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STRAIGHT AND LEVEL

2 VAA NEWS 5

THIRTY FIVE YEARS AT THE OUTER MARKER/Dutch Redfield

10 PLANE DREAM!Lauran Paine

12 PASS IT TO BUCKIE.E. "Buck" Hilbert 13 FREINDLY, DEADLY FOKKER D. VIII Ted Sacher

18 MAKING OF A A TAILDRAGGER/ Lorraine Morris

21 SOLVING A LANDING GEAR PROBLEM! Grady Sharpe

24 MYSTERY PLANE/H.G. Frautschy 26 WHAT OUR MEMBERS ARE RESTORINGI H. G. Frautschy

27 CLASSIFIED ADS 28 CALENDAR 29 WELCOME NEW MEMBERS

www.vintageaircraft.org PlIblislr er

TOM POBEREZNY

Editor-ill-Clrief

scon SPANGLER

Executive Director, Editor

HENRY G. FRAUTSCHY

Executive Editor

MIKE DIFRISCO

COlltributillg Editor

JOHN UNDERWOOD BUDD DAVISSON

Art Director

BETH BLANCK

Plrotograplry Staff

JIM KOEPNICK LEEANN ABRAMS MARK SCHAIBLE

Advertisillg/Editorial Assistalll

ISABELLE WISKE

SEE PAGE 32 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATlm


ST by ESPIE "BUTCH" JOYCE PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

Most of you will be receiving this issue of "Vintage Air­ plane" in the mail at the same time the Sun In Fun EAA Fly-In is occurring in Lakeland, Florida. We have copies of this issue of your magazine printed and shipped to Lake­ land for the fly-in so new and potential members can have a copy of the most recent issue as well. And we make sure they're available at a number of locations -the EAA build­ ing, VAA HQ/VAA Chapter One building, the AVA, Inc. booth in exhibit building "B" and the EAA tent. Stop by and say "HL" We will have full coverage of the VAA area activities, award winners, and other notes of interest in the June issue of Vintage Airplane. For those of you reading this issue at the fly-in, why not share your enthusiasm for the VAA with a friend? You can bring them to the Chapter One building on the west side of the VAA grounds and have them sign up right there on the spot. For a number of years, we' ve been fortunate to have the support of VAA Chapter One and the registration/membership volunteers headed up by Jane Kimball. You can register your airplane, join the Associa­ tion and then relax, drink some lemonade, and meet your friends. Another great spot is the AVA booth in the "B" exhibit building. You'll often meet other friends who have stopped by and you can ask your VAA insurance program questions. The gang from AVA always has good­ ies for customers as well. March the sixth I turned 56 years old. If a person read­ ing this is 70 years old, he will think, "That's young!" and the guy who's 28 will think I'm old. Why does this matter? It's no secret that in recent years, there's been a "expe­ rience drain" going on within the various government agencies that oversee aviation. Experienced controllers, inspectors, and managers have been retiring at an accel­ erated rate, and that's meant the level of expertise we could expect has diminished conSiderably. Now that's nothing new-all industries tend to run in cycles. Even the insurance companies that underwrite aviation insur­ ance are experiencing the same drain. But this time it seems to have greater negative connotations . It seems that older pilots are being "forced out" of the industry at the exact point in time they have the most to offer in terms of experience and judgement. This older group of pilots tends to be a safer, more re­

laxed group with a better safety record. As they are re­ placed, younger people move into those slots. That's a concern to us, because many of them do not share the same level of appropriate education and experience that decades of working with the industry has given the retirees. The younger folks should be able to draw upon the expe­ riences of the more experienced pilots and managers, and not have to relearn all of the things that have al­ ready been discovered. A 65-year-old pilot has much to offer the world of aviation. Most of you are unaware of the efforts that your VAA has made in the past to educate people within the industry about this matter. We will continue to be a voice for the membership, but the hole in the dike is leaking more each day and it is now time for more voices to come on board to help and correct this situation. We're in regular contact with insurance carriers as we work to make it possible to keep older pilots in good health in the cockpit, not stuck on the ground. My Father died when he was 56 years old. I was 22 years old at the time. I thought that he was an old man, and had lived a good and full life. Now that I'm 56, I realize how young he was and how much more living he could have done. I know that my mother sure missed him until she passed on at 83 years. We should be taking advantage of all that knowledge and experience, not legislating or ruling them out of the skies. You will be hearing more on this subject in the future. I welcome any comments, supportive information, and sug­ gestion in regards to this important subject. If you've felt you've been ruled or insured out of the sky, I'd like to hear from you. Make plans to join other VAA members for our annual Work Weekend/fly-in on the VAA grounds in Oshkosh, WI to help us get everything ready for AirVenture 2000. The dates for this weekend are May 19 - 21. We'll have a good time! I will have more detailed information about this weekend in the May issue of Vintage Airplane. Keep asking those friends of yours to join up with us as a VAA member, we need the help. Also, H.G. looks forward to those technical/informational articles that you send him for his review and use in Vintage Airplane. Lets all pull in the same direction for the good of aviation. Remember we are better together. Join us and have it all. ..... VINTAGE AIRPLANE

1


VAANEWS compiled by H.G. Frautschy

LAST MONTH'S BACK COVER There are times in an editor's life when he wonders if anybody is out there reading the fruits of his daily labor. Based on the number of e­ mail, phone call and regular mail notes I've received regarding the in­ correct caption for last month's back cover painting by Jim Dietz, I can tell you quite plainly that I know our members read each issue vora­ ciously. I miss-communicated with Jim on which Alaskan painting was to be printed in last month's issue, and I published the wrong caption. I share the concern each of you has for accuracy in Vintage, and have long strived to do my "homework"

THE COVERS FRONT COVER . .. EM's Ford Tri-Mo­ tor, flagship of the EAA Aviation Foundation's civilian aircraft collection, motors along the summertime Lake Win­ nebago shoreline. EM photo by Jim Koepnick, shot with a Canon EOS1 n equipped with an 80-220 mm lens on 100ASA Fuji Provia slide film . EAA Cessna 210 photo plane flown by Bruce Moore. BACK COVER . . . Apair of oil paintings became the centerpiece of our 1998 Jim Dietz show at the EAA AirVenture mu­ seum. The first is this expansive painting, "Bonne Chance," which depicts agroup of young pilots of the British Flying Corps as they prepare to go out to meet the "hated Hun." Their lodging are behind the lines at a rustic French farmhouse, where the share their billets with adelightful assort­ ment of animals and of course, a pretty French maiden. "Bonne Chance" is now part of the Air Force Art Collection. To acquire a limited edition print of this painting, you can con­ tact the Jim Dietz studio at 206/325-1151 (Pacific Time). 2 APRIL 2000

when it came to a ircraft identifica­ tion. My apologies to all for missing this one, and I've put a procedure in place that should minimize the pos­ sibility of this happening in the future. Here's the correct caption for Di­ etz's painting: "Yukon River" by Jim Dietz.

The Yukon River was the great artery for transport in the Territory ofAlaska's interior. When the winter ice forced all boats out of the water, the river became a thousand-mile runway, and until break-up it was a "sea level route" for dog teams. Jim Dietz's "Yukon Landing" depicts a winter noon at Fortuna Ledge in the late 1940s. An Alaska Airlines Pilgrim and a freelance Stinson Gullwing are pulled up to offload freight, mail, and passengers. The ubiquitous 55-gallon drums provided fuel for the planes. The engines for the next stage of the haul, waiting patiently on the ice, ran on dried fish. The painting is part of the Jay Broze collection. VAA HALL OF FAME Nominations are now being ac­ cepted for inductees in the Vintage Aircraft Association Hall of Fame. Please use a copy of the nomination form (see opposite page) and add any additional documentation to the form. It is vitally important that your nominee's contributions to aviation be documented as completely as pos­

sible. Additional letters of support confirming the nominee's back­ ground are certainly welcome. The VAA Hall of Fame currently includes: E.E. "Buck" Hilbert

George York

Joe Juptner

Cole Palen

Kelly Viets

Harold Armstrong

Ann Pellegreno

Paul Poberezny

Jim Younkin

Edward C. Wegner

Gene R. Chase

Thomas Flock

LA~NCEPROMOTED

Over the past few years, EAA's and Divisional government and in­ dustry relations have evolved considerably. Under the direction of Earl Lawrence, Executive Director of Government Programs, there has been particular growth in our part­ nership with NASA and our leadership in aviation fuel standard­ setting groups. Additionally, under Earl's guidance there have been many improvements in existing member programs such as Flight Ad­ visors and Technical Counselors. To better communicate the signif­ icance of these efforts both within and outside of EAA, Earl has been promoted to Vice President of Gov­ ernment Relations. Earl joined EAA in 1994, bringing seven years of ex­ perience with Rockwell Inter­ national, where he was responsible for resolving technical issues with Air Force and NASA customers to as­ sure product compliance to all design, fabrication and safety regula­ tions. Earl has a Bachelor of Science degree in Aerospace Engineering Technology, as well as an Airframe and Powerplant Certificate and Pri­ vate Pilot's license. Earl's the owner/pilot of a Bel­ lanca Cruisair, and is building a


Lancair. His experiences with his Bel­ lanca have been a great asset to those of us in the Vintage Airplane world, particularly dealing with all sorts of FAA issues. Our thanks and congrat­ ulations to Earl for a job well done, and we look forward to working fur­ ther with him on a wide variety of governmental issues.

