ofa welding j igfor something. , "'You're right, ' he said, and then he went on to explain it was the leftovers of afuselagejig that had been stored there many years before. He related as to how a guy who was trying to build a certified, production aircraft down in Southern California had run into serious financial woes, and in the dark ofnight had removed his factory and the prototype to Chico. The plane eventually flew away, but much of
the tubing and jigs stayed on; eventually it was down to a box scrap steel. My cu riosity was thoroughly aroused. 'What was the airplane called?' I asked. 'A Comet,' was the reply. "I kept that jig piece and determined to learn more about the Comet. Another local old-timer confirmed the story and added the designer was Noel Hockaday. I read what literature I could find about Hoc kaday's career - mostly with the PorterfieldlRearwin years - but little else and almost nothing about the Comet. It has always bothered me that the Comet flew away from Chico, but to where? Could it still be in some shed or warehouse or someone 's hangar some where? This Comet had certainly passed by and then departed the scene! "The next chapter to this tale began about five years ago when I was cleaning out the hangar ofa departed friend and flier, Bill Rodenberg ofBrownsville, CA . I was loading up some miscellaneous tail swfaces when out came a fin, rudder, stabilizer and elevator that didn 't fit any ofthe known shapes with which I was acquainted. Back at home I hung them up with a sign 'mystery tail surfaces.' I
got lots ofguesses, but none would hold up. I finally was down to paging my way through Juptner's [U.s. Civil Aircraft} nine volumes hoping to make .a match. No luck. I thought homebuilt for a while but these surfaces were built like a pro duction aircraft: ball-bearing hinges, very nice welding like on many pre-war aircraft, etc., and still no match. It wasn't until last fall while cleaning out some old file folders that a magazine clipping ofan airplane fluttered to the ground. It was the Hockaday Comet! Suddenly, the lights flashed on in my brain - the mystery tail feathers were offthe Comet! Everything was a perfect match to the picture. Cor rect number of ribs, proper attach points, even the reversed steering horn at the bottom ofthe rudder to steer the post style tail wheel. The genealogy was very clear- the hinges are almost iden tical to my Rearwin 'Cloudster' hinges, and the tail braces attach in exactly the same way as my Porterfield! It allfit. "In looking back at this turn ofevents it also became obvious that the reason these surfaces had gotten into Bill Ro denberg 's collection was that Bill had lived in Burbank, CA for a number of years during and after the war and that was where the postwar home ofthe Hock aday Comet had been until its clandestine move to Chico. I'm sure the prototype Comet had returned to Bur bank, but with no finances and a shrinking market for postwar aircraft, the project must have languished and eventually the Comet was relegated to the scrap heap. One can only wonder since the tail surfaces have survived that possibly the fuselage and wings are still to be found? Lets hope so. I guess it can truthfully be said this tail ofthe Comet was indeed the tail ofthe Comet!"
vanished overnight. I have wondered what happened to this perky and spirited looking new aircraft. There may have been at least two Comets, as two different N-numbers have appeared in photos. " John Underwood, Glendale, CA adds this little tidbit:
"... It [the Hockaday Comet} belonged to a welder at Lockheed and its similar ity to the Porterfield is no accident. Noel Hockaday designed the original Porter field in 1934. It didn't make him rich and it only gave him an off-and-on job, so he conceived the Hockaday Comet in 1939 40, hoping to capture a share of the mass market. Alas, the war came along and he went to work for Lockheed as a welder. The Comet was designed around the 150 hp Menasco, but ended up as the CF-J30 with a 130 hp Franklin. It was built at Burbank in 1944-45 and seems to have had an experimental engine of unknown make and hp in 1946." And from Karl Bergey, Norman, OK we read:
Noel Hockaday had been a draftsman for Stan Wallace on the Touroplane, was later associated with American Ea gle and designed the Wyandotte Pup that was the basis for the Porterfield Aircraft. At Rearwin, he designed the handsome model 6000 Speedster, a fa vorite ofmodel airplane builders in the mid-to-late 1930s. "
Dip Davis, Marengo, IL; Larry Knech tel, Seattle, WA; Robert Bushby, Minooka, IL; Kaz Grevera, Sunnyvale, CA; Wayne Van Valkenburgh, Jasper, GA; Ron Judy, Gate, OK; Nick Hrum, Spring Valley, OH; Robert Baier, Brownsville, WI; Lowell V. Curtiss, Des Moines, IL; Harry O . Barker, Jr., West Milford, NJ; Ralph K. Roberts, Saginaw, MI; Remo Galeazzi, Petaluma, CA; Archie Bloeb, Cozad, NE; Bob Nelson, Bismark, ND; C.H. Armstrong, Rawlings , MD; Glenn C. Humann , Everett, W A; Franklin Womack, Los Gatos, CA; Paul Smoker, Intercourse, PA; Skeeter Carlson, Spokane, W A; Pe ter Havriluk, Granby, CT; Mike Collins, Bakersfield, CA; Timothy P. Wood, St. Louis, MO; Oliver Dredger, Jr., St. Marys, KS; Martin Robb, Placentia, CA; Alwin Supensky, Solvay, NY; Dom Ca passo, Haddonfield, NJ.
Send your Mystery Plane correspon dence to: Vintage Mystery Plane EAA P.O. Box 3086
Oshkosh, WI 54903-3086
Other correct answers were received from Brain Baker, Farmington, NM; Time Talen, Springfield, OR displays the tail sur faces of the Hockaday Comet, and in his hand (right) he shows one of the pieces of the fuselage jig he acquired 25 years ago while he was an apprentice A&P mechanic in Chico, CA.