HIGH WING PIPER AD? The National Transportation Safety Board has given a recommen­ dation to the FAA for an Airworthiness Directive for the entire group of high-wing Piper aircraft. This could potentially cover over 51,000 (!) general aviation airplanes. In August 1998 a Piper PA-18 Super C ub was involved in a non-fatal crash in Conway, South Carolina during an attempted banner tow pickup. The forward left front wing strut separated from the wing's for­ ward attach fitting , which failed due to corrosion. (See the artwork similar to the art included in the

NTSB's Safety Recom­ mendation to the FAA, dated February 23,2000.) In 1998, the FAA had issued a SpeCial Airworthiness Infor­ mation Bulletin (SAIB) alerting owners and operators of the poten­ tial for corrosion in the FWD spar/fitting area. An SAIB does not require action to be taken, and it didn' t detail any in­ spection method to be used to check the fit­ ting. (The metal leading edge covers this area.) The NTSB wrote to the FAA:

Forward Lift

Strut Attach

Fitting /

Filler Blocks

"Therefore, the National Transporta­ tion Safety Board recommends that the Federal Aviation Administration: Require The New Piper Aircraft, Inc., to develop a recurrent inspection proce­ dure adequate to detect corrosion ofany

portion ofthe lift strut attach fittings in­ stalled on high-wing Piper airplanes and require that owners of these air­ planes implement those recurrent inspection procedures. 1/

Needless to say, the various Piper Type Clubs are very interested in this airworthiness concern. Plenty of

INTERNATIONAL VAA HALL OF FAME

On this page is the nominating peti­ tion for the VAA Hall of Fame. If you wish to nominate an individual who you believe has made a significant contribu­ tion to the advancement of aviation between 1950 and the present day, please make a copy of this form, fill it out, add supporting material and send it to: Charles W. Harris, P.O. Box 470350, Tulsa, OK 74147 -0350. Please mark the envelope: VAA Hall of Fame, Attn: C. Harris. Please be as thorough and objective as possible. Attach cop ies of materials you deem appropriate and helpful to the committee. The person you nominate must have advanced the field of aviation during the period 1950 to the present day. They can be a Citi zen of any country, and may be living or dead. Their contribution could be in the areas of flying, design, mechan­ ical or aerodynamic developments, administration, writing, or some other vi­ tal, relevant field, or any combination of fields that support aviation. To be considered for induction into the VAA Hall of Fame during 2001, pe­ titions must be received Sept. 30, 2000.

Person's name submitting this petition: _ __ _ __ _ __ _ __ _ __ _

Street _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Phone Number _ _ __ _

City State Zip _ _ _ __ __ __

Please attach any supporting material with your petition for the committee's review.

Other information _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ ___

Person nominated for induction in the VAA "aU of Fame:

Name _ _ __ __ _ _ __ _ __ _ __ _ __ _ __ _ __ _ __ __

Street_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ Phone Number _ _ __ _ City State Zip _ _ _ _ _ _ _ __ Date of Birth If Deceased, Date of Death _ _ _ _ _ _ _ __ Area of contributions to aviation _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __

Date or time span of the nominee's contributions to aviation. Must be between 1950 - to the present day.

Describe the event or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA HaU of Fame. _ _ _ _ _ _ _ _ __ __

Describe other achievements the nominee has made in other related fields in aviation.

Has the nominee already been honored for his/her involvement in aviation, and/or the contribution you are stating in this petition? (Circle one) Yes No If yes, please explain the nature of the honor and/or award the nominee has received.

VINTAGE AIRPLANE

3


FORD TRI-MOTOR GROUND SCHOOLS SCHEDULED FOR 2000 Wouldn't it be neat if when you boarded the EAA Ford Tri-Motor, you could go all the way to the front of the airplane and take one of the pi­ lot's seats? If you attend the EAA Ford Tri-Motor Ground School, you'll have just such an opportunity! EAA's Ford Tri-Motor is an aircraft with a very distinctive and interesting background. Learn about the history as well as the intricacies of this flying ma­ chine by attending this unique ground school. Students, who do not need to be pilots to participate, will learn from the pilots who actually fly this aircraft, affectionately referred to as the "Tin Goose." Imagine having the opportu­ nity to examine, contemplate, study and explore one of the first widely ac­ cepted airliners. Participants will have the chance to log dual instruction in this original Ford Tri-Motor, made pos­

questions have arisen about the ex­ act nature of the corrosion. In particular, is the damage related to dissimilar metal corrosion, which may be present in metal spar high­ wing Pipers, or is it general corrosion of the carbon steel fitting? Should all high-wing Pipers be included? There has been NO Notice of Pro­ posed Rulemaking published by the FAA as of this date, but it is ex­ pected that there will be additional action taken by the FAA. We'll keep you informed! NEW PRODUCTS AIR/OIL SEPARATOR The largest STC in FAA history, covering one of the smallest prod­ ucts, the Model 300 Air/Oil Separator has now been approved for the en­ tire General Aviation fleet of singles and twins equipped with either Con­ tinental or Lycoming engines through 360 hp. According to Bill Sandman, gen­ eral manager of M-20 Oil Separators, LLC, "The Model 300 was designed to 4 APRil 2000

sible by highly experienced members of the National Association of Flight Instructors and EAA. The EAA Aviation Foundation has scheduled Ground Schools for May 12 - 14, October 20 - 22 and October 27 ­ 29, 2000. Enrollment is limited and tu­ ition is $450.00 for EAA members and $550.00 for non-members. This in­ cludes materials, meals, lodging and a flight in EAA's Ford Tri-Motor. For more information, or to reserve a seat in class, call Pat in the Education De­ partment toll free at 888-322-3229.

avoid all the aviation unique prob­ lems experienced by earlier devices derived from diesel truck and marine engine use. It uses very different, sim­ ple technology in a small, light, non-corrosive package to eliminate or relieve the "Greasy Belly syndrome". M-20's cylindrical device mea­ sures only 2 inches in diameter by 5

inches high. It clamps in-line with the breather hose and requires no extra brackets. Oil vapor sus­ pended in the breather air is condensed and returned by gravity to the crankcase. Cleaned air is further scrubbed to continue out the breather vent, leaving the un­ derside of the fuselage or nacelle free of the typical oily mess. Pilots can fly with their oil at the full mark without "blowing away" the top two quarts. The full quantity of oil set by Continental and Lycoming provides better cooling and cleaning. The Model 300 Air/Oil Separa­ tor is available for installation at all aircraft maintenance shops. An M-20 Wholesale Order Hot Line has been set up for dealers at 1­ 800-421-1316. Retail purchases can be made at the major cata­ logue houses, like Aircraft Spruce. The list price is $259. M-20 Oil Separators, LLC, 5612 NW 38th Terrace, Boca Raton, FL 33496-2719.561-995-9800, FAX 561-9957676 BIPLANE EXPO As you set you fly-in schedule this spring and summer, you may wish to consider attending the National Biplane Association's Biplane Expo and Convention in Bartlesville, Ok­ lahoma . This year will mark the fourteenth event held at Frank Phillips Field. Its the largest gather­ ing of its type in the world, attracting over 500 airplanes, and 125-140 biplanes. The biplanes, which include many award-winning examples, come from all over the USA, Mexico and Canada. The Expo also features educa­ tional forums and exhibits, and will honor one of the nation's greatest living WW-II USAF aces, Col. C.E . "Bud" Anderson. The event is open to the public (an admission fee is charged - Na­ tional Biplane Assoc. members can enter for free). For more informa­ tion, call the NBA in Tulsa at 918/622-8400. ......