From Roy Cagle, who was kind enough to suggest this Mystery Plane:
" ... This aircraft was designed by Noel Hockaday, who was formerly with well known aircraft companies such as Porterfield and Rearwin. Seemingly, the new Hockaday Comet was way ahead of most 2-place aircraft offered at the end ofthe big war. New Continental C-125 at 125 hp, cruising speed listed as 120 mph, with a range ofover 500 miles. Fuselage half metal and halffabric covering, ball bearing controls, full cantilever type landing gear. "The Comet was featured in most all aviation publications for awhile, right before and after the war, and then just VINTAGE AIRPlANE
Type Club Notes
-Continued from page 8 nose up over the top, ending just ahead
of the front spar. There were five full ribs, followed by five aileron ribs, then an outboard aileron rib which was slightly shorter (approximately 2-112") and the tip rib - which was also shorter and thin ner to blend into the wooden tip bow. The compression struts were made of 1025 mild steel tubing with a bell shaped fitting in each end that con nected with the brace wires. The aileron hangers were also made from
tubing and were of welded construc tion. The aileron balance cable was routed low in the wing just behind the front spar and connected just above the pilot's head in the cabin area . The metal spar J-3 wing spars are significantly different than the wood spar. The metal front spar mea s ures 13/ 16" thick by 5-11 / 16" wide, and the rear spar was a lso 13116" thick by 4" wide . This wing utilized 13 ribs per wing, again with a nose or false rib lo cated forward of the front spar and between each standard rib. The ribs were covered at the leading
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edge with a 3/4 wrap of the soft .016" material on the outboard most skin only. The inboard skins were still .016" aluminum but were now fully wrapped (see Fig. 2) from top to bottom attach ing to the rear faces of the spar caps. There were five full ribs here also, but six ribs were used in the aileron bay area. The outboard aileron rib was again slightly shorter, but the biggest rib difference is the tip rib . It has moved farther outboard (approxi mately half the distance between the outboard aileron and tip bow) which made it shorter in overall length . At this spacing, the tip rib provides bet ter support for the tip bow. The internal components are dif ferent also. The compression or drag struts are made from aluminum, and the connecting drag wires are at tached to a wire pull that is attached to the end of the compression strut and up against the spar. Because of this change, the drag wires are not in terchangeable between the wood and metal spar models. The aileron hang ers are constructed differently and are formed into a "U" channel with an aluminum bearing block riveted to the ends. Thi s was desirable in that the block can be changed out if the bearing hole becomes too large. The lift strut attach fittings and butt hinge fittings are also con structed differ e ntly and are not interchangeable with the wood spar types. When in specting a J-3 Cub, the easiest way to differentiate be tween wood and metal spar wings (when wings are covered and in stalled) is to either count the ribs (12-vs-13) or look at the aileron hangers . The wood spar has a round tubular hanger, and the metal spar wing utilized the more common U channel hanger with the aluminum bearing block on the aft end. There was no fuel stored in either wood or metal wings although many after-market manufacturers have produced wing sto rage tank s for this model.
International 180/185 Club Newsletter #137 Johnny Miller, president, Cameron Park, CA, 24
phone 916-672-2620 EDITORIAL - JUDGMENT DAYS Every day you fly you're making decisions and judg ments that wi ll affect the outcome of your flight. Thank goodness for the experience we've acquired. Because it's usually enough to get us out of a situation when we make a bad judgment. Pilot error is still and will always be the biggest factor in aviation accidents because we' re all human and subject to stress. The judgments we make, like whether to land or not on a short runway or with strong crosswinds, or to proceed through weather when maybe we shouldn't are decisions we are always confronted with. These situations cause stress, and it's this stress that leads us to make bad or poor judgments. If you can elimi nate most of the stress, you' ll eliminate a lot of your poor or bad judgments. Examples of situations that raise your stress level would be: 1. Time Constraints. You have to be somewhere by a certain time or day. We've all been there . A fly-in, a meet ing, to work, or back home. This will increase your stress resulting in extra pressure to a "Go" or "No Go" decision.
2. Your Ego. Don't allow it to put you in a difficult situ ation or to compromise your better judgment. Just because your friend did it, doesn't mean that you should . Every one of us are at different proficiency levels with our 1801185's. And that level changes daily due to the amount we fly, or how alert we are on any given day. 3. Invulnerable. The "I've flown for many years or have thousands of hours and have never dinged an airp lane" thinking could make you into being complacent or over con fident. You may have gotten away with a close call, but .. . You might not the next time! Never, never take anything regarding flying your beauti ful Cessna 1801185 for granted from preflight to roll out. Always, always, always operate on the conservative side and within your limits. - Bill White
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PreparlngA SWift For Aerobadcs
- Continuedfrom page 12 3-bladed Hartzell for the 200 hp Lycoming, and even a counter-rotating prop for a 160 hp Swift with a twin Comanche engine! Quasi-legal modifications. After 50 years hardly any Swift is factory stock original. Many early "improvements" improved the airplane only when they were removed! Little things, like a heat sink for oil cooling can help - they're light, weigh less than a pound, and according to my FAA inspector, are a minor alteration. Gear indicators - I once was ramp checked by two FAA inspectors. One asked if the little wires on the gear doors were fac tory equipment. I replied, "No, but I wouldn't consider the airplane safe to fly without them." He didn't push the subject any further. Elevator trim tab - I now trim for land ing so this wouldn't work for me, but some guys tape their tabs with flexible tape, elimi nating a possible source of flutter, and increasing the speed by about .00 I mph. Tail wheel fairing - The center of the cutout for the tail wheel can be faired in with a piece of .020 aluminum. This also in creases the speed about .001 mph. I don't think a retractable tail wheel is worth the ef fort, but it has been done. Small main gear tires - The 15:600:6 have been approved, and with some metal work in the wheel well area, they actually do increase the speed slightly. I tried the small tires once, and didn't like them. It was like landing with the tires full of concrete. If you make perfect smooth landings 100 out of 100 attempts, well okay, go ahead. Vertical fin offset-This has been par tially removed by some, the justification being the later airplanes were built that way. If you are using a Serv-Aero engine mount it probably works out okay because the thrust is offset to the right. With a standard engine mount you're kidding yourself. Those old boys in 1946 knew what they were doing. Horizontal stabilizer incidence - This can be changed to the same amount of inci dence as the last series of Swifts built (sin 3600- 3700). This allows cruise flight with no elevator or tab deflection. The e.G. should be near the aft limit for best cruise speed. Aileron and flap rigging- I have previ ously mentioned reflexing the flaps. The ailerons have somewhat different character istics; if rigged slightly up the speed may increase slightly, if rigged down, the roll rate may increase. Up may also tame the stall some what. Down may make the airplane approach and land nicer. Don't tension the cables over the recommended 20 pounds. Don't rig any thing out of book recommendations. Gear motors - The stock 1946 gear mo tor is not much good. The 35 amp is not 26 JUNE 1998
much better (it just has slightly ider removing the outboard or inboard half, or brushes). Just about any modern mo\or is installing a section of extruded aluminum better. The mistake people make, and t re about half the length of the original. The con ally doesn't hurt anything, is they use 00 "-;ensus seems to be, the inboard 112 should large (and heavy) a motor. Various HOl!da be removed. I heard the CAA test pilot from motorcycle and Mercury outboard motor 1945 talk once, and he thought the factory starters have been used. Of course, the best is should have experimented with shortening the STC'd Bosch motor that Merlyn offers. the stall strips. The only Swift I ever flew In the past, I heard of using Navion gears which I considered dangerous, had Buckaroo in the hydraulic pump. I feel this is nonsen wing tips, closed slotS, amino stall strips. sical because the woodruff keys in the gear Closed slots-This is another modifica actuators are marginal anyway. And if hard tion which is eldom done per the STC. ened keys are used, the keyway can be Most slot c10s res are done in aIDa er damaged with higher than normal pressure. which exceeds tlie sh etmetal proGe<iures of Pitot tubes - The stock pitot tube may the STC, but details' s · c s a stall warne not be esthetically the most pleasing but it are ignored. This m~ oilly De a technicah does work pretty well. Piper and other pitot since the airplane doesn ne d on but it's tubes have been used with success. A pitot still part ofthe STC. I have 't seen the STC tube extending forward from the wing lead for years but I seem to recall it called for ing edge should not be used. If there is a partia ~ali strip removal also. To my mind, problem, it's with the static port location. If the airplane stalls okay with the slots closed relocated, the static port should be located at but I-hav investigated s,Pin,character'is fuselage station 122, slightly above the cen- _ ti , etc, li e the FAA would do. n . hatch-The entry Iia ch has been ter line of the fuselage, with arbalance-tu5e to a similar port on the QPPoslte-si e. · odified in many, sometimes bizarre ways. Tape-A clear bu .t e eas peed If the wind6w still slides up and down as it secret is to tape unde e gap strips, and dia originally, a piano hinged top section may over the Ltg tening holes in the flap coves be easier to exit than a stock tip up hatch. and aHead of the ailerons. Harder, but also Canopies are the neatest! But expensive! effeetive is 0 tape up the lightening holes in Dangerous airplanes? Some years ago the rear spars of the horizontal and vertical the Swift developed a bad reputation. We stabilizers. This must be removed at least now know that most problems are pilot re annually for inspection. lated, not the airplane. But the Swift is not