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ears

Outer Marker CPT Dual Experiences

During the aerobatic course programs when an instructor was perhaps haVing trouble getting something across to a student, we would often cross-train. One of the instructor's students had been haVing difficulty with half rolls and Mac asked if I could possibly help him. The next morning we became airborne and after climbing to altitude I spoke to him through the Gosport communications system , which is nothing more than one half inch flexible rubber tubing carefully routed between cockpits and plugged into the ear laps of the student's helmet. From the forward end, I shouted into the rubber mouthpiece and announced that I would try a half roll first and for him to follow through on the stick and rudder pedals so he could observe the control positions involved as the maneuver progressed. by Holland "Dutch" Redfield VINTAGE AIRPLANE 5


Fairchild 24s were used for instrument training.

A half roll is entered and flown with considerable excess speed as the airplane is slowly rolled about its lateral axis by the use of aileron con­ trol. As the roll progresses, forward elevator and top rudder are used in varying amounts, with overlapping functions to prevent the nose from dropping and to keep the airplane from turning. To fly one is some­ what like patting your head and rubbing your stomach, as you en­ deavor at the same time to slowly stand on your head while sipping through a straw. As I flew my demonstration roll, we rolled past the vertical and began hanging on our lap belts as we ap­ proached full inverted flight. From behind me I heard a frightful yell and quickly discontinued the roll, resumed level flight, and looked around to see what was wrong. My student was gesturing, but I was un­ able to understand, so I closed the throttle and the Continental popped, then idled and quieted. He 6 APRIL 2000

shouted forward to me that his seat belt buckle had come unlatched when it had become caught on his flying suit sleeve as he had followed me forward on the stick. It was general knowledge that this had occurred before at another up­ state school. As a result, all the belts on Mac's Wacos had been supplied with a heavy rubber band made of tire inner tube, to positively hold the buckle down in its latched posi­ tion. Through the Gosport, I instructed him to buckle up, secur­ ing the latch properly this time, and we'd try again. Later, on the ground, he informed me that the identical thing had hap­ pened to him while flying with his regular instructor a few days earlier, except in this case the airplane had become fully inverted, and with his belt unfastened, he actually had started to tumble out of the rear cockpit. He had somehow been able to stay with the airplane by jam­ ming the big toe of his right foot

under the stabilizer hand crank on the cockpit side wall, while at the same time catching and maintaining a tenuous grasp on the cockpit coaming with just the fingertips of the opposite hand. He then clung desperately, but listening patiently, as his instructor, through the still at­ tached Gosport tube, gave a lengthy dissertation on the finer points of flying a half roll. None of us working with Mac had heard anything about this event, and I inquired if he had told his in­ structor what had occurred. He replied, "No, I didn't tell him be­ cause I didn't want him to think I was chicken! " and he went on to say that the heavy rubber band had not been over the buckle either time, be­ cause he was concerned if it became necessary to quickly release the belt, he would be unable to unbuckle it. An instructor colleague was train­ ing his student on split "Ss," this maneuver calling for half of a snap­


The instructo~ now concerned, also got on the stick, and to his great alarm found that he could not budge it, with speed compounding at a frightful rate as the airplane dove straight for the ground. roll that is discontinued when the airplane is inverted. From this in­ verted position, the nose is then allowed to fall, with the maneuver being completed by flying the final half of an inside loop, a 1,000 or 1,500 feet lower. Earlier, I described a tailspin for you. To perform a snap roll the air­ plane is forced to very rapidly snap, or auto rotate, as in a tailspin, except in this case the spin is done along a horizontal rather than vertical de­ scending flight path. By applying a sharp backward pressure on the stick, the wings are forced to stall but at a much higher airspeed because the re­ sultant sharp increase in "Gs" temporarily greatly increases the ef­ fective weight the wings must support. Unable to do so, the wings stall with the horizontal "spin" then triggered by application of full rud­ der, and in a split second a full snap-roll is completed. A snap may be stopped at any pOint by use of forward control stick and opposite rudder. From the pilot's standpoint, as the wings are forced into the initial stall during a split "S , " powerful"G" forces first ram him hard into the seat, then, a split second later, when approaching the upside down posi­ tion, the stick is popped forward to stop the snap, and no matter how tight the pilot's lap belt may have been , his full weight suddenly crashes into its support. Then, as he hangs on the belt, the nose is al­ lowed to fall into the second half of looping flight and high "g" forces again drive him hard into his seat. Physically, the split "S" can be very erosive on a person, and six hours of them in a row on split "S" day could be guaranteed to produce many

aches and sore spots. In this instance, as the training airplane entered the final loop-out portion, it became quickly apparent that the student was flying a far shal­ lower and more gentle recovery than should be expected, with the air­ plane gaining speed very rapidly as the nose slowly arced from inverted through straight down. The instructor, now concerned, also got on the stick, and to his great alarm found that he could not budge it, with speed compounding at a frightful rate as the airplane dove straight for the ground. Now totally alarmed, both pilots were pulling with all their might, when the stick suddenly broke loose and came back. The screaming Waco missed the trees and hills by only a few hundred feet, then zoomed very high as they arced back skyward dissipating their very excessive speed. Upon landing, inspection showed that the tough Waco Trainer had hung together under the high stresses and was undamaged . The brass cylinder of a quart Pyrene fire extinguisher, that was normally stowed on the floor of the rear cock­ pit, had been missing for several days and had been replaced. It was discovered that the "lost" extin­ guisher had been banging around in the rear fuselage , finally becoming wedged between the actuating horn of the elevator control and a fuselage structural member during their split "S." With the combined strength of the two men, when the stick finally did come back, it did so because they bent the heavy brass extinguisher double. Throughout training all partici­ pants in the Primary and Secondary

courses were given daily exposure to simulated engine failures, thus ex­ posing them to continued practice of forced landings. No matter what kind of training was in progress, stu­ dents were drilled and drilled to always keep the wind direction in mind, and to have a field selected to which they could glide. It was mid-morning and I was working with my second student of the day. At 700/800 feet we were working on eights around pylons, our pylons lying on a line perpendic­ ular to the wind. While flying first around one pylon, and then the other, the objective is to effect a per­ fect "8" shaped pattern over the ground. To do so requires much out­ side attention and concentration, as the airplane's bank and turn radii are continually varied in compensation for the effects of wind drift. The tracks and arcs flown are very similar to those of a figure skater, who, with graceful swoops, slowly and precisely scribes her required fig­ ures, and crossovers, and loops and arcs, leaning and banking an arcing loop to the left, then leaning and banking an arcing loop to the right. While scribing her eights, she looks first over one shoulder, then the other, as she studies the grooves cut by her skates, while maintaining her grace and balance by instinct. Over and over, slowly and carefully, she traces and retraces her eights, her skate blades trailing crystals of white shaved ice. It is a lovely and beauti­ ful performance and at last the judges post their scores and the audi­ ence applauds. Likewise, the airman now per­ forming his "8s," in low level gentle turning flight, leans and banks and arcs his airplane to the left, then VINTAGE AIRPLANE 7


leans and banks and arcs his air­ plane to the right, first looking back and down over his left shoulder, then his right shoulder. He too, con­ centrates on his tracks over the ground as he too scribes his re­ quired figures in the unseen fluidity of the sky. Over, and over, and over again, striving for perfection, but for him there is no audience or ap­ preciative applause, only his instructor and the joy of being aloft on a soft lovely day. Today, my student was doing very well, so before proceeding to an­ other maneuver, I snapped the throttle back and through the Gosport speaking tube announced, "forced landing!" A nicely planned and nicely flown power-off gliding approach was made, followed by a short sideslip to just clear the bor­ dering fence of a nearby field. The wheels brushed the hay tops and I eased the throttle forward, then as the Continental dug in, announced through the Gosport, "Okay, let's get out of here!" Our approach had 8