Cooling Drag- Much improvement can for everyone. If flown within its limitations, be obtained by sealing up leaks, for both it is a fine sport aircraft. The 85 hp Swift better cooling and more speed. The oil GC-LA started the bad reputation. Admit cooler may "rob" #2 cylinder of some cool tedly, it is an underpowered airplane, but so ing air and cause it to run hot. #2 and #5 is everything else up to the F-16. The gross tend to run hottest due to unequal fuel distri weight of any airplane should not be ex bution. Hanlon-Wilson mufflers are not ceeded. The gross weight of a GC-I A is ideal for the updraft cooling system. Make 1,570 pounds. Some airplanes can handle sure you have a dump tube on your carb air operations over gross weight better than oth box, otherwise you're dumping hot air from ers. The GC-IA is a low powered airplane, the right side heat muff inside the cowling with a sturdy structure and corresponding whenever you're not using carb heat. Some empty weight, and not a great deal of wing "improvements" in this area actually in area. The airplane was originally approved crease cylinder head temperatures. Make with just two props, both variable pitch. The sure you have adequate instrumentation be Aeromatic and its characteristics have been fore you change anything. mentioned previously. The Beech-Roby Bonanza wing tips - The reason I in prop also has limitations, and must be oper clude them under quasi-legal mods is very ated accordingly. The GC-I A is often few actually are installed strictly by the converted with a C-90 engine and a fixed STe. The STC limits the aft e.G. of the air pitch prop. The fixed pitch prop gives trouble plane . This may be just a technicality, free service, and the C-90 will give accept because it eliminated some spin tests for the able takeoff and climb performance and granting of the STC. These tips increase roll cruise about 125 mph. At Oshkosh, I remem rate. That's it. The airplane will lose rate of ber lying under the wing of my Swift and climb, lose speed when loaded heavy, and having a spectator approach. "What engine approach faster and use more runway. you got in that Swift?" they would ask, a typ Stall strip removal- The entire stall ical question. I would answer, "A 145." This strip should never be removed. was always followed by a solenm shaking of Various approvals have been attained for heads and the comment, "Well, that's okay
but that 85 will hardly get off the ground." I usually didn't mention the five GC-LA Swifts I'd owned at one time or another. FAA mandated dangerous conditions The only items I feel which are dangerous are so because of FAA mandated condi tions. The static rpm conditions for both the 125 and the 145 hp engines are too low. The rpm limits are from 1,950 to 2,250 for!>~9ri ous fixed pitch props on a 125. At-these rpms the engine will barely develop 100 hp for takeoff. The 145 STC r . static rpm to not over 2,130, not under~,080. If flown in telligently, the S >fflcan operate within these limits sa e y, but experience and his torical fa ave shown that short field takeo and departure accidents have hap pen many times over the years, and while decreasing, will probably happen again. When tile C-125 was certified, it was at 2,550 rpm T ose props are intended to keep from exceeding that limit. With most of these en gines converted to the "heavy" case they are near "bullet proof' and can operate at 2,700 rpm and even higher safety. The Swift Mu seum Foundation STC for the 0-300A as previously mentioned, actually limits the engine to 125 hp of output. I believe Merlyn Products has an STC which allows full power for the 145. Interesting, that the 200, 210 and 220 hp engines are certified for continuous full power output. The McCauley prop D2A34C67/76-2 that is used on the 10-360 Continental has a built-in booby trap in Swift applications. This prop was originally intended for a slower airplane, such as a Maule. It has a high pitch stop ring installed. When operat ing at altitude, the prop effectively is a fixed pitch propeller because the stop limits the blades from twisting any further, thus the rpm goes up. Ordinarily, this only limits the speed and/or manifold pressure that can be attained without excessive rpm and fuel con sumption. Where the safety problem comes in, and we know that buzzing is Illegal, is when a Swift pilot drops the nose and applies full throttle, the rpm will easily climb to 3,200 and the airspeed will indicate in ex cess of 235 mph. I don't think I need mention these figures are over red line. Add a "show" paint job with heavy glossy ailerons and dis aster is imminent. At 29 inches and 3,200 rpm an 10-360 probably is producing over 230 hp. Some owners have removed the pitch stop, I don't know if that's FAA legal or not, but I think it's a very good idea. Perhaps you've noticed I've not men tioned much about routine maintenance. That subject is covered quite well in a book available from the Swift Association so I'll not elaborate on what they cover.