APRIL 2000

been made to a lovely alfalfa field and we now skimmed very low across it, but ahead of us was a barn and a red silo with a white coned roof. We raced toward them with rapidly increasing speed and as we got closer I could plainly see that there was insufficient room for us to go between. But at the last second the left wing was very gently low­ ered and a perfectly timed, and perfectly flown climbing turn grace­ fully initiated, causing us to fly between the obstacles with only inches to spare. In the meantime, with fingertips brushing the tip of the control stick, I had been watching what I was com­ pelled to admit was some very nice flying. Yet, my students was cer­ tainly being a bit cocky and I thought it best to register my disap­ proval, so I picked up the Gosport mouthpiece and turned to him with a frown. Behind me, his chin rested on the coaming and he was looking down with a faraway look. As I spoke to him, "John, that was pretty nice,

but that's enough of that stuff!" he looked around surprised, raised both hands so I could see, and shouted forward, "I thought you had it!" During the time that I worked for Mac's school, my pay was good, in fact it was enough for Peg and me to purchase our very first home on the outskirts of the other side of town. But I learned a lesson from Mac one day on how not to make a request for what I felt was a deserved raise in pay. Like the other instructors, I had been working very hard for several weeks and I was dog-tired. All dressed in my flight gear one win­ ter's morning, I clomped into Mac's office in my snowy flying boots and told him that I wished for a raise in pay. Mack looked up from his desk, "Dutch, I just can't give it to you," to which I replied , "Mac, if I don't get it, then I quit!/I Mac stood up, "Well, so long then," wheeled, and walked from his office to the back shop area and the door closed be­


hind him. I was alone and I was stunned and totally at a loss at what now to do. Mac didn't come back, so after a while r clomped back out of his office and through the snow to a large parking area log in front of my parked car. My parachute was still strapped to my backside and I sat myself down on the log, fully dressed for winter flight, pondering what I had done. My student scheduled for the second morning flight came looking for me and was greatly puzzled at what I was doing sit­ ting on the log. He said, '!lCmon, let's fly!" and I had to reply, "I can't!" and I didn't feel like explaining why. My later students came for their lessons and their schedules came and went unflown also. At morning coffee break, then later at lunchtime, Mac and Harry Ward walked by me on their way to and from Bill Churchill's lunch­ room and I hoped for some kind of opener that might lead to some more conversation, but Mac only mut­ tered, "Hi," as he went by. I felt awful at the big mess I had made of things, and what would I ever tell Peg? But still, dressed as I was, and with my parachute still on, I was get­ ting warm in the sun for the first time in many weeks. Mid-afternoon, Mac opened the door and called, "Hey, come on in here and let's talk. How about a $10 raise, then get yourself out there and get a couple of hours flying in before it gets dark." Boy, I went, and was I ever relieved at getting out of the mess I had made, and did it ever feel good to be flying again. Since then, believe me, I've been much more careful in throwing my weight around when negotiating pay, or anything else. r found that working for someone else was a lot different from being my own boss!

I clamped into Macs

from the punishing free-style slambang aerobatics I'd been fly­ ing in the UPF-7 Wacos for the last couple of years. Airplane control by sole reference to in­ struments, I quickly found, requires gentleness, and a differ­ ent kind of smoothness, and a very different kind of planned and coordinated and delicately shaded control inputs, coupled with long periods of head down relentless concentration and a very fatiguing panel scan that simply cannot be slowed or eased. You can't look away; you cannot rest; you cannot take a re­ assuring glance over the side because even if you do there is nothing out there to be seen. You must take advantage of, and not fight, the plane's stability while you interpret, and juggle, and nudge back into place a dozen pivoted, hinged, flicking and swaying needles on an of­ ten times turbulence-bounced and blurred instrument panel. The dozen needles being scanned and in­ terpreted all feed the pilot information for control that could be sufficed by just one glance at the outside world, were the airplane be­ ing flown in good weather. And a contrast geometric visual­ ization of rapidly changing position in relation to charted airways, inter­ secting and crossing airways, and letdown tracks, and minimum and cleared to altitudes must be main­ tained, requiring a relen tless and tiring vigilance, while the earphones clamped to the pilot's head weigh heavier and heavier, their monoto­ nous Morse code rhythms producing a mesmerizing drowsiness. Yet you must keep track and you must stay alert lest you unknowingly pass through an intersection, or pass over the station's transmitter, continuing mesmerized and spellbound by un­ noted and now reversed dots and dashes droning on and on with their familiar rhythm and monotony, as unseen terrain lurking below reaches for you through the damp mists .....

office in my snowy flying

boots and told him that

I wished for a raise in pay.

In the few years I was with Mac, I taught the Civilian Pilot Training Primary and Secondary, as well as

Mack looked up from

his desk, "Dutch I just

can't give it to you, " to

which I replied, "Mac, if

I don't get it, then I quit!"

the Flight Instructor and Instrument courses, and was deSignated by the Department of Commerce as a Sec­ ondary Flight Examiner, and also as an Examiner to conduct Private Pilot and Commercial Pilot flight tests. I was learning plenty, but my real op­ portunity came when Mac's school became authorized to conduct in­ strument courses, and I was trained and put to work as an instrument in­ structor on the CPT Instrument program. Mac purchased a brand­ new Link Instrument Trainer from Link Corporation at Binghampton, and for the flight work, a fully in­ strumented and radio-equipped Fairchild 24 cabin monoplane. Be­ sides our CPT students, Mac's school also contracted to give instrument training to newly-hired American Airlines copilots. This was a new, eXCiting, and very demanding, unforgiving phase of flying that had intrigued and beck­ oned me ever since the end of Clay Welch's Waco "F" in Canada. How different this instrument flying,

VINTAGE AIRPLANE

9


PlaneDream

By Lauran Paine Artwork by Jim Newman

I had a dream the other night. It was about an airplane. It was spring and I lived on a farm of wheat fields. The wheat was young and rippled various hues of green in the light breezes. Nestled in the fields was a strip of grass about three thou­ sand feet long and fifty feet wide. The grass was short and the ground was firm. At one end of the strip was a barn­ like building with big, wooden front doors. It wasn't new by any means, but it appeared to be solid. I walked up to it and pushed open one of the doors. Inside, on the clean concrete floor, sat a Stearman. It was white with red trim. It sat on its tail, pert and proud. Its windshields were clear and clean. Its tires were black with plenty of tread. There was not one drop of oil on the floor under the en­ gine. This was a machine of magnificence; a sight to behold. I walked around it and talked to it, wiggled the parts that wiggled and felt the strength of the parts that didn't. I opened the other door of the building and pushed the Stearman out into the sunshine. The shadows that were on the fuselage gave way and revealed a gleaming white gem of aviation beauty. There are a few things, however, 10 MARCH 2000

that you need to know about this airplane. It didn't have any registra­ tion numbers on it. None. Not anywhere. Didn't even have a regis­ tration certificate or airworthiness thing. In my dream I knew I owned the airplane and I knew it was sound, so I figured I didn't need some agency to give me official pieces of paper to tell me what I already knew. It didn't have any logbooks either; the thing had never been an­ nualed. Never. Ever. But it was solid as a rock. And, of course, it had no radio. Or altimeter. Or insurance. None of this detracted though. This baby was merely pure ... and free. Its name was Plane. Plane was not without rules. It had three: 1) stay healthy, 2) share the beauty of flight with as many as possible, and 3) be polite and happy. I got in Plane and sat. Just sat, ab­ sorbing the feel. Stick, throttle and pedals felt good right where they were. So comfortable, this dream. I started the engine. It started right up settling into a smooth idle. The propeller played gently with the air. I nudged the throttle and Plane moved toward the end of the grass strip. As we, Plane and I, lined up, I added the rest of the throttle and Plane began rolling down the strip in earnest, feeling for solid air beneath

its wings. The wings reached har­ mony with the air and Plane was at home ... aloft and carefree, feeling joy. The air was smooth, not a ripple to be felt. The scenery below matched the feeling aloft, the farms and farm­ lands reflecting the good hearts and hard work of those who tended them. Over the next rise is Willie Munson ' s place. He has Hereford cattle, umber cows with white faces dotting the landscape. Off to the right is Tom Martin's dairy, with black and white cows grouped in pastures. Willie and Tom always wave if they're out. They're good friends, the do-anything-for-ya kind. They like Plane. Plane has shown them their farms from the air many times. Their cows even like Plane, occasionally looking up while con­ tinuing to chew whatever it is they chew. Plane is a friend to all. Well, everybody 'cept 01' F.A. Haye, over in Burrcrat County. Plane bothers him. F.A. is one of those kind of people who sorta likes to mind everybody else's business. He's not a bad sort, really; just has a bit of a rough time understanding freedom of spirit. Most people around these parts don't pay him much mind, just sort of let him talk on and then go about their business of doing what's


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decent and right. Plane and I lollygag with the air a while longer, continuing to feel the joy. It occurs to me that if more peo­ ple could experience joy on a regular basis the world be a better place. Plane helps makes the world a better place. Plane begets joy. Plane is mine but I try mightily not to be selfish with the happi­ ness Plane brings. We love to share with wife, kids, grandkids, rela­ tives , friends, friends of friends . Plane brings smiles to them all, gives them a memory that is good and lasts forever.

Plane and I head for the strip. We don't fly long, just often. Power back and hear the air singing its song of flight as we glide over the grass and settle back to earth, rolling gently on up to the hangar-barn. Shut off the engine and just sit for a bit. Serenity. Peace. Contentment. I push Plane back into its place of honor in the hangar-barn. I wipe it clean and bid it thanks un­ til n e xt time. Next time is never very far away. Plane generally flies only on the good weather days, usually morning or evenings. On rainy days Plane's

friends sit on the old couch nearby and listen to the rain on the roof and talk. That's always a fun thing to do too. I walk, amble, actually, back to the house .. . smiling . Whatever I have to do today, whoever I have to see, it all will be better because of Plane. Oh, I know, it's just a dream and dreams don't always square with re­ ality. Well-meaning people will tell you dreams are flawed. But you know what? I don't care. It was still a great dream. And you know what else? ~ Dreams can come true. VINTAGE AIRPLANE

11


PASS IT TO BUCK

by E.E. "Buck" Hilbert

EAA #21 VAA #5 P.O. Box 424, Union, IL 60180

Sun 'n Fun '00 I am really looking forward to the new faces and newly located places at Lakeland this year. Billy Henderson, who spearheaded this wonderful happening throughout its growing pains since 1975, has stepped aside, but not down, to let John Burton get his feet wet. I'm sure that John, with Billy prodding him and pushing him in the right di­ rection, will make this Sun 'n Fun one to remember. I'm ready for the sunshine and getting hot and sweaty over air­ planes. I also want to see the new ISAM facility, renew old acquain­ tances, both people and airplanes, and enjoy. Dorothy and I will be driving an EAA van from Oshkosh hauling the last minute supplies and most of the photo and video equipment that is too bulky or too valuable to ship. This volunteer effort of ours has its benefits. We get to stop along the way visiting windsocks, friends of aviation, and even some of our relatives. In the planning is a visit to the Museum of Flight in Birmingham, Alabama to see the A-12 they have just acquired and see the "new" look, now that the city has included the facility in the airport plan. For a 12 MARCH 2000

long time the Museum of Flight has been Birmingham's best kept secret. Now it's coming to the forefront. What's an A-12? Weil, it's a sin­ gle place, earlier version of the SR-71. This particular one was re­ tired after only 345 hours of use and became the gate guard at Lockheed's "skunk works" facility at Palmdale, California. Its surveillance cameras played a big part in locating missile sites in North Korea "67." It made its last flight on June 21, 1968 after completing 177 "sorties." Now it becomes "gate guard" of honor at Birmingham's Museum of Flight. On the way home we'll visit the Army Aviation Museum at Fort Rucker, Alabama. This is one that is near and dear to my heart. As a Ko­ rean War Army aviator, I always had the feeling that Army aviation was largely overlooked. Not so, if you visit this Museum. General George Putnam, when he was Fort Rucker's Base Commander and head of the Training Command, put the wheels in motion to acquire and preserve many of the airplanes you'll see if you visit there. They have T-28s, P­ SIs, some early on experimental combat "close support" vehicles (they fly but can hardly be called air­ planes) and for you WW-I and

pioneer fans some displays that'll knock your socks off. There is quite an assortment of multi-engine fixed wing airplanes there too. But back to Sun 'n Fun. Those of you with computers can get a pre­ view of all that's happenin' at www.sun-n-fun.org. "Hoot" Gibson and Scott Crossfield will be there. Bob Hoover, Patty Wagstaff, The French Connection and Sean Tucker will be part of the air show, and you'll probably see me around the Type Club tent, Vintage Headquar­ ters and EAA Headquarters where Dorothy will be holding down the fort. Our Executive Director and Editor, H.G. Frautschy, will be "cart­ ing" about looking for aircraft and owners for Vintage Airplane articles, and I'll try to help him. Look for our award winning photo guys headed up by Jim Koepnick and tell him how great his award winning work is. The camaraderie, the laid back "airplane" atmosphere, and all the wonderful volunteers to rub shoul­ ders with and talk airplanes. Hey, I can hardly wait! Over to you, and we'll see you there.


ltWell, it flies lil~e a Cub.

71

I was floored! Could it really be that silllple? Could that be the secret of the deadliest Gertnan fighter of WW-I?

Article and photos by Ted Sacher VINT AGE AIRPLANE 13


It is arguably the best fighter of the First World War, and so, if a pilot could fly a trainer, they could then fly the Fokker D.VII. In fact, the old, war­ weary Albatros D-III trainers were probably more dangerous to the begin­ ner than this fighter... Imagine that fact occurring today: if you could fly a Cub well, you could then fly a Stealth Fighter. The concept is mind boggling! I had come to Old Rhinebeck Aero­ drome to find out the truth about this legendary aircraft. The late Jeff Ethell had written in a magazine article that the D.VU was a beast to fly, and that it tore him up. Was the Germans' best a beast like the Sopwith Camel? But no; it flies like a Cub? I was con-

the D.VII that it became the new stan­ dard fighter for the Lufstrakriete. It flew at over 21,000 feet, could hang on its prop and shoot so well that one British pilot, Lt. John M. Grider of 8S Squadron, wrote home saying, "I got to circling (in an SE-Sa) with one Hun, just he and I, and it didn't take me long to figure out that I wasn't going to climb above this one. He began to gain on me and then something I've never heard of before. He'd been cir­ cling with me and he'd pull around and point his nose at me and open fire and just hang there on his prop and follow me with his tracer. All I could do was to keep on turning the best I could. If I'd straightened out he'd have me cold as he already had his sights on

average pilots great and great pilots un­ believable. Pilots loved it for another important reason: the fuselage frame was made up of welded steel tubes. In an accident, these tubes bent and ab­ sorbed a lot of the impact. Wood framed fuselages, on the other hand, broke and shattered, and many pilots were severely injured by the oak and ash splinters. It was a fantastic design for 1917. It had fully cantilevered wings, no exter­ nal rigging, welded steel tube fuselage and a reliable, robust engine. It was easily maintained in the field. It took a multiplicity of engines with vast im ­ provements to its performance. In 1918, the Germans used at least five different engines in the D.VII: The

The upper wing lozenge camouflage, hand painted by Sue Hayes-Fischer, produced a haze effect when viewed at a distance. It softened the hard edges of the wings. Originally this was printed onto the fabric, which saved precious pounds of dope.

fused. It must all be put into perspective... The Fokker D. VII was an aircraft so feared, respected and thought so neces­ sary for the Germans to continue the First World War, that everyone was demanded by the Allies in order for the Armistice to take effect: "Surrender in good condition by the German Armies the following equipment...2,OOO air­ planes (fighters, bombers, above all every Fokker D.VII...)./I Many legendary German pilots flew it: Udet, Goering and even Richtofen (in evaluation tri­ als). Indeed, it was because of the Red Baron's enthusiastic endorsement of 14 APRIL 2000

me. If I had tried to hang on my prop that way, I'd have gone right into a spin. But this fellow just hung right there and sprayed me with lead like he had a hose. All I could do was watch his tracer and kick my rudder from one side to the other to throw his aim off. This war isn't what it used to be./I In fact, French pilots had orders not to engage the D-7, it so outclassed their SPAD 13. And that was what the Amer­ icans were flying. The German pilots just loved the D.VII. The Pfalz D-XII, a worthy con­ temporary, never really had a chance. The Fokker flew so easily that it made

160hp Mercedes D.III, 17Shp Mercedes D.I1Ia, the 18Shp BMW.IlIa, the 200hp Mercedes D.TII.UA , and the 18Shp Mana.IIIa. In America after the Great War, the D.VII had many diverse and different engines: the 21Shp Liberty Model A, the Liberty V-8, Packard 8 and V-12, Hall Scott L-6, the Hispano­ Suiza, and, lately, the Ranger L-440. In Holland, Tony Fokker lengthened the aircraft itself to make it a two-seater, the Fokker C-l. Moreover , according to the man who has flown more hours than an y­ one alive, it still flies very easily, even by modern standards. Ken Cassens has