I have started to receive some feedback from Swift owners on what I have written. Some expressed surprise at my recommen dation the ilerons not be painted. After all, there are arlot of painted Swifts, and no one knew rany problems. This started out with tht}'i ea of preparing a Swift for doing aero atics. The red line airspeed of a Swift is 185 mph lAS. The design speed is 210 mph. The ailerons are balanced 100 percent at the hinge line, so it stands to reason any paint at all will adversely affect the balance, i.e. make them tail heavy. If the red line is never exceeded, there is enough margin whereby a painted aileron will never be a problem. When performing aerobatics, a blown ma neuver can result in an inadvertent overspeed. Or some owners have deliber ately used higher than red line airspeeds for entry into vertical maneuvers. With the ad vent of the big engined Swift, many are cruising near red line. An acrobatic maneu ver or simply dropping the nose can result in exceeding red line. Read the previous sub ject on pitch stops on 210 Swifts. I can tell you from experience the airspeed gets out of hand in a hurry. My idea of aerobatics in the Swift is 3.4 gs and entry speeds for loops etc. not exceeding 175 mph. I had a Swift that would not loop at 3.5 gs; checking re vealed the "g" meter read "5" at that number. For years it seemed aerobatics were only to be done in biplanes . Biplanes have a unique safety factor. No matter how steeply they dive, they won't go very fast. Some of the "Ace" biplane pilots might have problems doing acro in the Swift, then say the airplane was no good. I talked to the late Art Scholl at Oshkosh while Mark Holliday was perform ing, and he made the statement the Swift was the most responsive production u.S. built airplane ever. He actually started his airshow career in a Swift. His complaints with the airplane were 1) lack of power, 2) he was concerned about the tail structure. Today, we agree, but we can do something about both items. However we can never recom mend a snap-snap high "g" performance such as Art Scholl might have performed. If you are at an airshow and see a performance in a Swift, be reminded the pilot is maybe just a cut above the average Pitts pilot. One last item on exceeding red line. Due to the wing slots, the Swift does not stabilize at a relatively low airspeed in a spin. In a fully developed spin, after the nose tucks under it is virtually impossible to recover without pulling excess "g" or airspeed. Case example? My own Swift. Do I practice what I preach? First of all, I don't do aerobatics, unless you count an occasional roll. My physical condition makes "g" loads very
uncomfortable. A lot of guys have spent $100,000 on a Christen Eagle and then found out they really didn't like doing aero batics. I do feel my Swift performs well. Did I make the figure of 1,200 pounds empty? Well, not quite. My Swift weighs 1,224 pounds. It's not painted, but has the belly auxiliary tanks. They were installed when I bought the airplane, and I'm not go ing to remove them unless they leak, or present some other problem. I did remove the "boat anchor" radio and installed a three pound 760 channel comm. The "full gyro panel" was removed, and an electric turn and bank installed. I also removed the ven turis and plumbing, and a lot of wire installed by previous owners. I have Bendix S6LN-21 magnetos and a 25 amp. generator. I don't have any landing lights or rotating beacon . I do have Cleveland wheels and brakes, which is the only thing I've added to the airplane which is heavier than what was removed. I'm not running an oil cooler, but I may be forced to install one, because it does run hot on hot days. The only real weight savings I could realize (further) is to install a lighter interior. Mine is a generic "not quite original" of unknown weight (the seats are fairly light) and a lighter 0-30OA with the B&C starter. And some of the little ounce things I talked about early on. I keep a file on the airplanes I've done a weight and balance check on, and I only find two GC-I Bs lighter than my N2431 B and they both have C-125 engines. I believe Porter Houston's N78171 is lighter, but I can't find it in my records. Sorry, Porter but I accidentally erased my computer file. There may be lighter 145s out there, but I haven't weighed them. By now it should be clear I believe in the lightest Swift possible. The airplane is built strong in most areas (and heavy) with a few spots that could use improvement. Also, in my opinion, if you want to go fast, you need 220+hp. I feel all the 200+hp airplanes need the gross weight increase. These are cross country airplanes by the time they have 56 gallons of fuel and full panels with fancy navigation equipment installed. Even by to day's standards, these are fast airplanes. But they are fast semi-aerobatic airplanes. It 's kind of ironic that when a big enough en gine is installed, the weight of the Swift is such that acrobatics are somewhat limited. That is a compliment to the Swift Magic Aerobatic Team. They do a good job with their big engined airplanes. In years past, Chuck Lischer did nice airshows in his 150 hp Swift at a gross of about 1600 pounds. Maybe, that was the most compromise of weight and power. ... VINTAGE AIRPLANE
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Current EAA members may join the Antique/ Postage.) Classic Division and rece ive VINTAGE AIR PLANE magazine for an additional $27 per year. EAA EXPERIMENTER EAA Membership, VINTAGE AIRPLANE mag Current EAA members may receive EAA azine and one year membership in the EAA EXPERIMENTER magazine for an add iti onal Antique/Classic Division is available for $37 per $20 per year. year (SPORT AVIATION magazine not included). EAA Membership and EAA EXPERIMENTER (Add $7 for Foreign Postage.) magazine is available for $30 per year (SPORT AVIATION magazine not included).(Add $8 for
Current EAA members may join the International Aerobatic Club, Inc. Division and receive SPORT AEROBATICS magazine for an additional $40 per year. EAA Membership, SPORT AEROBATICS maga zi ne an d one year membership in the lAC
FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add requ ired Foreign Postage amount for each membership.
Membership dues to EAA and its divisions are not tax deductible as charitable contributions.
Lewis Webster. .......... Saginaw, MI
Donald B. Macor . .... . . . . Duluth, MN
Margie M. Dewitt . ... Warrensburg, MO
Mark Leuthauser. . . ... Manchester, MO
Carlos L. Reynoso .. San Martin, Argentina
Earl E. Francis .. .... ...... . Miami, FL
Bruce D. Eckersley · ............ Gosnells, WA, Australia
Lloyd D. Gross ........ Brooksville, FL
Robert 1. Little · . .... . . Lloydminster, Alberta, Canada Brent L. Ombum .. Hussar, Alberta, Canada Douglas G. Potter · ... Clementsvale, Nova Scotia, Canada
Donald P. Guth ...... . .... Orlando, FL Stephen A. Hoffmann . .. . .. Tampa, FL
DJ. Short ... ... . .. . Warreasburg, MO
Craig P. Roberts ..... Diamondhead, MS
Louis Young . .. .. . . .. Hattiesburg, MS
Cliff Bond ... . . . .. Winston Salem, NC
Keith Kewley ... . ... St. Petersburg, FL
Dewey Jenkins .. .. . Bessemer City, NC
Jane Kimball .... . ...... Zellwood, FL
Dickey 1. Johnson . . ..... Crumpled, NC
Daniel J. Konst .. .... .. Zephyrhills, FL
Michael M. Mars . ..... Greensboro, NC
Alain Decadenet .. London, Great Britain
Robert Mast ....... . ... Clearwater, FL
Nancy B. Normark . . . . . . . . Raleigh, NC
Andrew C. West .. . Essex, Great Britain
John Matthews . .... . St. Petersburg, FL
Ord Ercoupe Club . ..... .. .... Ord, NE
Jinichi Miyamoto .. . . . Baragiken, Japan
Donald E. Murray .. .. Coral Springs, FL
Robert Clarke ............ Nashua, NH
Ron H. Hoogeueen Dronten, Netherlands
D. K. Neal . ..... . ........ Trenton, FL
Berlow, Inc..... . Hasbrook Heights, NJ
Roderik Alfred Steenwinkel · ...... .. ....... Ter Aar, Netherlands
Robert M. Rigby ....... Cape Coral, FL
Lloyd N. Dennis . .. ...... Velarde, NM
Manuel B. Sousa .. ... . Gulf Breeze, FL
Kai Lyche ... ...... Drammen, Norway
Annette Enedy .... . .. . . Rochester, NY
Pete Steele . .. . . . ... . .. Wellington, FL
M. F. Henderson · . ......... Rabaul, Papua New Guinea
Thomas P. Fletcher ... ... . Oswego, NY
Thomas N. Tucker . ... . Tallahassee, FL
Milton Palmer. ... . ... W. Winfield, NY
John M. W. Sayers . . . Honeydew, Republic of South Africa
Philip 1. Ulrich.. ... ... Punta Gorda, FL
Mike Taglich ......... Sag Harbor, NY
George H. White . . .. ... . Pensacola, FL
Bill Boone ....... ... . .. ... Tulsa, OK
Michael Minsch ... .. ..... Willow, AK
Scott Bedenbaugh . ........ Austell, GA
Larry R. Trusty .......... Owasso, OK
Geoffrey Whittington .... Enterprise, AL
David A. Branch ... .. .... Forsyth, GA
Raymond T. Buker .... . .. Parkdale, OR
Bob W. Benoit. ...... . Hot Springs, AR
Donn R. Jacobs . ....... Villa Rica, GA
Ronald L. Coleman .. . ... Troutdale, OR
Philip G. Dickson ..... Hot Springs, AR
Max D. Tyler ...... . Locust Grove, GA
Ron Englund . .. ....... Springfield, OR
Steven Huff .. ... Lake Havasu City, AZ
Michael A. King ...... . . Oskaloosa, IA
Elisabeth Gumm ....... . Hillsboro, OR
John M. Marek . . ......... Tucson, AZ
John Siembieda . . .. ... . Des Moines, IA
Lynn F. Wood . .. . . . Willow Grove, PA
Bill Archibald . .. .... Hillsborough, CA
Joseph Hess .............. Stanley, ID
Thomas Balk . . . ........ Columbia, SC
Fred Bongard .... . Redondo Beach, CA
Terence A. Bolger .. Elk Grove Village, IL
Nicky H. Buchanan . . . .. . Rock Hill, SC
Randy Cox . ... . .... . ... Carlsbad, CA
Christopher P. Kelly . ...... . Bartlett, IL
Cecil H. McLeod ..... . Mt. Pleasant, SC
Thomas Gafford ... .. ..... . Gilroy, CA
Gary G. Miest. ... ... .... .. . Byron, IL
Susan C. Scouten ... . ...... Sumter, SC
John 1. Goodman, Jr. ...... Rocklin, CA
Mark Petersen .. . .. Hoffman Estates, IL
John T. Baugh III ....... Nashville, TN
Dennis R. Irwin .. . ..... San Diego, CA
Jim A. Shupe . . .... ... Bloomington, IL
Daniel R. King......... Sevierville, TN
Randy Johnson .... ....... Colusa, CA
Bill A. Weber ..... .... .. Rockford, IL
Jim Simmons . ... .... ... Nashville, TN
David M. Meeks .. .... . . . Sonoma, CA
Duane Devore Anderson . . Plainfield, TN
David S. Dufreche ......... . Hurst, TX
Paul K. Miller .. .... .. Chula Vista, CA
Steven W. Bailey . . .... Burlingame, KS
Leslie B. Hock ... . ....... Webster, TX
Ron Nixon ....... . . .. .... Orinda, CA
Richie Davidson .. ... . . . Louisville, KY
Andrew P. Houghton . . ... Houston, TX
Douglas Powell . ..... . Long Beach, CA
Edward G. Maxwell .. . .. Louisville, KY
Paul Moore .. .. . .. . Horseshoe Bay, TX
Eric D. Vanoni ............ Somis, CA
Robert N. Flagg... . ..... Medfield, MA
Johnny Nimmons . .. ..... Houston, TX
Dale T. Lankford .... . ..... Peyton, CO
Russell A. Holt .. .. .. Turners Falls, MA
Benny Watson ..... ... .... Odessa, TX
Robert M. Michael. . ... . .. Boulder, CO
John R. Horahan . ... North Adams, MA
Otto B. Puhlmann ........ . . Logan, UT
Leslie A. Haley ........ Old Mystic, CT
Martha M. Eney .. . ..... . .. Lusby, MD
Randall Hamilton ... Fairfax Station, VA
Douglas E. Brown ..... . . St. Cloud, FL
Arthur Mark! .. . .. .. . . Henderson, MD
P. Simmons.... . ....... ... Hardy, VA
Bill D. Clifford ........... Orlando, FL
Gerald D. Buzzell .. . ... Twin Lake, MI
Peter B. Aden ... .. ... . ... Seattle, WA
Steve B. Croskrey . . . . . . Hollywood, FL
Jerry Lugten .... . ..... . .... Leslie, MI
JoAnne E. George.... .. . .. Hudson, WI
Thomas Engoren . . ... ... .. Tampa, FL
Harry Maxwell .. .. ..... Ortonville, MI
Amanda 1. George ... ..... Hudson, WI VINTAGE AIRPLANE