The O.VlI's raison d'etre. Copies of the twin Spandau machine­ guns are mounted within access of the pilot in case of ammunition jams, which were all too frequent. The copper tube coming down from the wing is the fuel line from the gravity fed fuel tank.

~~~ (Above) Hanging on the prop. According to Ken, this can

be done all day by the o.vll . (Left) The unmistakable visage of the Fokker O.VII, looking almost like a medieval knight's helmet. The radiator is a masterpiece done by Neil Good.

been flying Old Rhinebeck Aerodrome's Fokker D. VII every weekend in the spring, summer and fall since Septem­ ber 1993. He has flown it cross-country, has looped it, and yes, even hung it on its prop. I asked Ken, since he has flown everything from crop dusters to Con­ nies, if he was able to put flying this legendary aircraft into a true, non-ro­ mantic perspective. "It flies like a Cub. Really. It flies great; it has no bad stall characteristics. Wh en it does begin to stall, it'll just mush, and you can hold it straight with the rudder. It doesn't tend to drop off o n a wing. The air over that huge wing produces so much lift that it just stands on the tail. Of course you have that big propeller producing a lot of lift over the center part of the airplane. It's almost like the airplane is in a wind

tunnel." The propeller is 9' 9" long. That really is a lot of lumber out there. Ken said, "We were told that's the cor­ rect size. But we 've since found out that the prop is 9 inches too long. Be­ ing that long, I really have to pay attention in landing it every time as a perfect three point landing, or I could tear up that prop if I landed on the main wheels first. At level attitude on the ground, it has about 3" of clear­ ance. And with the bungees compressed, there's no ground clear­ ance. (And the grass strip at the Aerodrome was, and still is a farm field: it grows rocks.) "Yeah , it's 9 inches too long, but the prop works and why pay for another one when this one does the job just fine? It's a lot of money to make a Mercedes prop; you just can' t get one from your local aircraft parts

supplier." No, you just can't buy one from any supplier. But the beauty of these WW I aircraft is that you can make one. A real one! The history of this particular D.VII started with Cole Palen. As with many other projects that Cole undertook, it was the help of friends and associates that brought his last magical project to wing. Cole got the complete plans from Leo Opdycke of World War One Aero, a central clearing-house for any­ thing concerning pioneer aviation. (The complete set still sells for $125.00!) The drawings were created by Herb Kelley. Neil Good made the beau­ tiful radiator. Andy Keefe built the wings in 1992, with Cole building the rest while both were wintering in Florida. Ken did the engine installation and the smoke system. VINTAGE AIRPLANE

15


(Top Left) Left side of cockpit showing throttle quadrant with spark advance lever underneath. On the instrument panel is the starting magneto and the fuel switch. You can also see the top of the control stick with the wooden auxiliary throttle handle on the left and the twin gun triggers on the right. (Top Right) Right side of the D.vll cockpit showing the original German tachome­ ter and altimeter. The wooden handle close to the fuselage wall is for the greaser pump. Other side view of the control stick showing the auxiliary throttle. In the center is the engine 'blip' or kill switch.

Sue Hayes Fischer hand painted the wings (!). Sue said, "We were pretty proud of the lozenge camouflage . It took six weeks just to paint those wings; Cole decided upon the original color scheme. Shuttleworth gave us a piece of original WW I German camou­ flage printed fabric from their LVG for the top surface wing colors. For the lower wing surfaces, I found a good de­ scription in a magazine about the color scheme and the pattern. I hand drew each lozenge, mixing the colors to match. Cole was real excited about painting the seven Swabians on it. I also remember when we got the origi­ nal Mercedes; it was very exciting as we stood around and we 'oohhed' and 'aaahhed.' Cole got it in a 'horse-trade' with Kermit Weeks. I think he traded a Bentley rotary for it." Cole did good. (If anyone knew how to 'horse trade' an aircraft, it was Cole Palen.) This is a very rare Mercedes en­ gine; a 200 hp Mercedes D III.UA. While most D.VIIs were fitted with the 160 hp D.111 Mercedes and the highly coveted BMW.IlIa 185 hp engines, sev­ eral aircraft were fitted with this improved engine. As early as June 6, 16 MARCH 2000

1918 one was discovered by the British in a shot down Fokker D.VIl. Test re­ vealed a 23.5% increase in compression (and horsepower) over the 180 hp Mer­ cedes D.lIIA. The new ratio was 5.73:1 versus 4.5:1. All this was accomplished without changing the bore or stroke from the 180. The cylinder heads were domed. This is also a high altitude engine. According to documentation, there is an auto leaning capability on the car­ buretor. However, Ken corrected my comments upon the known historical data: "Actually, it's not auto leaning; when the throttle is full open, it opened a cam, which allowed two slip rings in the double barreled carburetor to load up and lean out the air mix­ ture. So it was sort of automatic, but it depended on the throttle setting. That was the trouble with the engine when we first ran it; parts of that carburetor weren't complete and these rings were allowed to float all the time, so as soon as you opened the throttle, it would lean out and backfire. We finally blocked out that whole mechanism so that it stays in the position where those rings can't move. So in a sense, ours is

rigged up not to be altitude compensat­ ing. But that doesn't matter since we don't fly it high for the shows, anyway. I think I've had it up to 4,000 feet on trips and on the road. There are no dif­ ferences in flight characteristics at that height, either. "And the engine is good! It hasn't missed a beat yet; knock on wood." (Ken then knocked on Jenny wood, too. Only at Old Rhinebeck!) "It's a pretty dry engine, it hasn't developed too many oil leaks. It's got a weird oil system: it has a little four-cylinder pis­ ton pump for the oil. It's a wet sump engine with the capability of adding an external oil tank on it, which they nor­ mally had on the D.VIIs, but we eliminated that so we have a closed loop. The induction manifold also has water jackets as a preheat, whereas the earlier Mercedes engines used an as­ bestos wrap. It has all original German instru­ ments and they still work: an RPM up front between the gun butts; an altime­ ter on the righ t and an oil pressure gage and a water temperature gage. And that's it, except for the compass down on the right side. And that works too. The brass wing nut is the greaser for the water pump. On the control stick are aUXiliary throttles and ma­ chine-gun triggers on the right. The button is a kill switch to the right mag­ neto so as to not windmill the prop down the runway. I put the engine on right mag only, so as to kill it to help slow the D.VII going down that run­ way. It is a dual mag system, and the magnetos are also original. The spark plugs are easy to find; they're a stan­ dard 18mm and are long reach plugs costing about 50 cents apiece. An AIC military plug works good. The engine runs up to 1,200 rpm static; when we fly, it'll go to 1,400. That's about the normal rpm that the pilots ran it." I asked, "So, how's she on ailerons?" "Ailerons are a little bit on the slug­ gish side. They're kind of heavy and not too responsive. I don't think that's because of the design of the airplane; I think that's because of the way the air­ plane's built; this one that is. There's a lot of internal friction in the aileron linkage and stuff like that. But the weak point of the airplane is the


A new generation flies the old : Ken Cassens and his son, Ryan.

The Best: the legendary Cole Palen and his Fokker D.VII taken on the day of its first flight. Cole was wearing the eye patch due to his recent small stroke.

ailerons and the roll. It's ade ­ quate, but it'd be nice if it was a little more responsive./I "But you could take care of that if you were to rebuild it, if you wanted to, right?/I "Yeah, I think so. There's a pretty good seal between the gap, so there isn't a lot of air leakage; but there is friction and stuff like that. And there is a bit of warpage on it too; it's not ex­ actly true, and all that adds up to a heavy aileron. "It climbs out pretty good, es­ pecially in the colder weather. Elevator response is excellent and the rudder is very good. It turns pretty quickly. It may not be up on speed but with the maneuver­ ability it'll keep up with just about anything./I "So it could handle Camels?/I I asked. "Yeah, I think so.. .It's still an airplane that you have to fly all the time./I Ken continued: "We built it the same way as the originals. The weight is about the same. The only differences we've made is to put a wing tank in it instead of using the pressuri zed fuel tank. /I (Most WW I aircraft pres­ surized the fuel tank to deliver fuel under pressure to the nor­ mally aspirated carburetor.) "The little air compressor that runs off a cam from the engine, that nor­ mally would be used to pressurize the fuel tank through a regulator;

we're u sing that to pressurize the smoke tank for our smoke system. The other change we've made is to use a steerable shoe on the ta il skid. And that makes it very co ntrollable on the ground. So with these narrow runways that we have h ere, yo u sort of need that, because we flew the airplane a couple times without the steerable shoe, and when that tail gets down and is going, it has a mind of its own. So if you have a big, sq u a re field to land on (like they used in WW I), that's no problem, but with our skinny little runways you need all the help you can get. But it does roll out straight; the suspension on th e gear is sufficient; the bungee cords handle that rough runway pretty well. "But we fee l ours is built as a pretty accurate Fokker D.VII that gives a good representation of th e o ri ginals. But that doesn ' t go for the other D. VIIs, and perhaps the one Jeff Ethell fl ew may h ave had some problems. That whole flight report of his in Flight magazine was a pretty bad representa­ tion and it surprised me. While he may have been an exper t, I think he was out of his field when he was flying that airplane, because certainly the article he wrote didn't describe our airplane at all. In this D.V II , yo u can turn your head at cruise power, at full takeoff power, without feeling that the goggles are going to be twisted off m y h ea d. Nothing against Jeff Ethell, but I think that article wasn't very good.

-continued on page 2S

VINTAGE AIRPLANE

17


Loraine logs some bucking bar time back in the fuselage of the 150.

The airplane was located in North­ ern Indiana, only 110 nautical miles from home base. I made arrangements to meet them in two days and was walking on cloud nine for the rest of the evening. Ken and I flew our Bonanza to check out the airplane. By this time, I had punched the N-number into the Inter­ net and found out that it was serial number 348 in the first year of the Cessna 150 run. I was hoping that it would be earlier than that, because I had heard that the first few 150s had landing gear boxes both in the front (where the 140A had been) and in the back where the 150 gear was located. Alas , it was not to be. There was no gear box in the front, however, it did have the cleanest empty spaces I have seen in 40-year-old airplanes and the bulkheads had been pre-drilled for the Cessna 140 gear boxes. I told Ken it was pretty good and to get me a good deal. Then the bum tells me it is my project, so if I want it, I have to do the deal making. Huh? That is NOT one of my favorite pas­ times. So I put a nice smile on my face and made them an offer with a fresh annual included. I knew that they wanted to sell it , so I mentioned as soon as an annual was done, I could be down with a cashier's check. That seemed to turn the tide and my offer was accepted . I wanted an inexpensive project and they had been trying to sell their plane for over a year, so they were happy to part with it. Two days later the annual was signed off and I went down to pick it up. Hap­ pily, it was a very uneventful ride back home. When you are sitting in it, you 20 APRIL 2000

Lorraine Morris' little Contemporary Custom Cessna tools along, looking just like it's big brother, the Cessna 180.

would swear it is a Cessna 140 (except for the goofy control wheels and silly panel). It has the same seats as the 140 and the same fuselage, but someone put the tailwheel up front and ruined "THE LOOK". After we arrived home, Ken took a turn around the patch. Then the disman­ tling began. First the cowl, Clecos in place, the old landing gear boxes are removed then the wings and tail. and the bottom belly skin is replaced. Using a contraption Pretty soon, the engine was made out of 2x4s, the fuselage can be rotated to make it convenient to do the sheet metal work. hanging from the hangar beam and it was an instant tail­ dragger (the nose gear is part of the engine mount.) We put the wings in a cradle and brought them home, then went back to the air­ port and got the fuselage and engine. During the dismantling, we realized we needed a name for our new project. The N number ended in an E, so we started throwing out "E" names. We ended up with Elmer Fudd. The first order of business was to The early Cessna 150 interiors matched the last get rid of the old gear. That did not 140s nearly piece for piece. pose much of a problem, and was quickly done. Then the business of installing the "new" 140 gear began. We not been a big deal. Find the gear legs, spent a few days pushing and prying gear bulkheads and a tail wheel. Simple, and had to get "a bigger hammer" sev­ right? Then the details started to emerge. eral times. Eventually we had them in Apparently around November 1947, and held in position, ready for rivets. At Cessna decided that the gear bulkheads about this time, we discovered we were missing a few pieces. -continued on page 26 For a while, the search for parts had


SOLVING A

LANDING GEAR PROBLEM By Grady Sharpe

Just over a year ago, I finished an extensive restoration (90-95% new construction) of a 1929 Waco ASO (Texaco #7). The Air and Space Mu­ seum provided copies of the original Waco drawings for nearly all of this restoration work. Using these draw­ ings, I also constructed a totally new landing gear including the conver­ sion to Waco's "Outrigger Gear" design using a Gruss type shock strut. The drawings for the gear Vee assembly also shows it as viewed from overhead with the axle 90° to the hinge line where the Vee at­ taches to the fuselage fittings. Also, the drawing illustrates the axis of the left and right axles to be in align­ ment only when the Vees are in that drawing's position. This is how I jigged and constructed the first pair of Vees. Subsequently, they proved to be unsatisfactory. Of course, when installed on the aircraft, the Vees do rotate on their hinge lines and the axle alignment changes. That it changes in wheel camber is obvious. Less obvious is the fact that wheel toe also changes due to the 20° inclination of the hinge lines. During the landing roll after the first flight, I found (with racing pulse) that it was very unstable di­ rectionally. The owner then tried it with the same results. Time to stop VINTAGE AIRPLANE

21


EXAMPLE 1929 Waco ASO

measure toe

measure the toe at axle height

using points 1 & 2 above

Drawing 1 A The wheel alignment with first set of Vees B Alignment with second set of Vees

~J,",Jr · "~ r rl':'­

r

~ '0

+

.S! :: ~ .~

~

5

'" :;

at

POir #1

Difference = 1-5/8"ltoe-in

I

"'.'1'"

axle.J1

i

~

Leasu~emen~.

L

ll~ent ' with!'

(1/2 dia

with B

13/32"

NOTE

A & B represents

alignments with struts

fully extended as in just before touchdown

':

Ii

They DO NOT represent construction

Re: axle alignment change with the second set of Vees. Having found in the first set a 1 - 5/8 inch toe - in I used one half of this amount for the toe - in of one wheel : 13/16" . Moving the forward measure point outward 13/32" and the aft point inward 13/32" gave me the change in axle alignment indicated by B above. Viewed from above and not to scale

Drawing 2

hinge line

Drawing 3

direction of travel

Drawing 4

check marks here to record distances between measuring points

,-'" :-9

\II

I~.~

/~ '

.~....-­

, . . ... ~

....

- T:

axle ctr line

adjustment floor A Story Stick. Construct from 3/4" x 1-1/2" pine and 1/4" plywood

Drawing 5

22

APRIL 2000

and go back to the drawing board ­ and this I did. I then spent a considerable amount of time looking at and studying the gear. While rolling the aircraft about, I found that in rolling it forward the shock struts would ac­ tually extend and the camber would increase. Rolling the machine back­ ward, the opposite would occur. Hmmm - it's time to make a story stick (see drawing No.5) and mea­ sure the wheel toe. Measuring this with the struts fully extended (max. camber) I found a toe-in of 1-5/8 inches. This 1-5/8 inches of toe-in is a significant amount when measure over a distance equal to the wheel's diameter. Refer to drawings No.2 re­ garding this measurement. In reviewing drawing No. I, note and carefully consider the implica­ tions of the 20° hinge line as the aircraft travels horizontally in the 3­ point attitude. Consider the changes in the wheels' plane of rotation rela­ tive to the airframe as each wheel travels vertically through the shock strut range. To emphasize a point made earlier, the most noticeable change visually will be the change in camber and tread as the struts ex­ tend. Very much less noticeable visually will be the actual change in wheel toe alignment. I also constructed a small model (see the photos) using only the min­ imum elements of one gear assembly; a 20° inclined hinge line and the Vee assembly with an axle. At the end of the axle a straight piece of wire represented wheel alignment. In the photos you can see 4 lines. Line 1 is the 20° inclined hinge line, line 2 represents wheel alignment with the shock strut ex­ tended and line 3 the wheel alignment with the strut com­ pressed. Line 4 is in alignment with the centerline of the fuselage when viewed from above. Note the fact that lines 2 and 3 are not parallel and that line 2 shows considerable toe-in. In the model the Vee is free to rotate on the hinge line. To further help understand this,