The jollo wing list ojcoming events is jur nished to our readers as a matter oj injormation only and does not constitute approval, sponsorship, involvement, control or direction ojany event (fly-in, seminars, fly market, etc.) listed. Please send the injormation to EAA, At!: Golda Cox, P.O. Box 3086, Oshkosh, WI 54903-3086. Injor mation should be received jour months prior to the event date. JUNE 12-14 - MATTOON, IL - Luscombe Fly-In. Coles County Memorial Airport (MTO) 217/234-7120. JUNE 13 - INTERNA TIONA L YO UNG EA GL ES DA Y. Contact the EAA Young Eagles office, 920/426-4831. JUNE 13 - TRENTON, NJ - Chapter 176 Young Ea gles Fly-In, rain date 6/14. Call 609/895-0234 for location. JUNE 13 - ANDOVER, NJ - Andover-Aerojlex Air port, 12N. Olde fashioned jly-in sponsored by EAA A/C Chapter 7. Old birds, Young Eagles, Flying Start, Penny-a-pollndjlights, good eats. 9731786 5682,973-361-0875. Rain date 6/14. J UNE 13-14 - FREDERICK, MD - EAA SportAir Workshop. 800/967-5746. JUNE 13-14 - GAINESVILL E, TX - 36th Annual Texas AAA Chapter Fly-in. Info: 940/668-4564. web site: http://www.coke.net/-airport JUNE 14 - FULTON, NY - Oswego County Airport (FlY) EAA Chapter 486 Pancake Breakfast featur ing biplanes. Award for Best Biplane. Info: Ken Graves 315/466-6928. JUNE 18-21 - CREVE COEUR, MO - Creve Coeur air port. American Waco Club Fly-ln. Info: Phil Coulson: 616/624-6490 or Jerry Brown: 3171535-8882. JUNE 19-21 - MIDDLETOWN, OH. Hook Field. Ninth National Aeronca Convention. Fri. Steak Fry, Sat. Banquet, Camping, Aeroncafactory tours. Info: write Jim Thompson, P.O. Box 102, Roberts, IL 60962-0102. JUNE 20-21 - LACROSSE, WI - AirFest '98 two day airshow. Info: 6081781-5271. Check NOTAMSfor field closure. JUNE 20 - HUNTSVILLE, AL - Moontown Airport. EAA Chapter 190 Fly-In sausage, egg and pancake Eat 'Em Up Breakfast. 205-852-978/. JUNE 20 - COOPERSTOWN, NY (NY54) - EAA Ch. 1070 Fly-In B 'Fast. 607/ 547-2526. Rain: 6/21. JUNE 20 - LAGRA NGE, OH - EAA Ch. 255 Fly-In Breakfast. 440/355-649/. JUNE 20 - MOOSE LAKE, MN - Lake Air Flying Club Annual Fly-In breakfast. 7:30 - I Ia.m. Info: Larry Peterson 2/8/485-4441. JUNE 20 - GAYLORD, MI - Otsego County Airport (GLR). EAA Chapter 1095 Pancake Breakfast Fly In. 7 a.m.-noon. Rain date: 6121. Info: Tom Lesinski, 517/786-4908, Phil Curtiss, 517/939 8715, email@example.com JUNE 20-21 - RUTLAND, VT - EAA Ch. 968 "Tail dragger Rendezvous" Pancake B fast. 802/492-3647. JUNE 20-21 - BARABOO, WI - Baraboo-Dells Airport Times. Breakfast served by the Optimist Club from 7:30am to 12pm, RA IN OR SHINE! $4.50, Chil dren 6-10 $3,5 & under free. Info: Joe Canepa, 608/356-6822 (W), 608/356-0429 (H), 608/356 7558 (FAX) or email firstname.lastname@example.org JUNE 21- SCHAUMB URG, IL - Schaumbu rg Re gional Airport (6C) - EAA Chapter 153 Pancake breakfast, 8 a.m.-noon. Info: 630/830-0559. JUNE 25-28 - MT. VERNON, OH - Wynkoop Airport. 39th Annual National Waco Club Reunion. Info: Andy Heins, 937/866-6692 or email at waco email@example.com JUNE 27-28 - COLDWATER, MI - Fairchild Fly-In. Info: Mike Kelly, 517/278-7654. 30 JUNE 1998
JUNE 27-28 - DEN VER, CO - EAA SportAir Work shop (Covering/Composites). 800/ 967-5746. JUNE 27-28 -PETERSBURG, VA (PDA) - VA State EAA Fly-In, 8041358-4333, JUNE 27-28 -LONGMONT, CO - 20th Annual Rocky Moulltain EAA Fly-III, 3031798-6086, JUNE 28 - ANDERSON, IN - EAA Chapter 226 Fly In breakfast. JUNE 28-JULY 3 - LAKELAND, FL - 30th Annual International Cessna 170 Assoc. convention. Info: Dale or Marty Faux: 9411646-4588. JULY 3-5 - CRE VE COEUR, MO - Creve Coeur air port (IHO). Great War Fly-It!. Info: Don Parsons, 314/397-5719, PlsurFlyin@aol.comorTimAdcock, 314/861-0183 ADFEST@aol.com JULY 4 - FREDRlCKSB URG, TX - Gillespie County airport (T82) EAA Chapter 1088 4th of July pa rade. Info: Stan Shannon 830-997-8802 or firstname.lastname@example.org JULY 8-12 -ARLINGTON, WA - Northwest EAA Fly In, 3601435-5857, Web site: www,mveaa.org!nweaal JULY 10-12 - LOMPOC, CA - 14th annual West Coast Piper Cub Fly-In. Info: Bruce Fall, 805/733-1914. JULY 10-12 - ALLIANCE, OH - Alliance-Barber Air port (2Dl) . Tay lorcraft Owners Club and Taylorcraft Old-Timer's 26th Annual Reunion . Info: 330/823-9748, 823-1168 or email at email@example.com JULY 10-12 - PITTSFIELD, IL - Pittsfield Penstone Airport - July 10- 12. Gathering of Eagles. Fly-In breakfast on Sunday. Camping on field, motels and transportation available. Info: 217/285-4756. JULY 11- FREDRlCKSBURG, TX - Sh annon ranch jly-in. Info: Stan Shannon 830-997-8802 or shan nons@jbgnet JULY II-PUNTA GORDA, FL - EAA Ch. 565 Bfast. y. Eagles. 941/575-6360 JULY 11-12 - ATLANTA, GA - EAA SportAir Work shop. 800/967-5746. JULY 12 - RENSSELAER, IN - EAA Ch. 828 Fly-In/ Drive-In Lunch. 219/866-5587. JULY 12 - NAPLES, FL - EAA Ch. 1067 Pancake Breakfast. 9411261-5701. JULY 12-13 - GAINESVILLE, GA - EAA Chapter 611 30th annual Cracker Fly-1n at Lee Gilmore airport (G-VL). lnfo: Mick Hudson, 770/531-029/. JULY 13-16 - MIDDLETOWN, OH - Sho rt Wing Piper Club Convention Fly-In. 513/398-2656. JULY 18 - OGDEN, UT - Ogden-Hinkley Airport. Pio neer days Fly-In/Open House Pancake Breakfast. Competitions. Free Shuttle to Hill Aerospace Mu seum. Info: Jerry Taylor, 801-629-8251. JULY 18 - HUNTSVILLE, AL - Moo ntown Airport. EAA Chapter 190 Fly-In sausage, egg and pancake Eat 'Em Up Breakfast. 205-852-9781. JULY 18 - COOPERSTOWN, NY (NY54) - EAA Ch. 1070 Fly-In B'Fast. 607/ 547-2526. Rain: 7/19. JULY 19-23 - OACAC Oregon Air Tour 1998 - starts 7/19 at Cottage Grove, OR. Info: Hal Skinner, 541 746-3387.
JULY 24 - COFFEYVILLE, KS - Funk Aircraft Own ers Assoc. Reunion. Info: 302/674-5350. JULY 24-26 - MERRILL, WI - Hatz CB-1 Anniversary Reunion. 715/536-3197. JULY 26 - BURLINGTON, WI - 6th annual group Er co upe jly-in to Oshkosh. Wheels up at 1 p.m. Everyone welcome to join. Info: Syd Cohen, 715/842-7814.
JULY 29-Aug. 4 - OSHKOSH, WI - 46th Annual EAA Fly-In and Sport Aviation Convention. Wittman RegIOnal Airport. Contact EAA, PO Box 3086, Oshkosh, WI 54903-3086, 920/426-4800. AUG, 1- ELLLSWORTH, KS - (9K7) - EAA Chapter 11 27 Fly- In Breakfast (Oshkosh stop-over) and Cowtown Days. Info: Larry Adamek, 785-472-3665. AUGUST 9 - QUEEN CITY, MO - Applegate Airport l It h annual Fly- In. Everyone welcome. 660/766-2644.
A UGUST 9 - MENDOTA, IL - Grandpa's Airport. EAA Chapter 263 Fly-In breakfast, plus trans portation to the Sweet Corn Festival that afternoon. Info: 815/539-6815 or -5378. AUGUST 9 - LAPEER, MI - Dupont-Lapeer Airport. Yankee Air Force, Mid Michigan Div. Fly-In/Drive In Pancake Breakfast. Warbirds/Classics on display. Info: Dave Hingst at 810-664-6966. AUGUST 15-16 - KA NSAS CITY, KS - Downtown Kansas City Airport (MKC). Kansas City Expo '98. Young Eagles rally. AUGUST 16 - BROOKFIELD, WI - Capitol Airport J5th Annual Vintage Aircraft Display and lee Cream Social. Noon - 6 p.m. Info: Capitol Airport at 414/350-5512 or George Meade at 414/962-2428. AUGUST 22 - SPEARFISH, SD - Black Hills Air port/Clyde lee Field. EAA Chapter 806 15th Annual Fly-In. Camping, earlybird "Cream Can Dinner" Friday night. Info: Black Hills Aero 605/642-0277 (days) or Bob Golay, 605/642-2311 (evenings). SEPT, 4-5 - HAYWARD, CA - Hayward Air Terminal. Hayward Air Fair '98. Info: Bud Field, EAA A/C Chapter 29 president, 510/455-2300. SEPT, 5 - MARlON, IN - 8th Annual Fly-In/Cruise-In breakfast sponsored by Marion High School Band Boosters. Classic Cars also welcome. Info: Ray Johnson, 765/664-2588. SEPT, 6 - NAPPA NEE, IN - Fly-In/Drive-In Ice Cream Social.J-4 p.m. Info: Fast Eddie Milleman, 21 9/773-2866. SEPT. 11-/3 - TRUCKEE, CA - Truckee Tahoe Airport Old and New Fly-In featuring the Beech Staggerwing and Lancair. Info: Jerry Short: jshort@Sunset.net SEPT, 12 - TRENTON, NJ - Chapter 176 Young Ea gles Fly-In, rain date 9/13. Call 609/895-0234 for location. Sept. 12- 13 - MARION, OH - Mid-East ern EAA Fly-In (MERFI). 513/849- 9455. Sept 12-13 - MARlON, OH - Mid-Eastern EAA Fly-In (MERF/), 5131849- 9455, SEPT, 12-13 - HAGARSTOWN, lL - EAA Chapter 373 Fly-In. Cook out and camping Sat. aft.levening, break fas t Sun a.m. Info: Marvin Stohler, 765/489-4292. SEPT, 18-20 - JACKSONVILLE, IL - Stinson Fly-In. Info: Sue Selig, 630-904-6964.NOTE - THERE WILL BE A REVISION TO THIS ITEM IN 4-5 days. SEPT 19 - ASHEBORO, NC - Smith Airfield (25NC). Old Fashioned Grass Field Fly-In and Pig Pick-In. Antique, Classic Sport and Warbirds welcome. 1nfo: JeffSmith 336/879-2830. SEPT, 19-20 - STERLING, IL - Sterling-Rock Falls Whiteside Co. Airport (SQI). NCEAA Old Fash ioned Fly-In. Info: Dolores Neunteufel, 630-543-6743. SEPT 24-2 7 - CHINO, CA - 23rd Annual Cessna 120/140 Assoc. Fly-In. HQ hotel: Ontario Airport Hilton, 909/980-0400. Hosts: Eloise and John Wes tra, and Glen Porter 909/947-4456. SEPT, 25-2 7 - ATWATER, CA - Castle Airport (for merly Castle Air Force Base) Golden West EAA Regional Fly In, Info: Lela Edson, 5301626-8265 or email: edson@joothilLnet SEPT, 26 - OLATHE, KS - Olathe Executive Airport (OJC). Annual EAA /FAA Partnership Fly-In and Young Eagle Rally. OCT, 4 - TOMAH, WI - EAA Chapter 935 11th An nual Fly-In Breakfast. Static displays,food, jlea market, much more. 7 a.m. - 4 p.m. Bloyer Field. 608/372-3125. Oct, 8-1 I - MESA, AZ - Copperstate EAA Fly-In, 520/228-5480, Oct, 9-11 - EVERGREEN, AL - SOlltheast EAA Fly In, 3341765-9109, Oct, IO-II - WILMINGTON, DE - East Coast EAA Fly-In. 3021738-8883. OCT, 17 - ADA, OK - 2nd Annual Plane Fly Fly-In, sponsored by EAA Chapter 1005. Freefoodfor jly in pilots. All aircraft we/come. Info: Terry Hall, 580/436-8190.
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Evan is pictured with a Cub NC70J2 and a group 01 "fresh" Young Eagles recruitecllrom his church.
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