again refer to drawings 3 & 4. Draw­ ing 3 represents a side view of a Vee with its hinge line horizontal and parallel to its line of travel. Gear travel here, about the hinge line, changes wheel camber only. Draw­ ing 4 shows the same assembly but from a much different and exagger­ ated perspective. Here the hinge line is 90° to its line of travel. Impossi­ ble, of course, on an airplane but done here to the extreme to illus­ trate that any gear travel about this hinge line changes wheel toe only. Now, visualize what happens to any point in between - for instance the 20° inclination illustrated in draw­ ing l. With the first set of Vees con­ structed per Waco prints we had the 1-5/8 inches of toe-in with the struts extended and upon touchdown the wheels would forcefully try to close in on each other. This tended to keep the struts extended and main­ tained toe-in. That's a vicious circle: the wheel having the most surface grip through its footprint would steer the airplane, overpowering the rudder and steerable tail wheel. I knew then that I had to con­ struct a second pair of Vees with the axles installed at something other than the original 90 ° angle. Something that would provide zero degree of toe with the struts ex­ tended. After going through the math, the new Vees were com­ pleted and now during a 3-point, zero toe touchdown the aircraft tracks straight ahead. As the speed slows and the lift diminishes, the struts begin to compress and the wheel gradually go to toe-out with no discernible tendency to swerve. Refer to drawing 2 regarding the re­ vised axle positioning as it relates to the hinge line with the struts fully extended. To sum it up - with this type of gear, it's inevitable that we will have a range of toe alignment changes as the shock struts extend or compress. We just have to make sure we construct the gear to mini­ ...... mize its bad effects.

by H.C. Frautschy

Our Mystery Plane this month comes from the files of Charles Trask. Check out those balloon tires! Send your answers to: EAA, Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. Your answers need to be in no later than May 25,2000 for inclusion in the July issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to vin­ tage@eaa.org Be sure to include both your name and address in the body of your note, and put "(Month) Mystery Plane" in the subject line. Our January Mystery Plane, courtesy Pete Bowers, Seattle, WA was an unknown, with Pete having little information on it. It was designed and built by the U.S. Airplane and Motor Engineering Co., Upper Sandusky, OH. Not a word is written about the airplane or the company in Paul Brockett's Bibliography of Aeronautics (Mr. Brockett worked for the Smithsonian Institution) or Jane's All The World's Aircraft; The Aircraft Yearbook series doesn't mention it. It didn't show up in our indexing of

-continued on next page VINTAGE AIRPLANE

23


older aviation periodicals either, so we're stumped. Larry Knechtel, Seattle, WA did send us a note and said it looks like the Babcock LC-7. Larry wrote: liThe two passenger LC-7 or 'Light Commercial' -7 was built in 1919./1

He didn't have any more in足 formation either, nor do we. Can anybody add to the Babcock LC足 7 identification? Could this indeed be the Babcock LC-7? Here are the rest of Pete's pho足 tos of the LC-7. Perhaps they will give you the final clue to help solve the Mystery! ...... A small but robust structure with a Kemp 1-4 engine (thanks to John Underwood for the engine identification) mounted up front. The Kemp was listed as having a power output of 35 hp at 1,150 rpm, and weighed 192 pounds.

With the addition of the pilot and his passenger in these two photos, you can better judge the small size of the airplane. Four interplane struts on each side and ailerons only on the upper surfaces also distinguish the LC-7.

With one set of wings removed, you can see the A-frame cabane struts, and you can also see the large elevator control horn mounted on the exterior of the fuselage . 24

APRIL 2000


- Fokker continued from page 17 "Preflight is a lot like the Piper Cub, except you have to oil the exposed valve stems and rocker arms. The pro­ peller has to be rotated about twice through two full turns so that every­ thing is exposed for the oiling. The engine has a handle on the rear top that when pushed, reduces the com­ pression in the cylinders to half, so that the engine is easier to start. It starts like a Model T Ford. Then the handle goes back automatically after the engine starts. Rhinebeck's D.VII uses a magneto system for starting. To start, you turn the mags off so the guys can pull through the prop; turn the gas on; retard the spark, set the engine to half compression, and then I look at the number one cylinder after they've pulled it through a few times to prime the engine, and see that the intake valve is closed (which puts it just past top center) and then crank the booster mag. That throws a shower of sparks into the cylinder and that starts it." I thought, everyone wants to know the answer to this question: "So how fast is the D. VII? Reports have it any­ where from 118-125 mph." "I don't know how fast it is; there's no airspeed indicator. Just an rpm gauge. But I know the D.VIII that Brian Coughlin has is faster; it is lighter and has less drag." "You know, this isn't a high tech operation here." (An understatement if I ever heard one!) We don't do fuel consumption, time to altitude ground­ speeds, stall speeds; it's just flying by the seat of your pants. It has to be around here. Basically basics." It's nice to hear that that stuff has­ n't gone away ... I was lucky to be present at the first flight of this D.VII on September 10, 1993. It was momentous for a variety of reasons, one of which was that Cole Palen, for the first time, was not the test pilot. He had had a mini-stroke several months before and didn't feel right about flying yet. He asked Ken to take it up. Ken strapped on a parachute and took off. Brian Coughlin wanted to see this firsthand, so he invited me to go up in his Luscombe. The test flight went as smooth as wind at sun­

set. At altitude, Ken even tried hard stalls on this very flight, and yes, the D.VII just slowly dropped its nose. Upon landing, everyone was in high spirits. The best that Cole and his friends had made (and Tony Fokker had perfected) flew flawlessly from the first. Cole's tribute to his old friend, the late Dave Fox, had taken wing. Cole told me later that since this was probably going to be the last plane he would build, he wanted it to be a Fokker D.VII for Dave. Dave had flown an earlier D.VII at Old Rhinebeck for many years, and everyone at the Aero­ drome knew that the D.VII and Fox were one and the same. When asked what he thought while watching the D.VII, Cole quietly said, "All I could think of was Dave Fox." Then he laughed his big, explosive laugh. "And I wondered if this airplane would fly! You never know! HAW!" Later that night, the Aerodrome Gang gathered at The Tap House for their weekly celebration and post flight comments ("Good show." or, "Tough weather-that wind wouldn't fall below 15 mph . " "Nothing broke-a little broke-well, we'll fix it during the win­ teL" "You think that chewing gum will hold so the radiator won't leak again on the Curtis?" "We need a newer bi­ cycle pump for the airplane tires. The old one just doesn't have the pressure anymore." "Hey Eddie! What's in this 'Prairie Fire' drink?" "Oh, some Tabasco and Red pepper, why?" "Whew, Man! They flew Rotaries on less octane than this!" etc.) During this high-tech conversation, I noticed that Ken was unusually quiet. I was in­ tensely curious; no one had brought up that day's first flight of the Fokker D.VII. Was it taboo? Tradition? As a writer, I figured what the heck, and

ventured the question: "Ken, how did the D.VII fly up there?" The table fell quiet... Without a change in his semi-seri­ ous expression, Ken said, "Fine. It flew just fine." The Gang then began to ask him questions about the flight, but he just kept replying, "Fine, it flew O.K." I thought to myself, "This guy just flew a Mercedes powered Fokker D.VII, for cripe's sakes, and all he can say is that if flew O.K.?! What'll get to him?" I leaned forward across the table: "Ken." "Yeah?" "Did you ever build a model of the D.VII when you were a kid?" "Yeah." "And today you flew one. Did you ever dream about that when you built that model?" Silence. And then a big grin began to slowly cover his face as his eyes looked far away. "Yeah. It was great to­ day. Really great." The author has to, nay, wants to thank the people who made this article fun and correct. Good friend Leo Opdycke of WW I Aero who intro­ duced me to Cole Palen and who keeps that dang bar REAL high; Cole himself, the whole Gang at Old Rhinebeck Aerodrome, Ken Cassens for his pa­ tience of my incessant questions, Peter Grosz (the generous master of German data), Dave Watts for his amazing in­ formation regarding the Mercedes engine, Jon Guttman, an expert for all things military, and, especially Karl Kopecky, who one day said to me, "Why don't you come up and see us sometime?" I did and I'm hooked. It is the only place in the world like it. Sup­ port it. Go see the people and smell the airplanes! ......

Old Rhinebeck Aerodrome's weekend airshows take place between May 17 through October 15, 2000 from 2-4 p.m. Get there plenty early, and roam around the museum as well. For more information, call (914) 758-8610 or (914) 752-3200, Mon-Fri 9:00 AM - 5:00 PM. Check out their web Site: www.oldrhinebeck.org VINTAGE AIRPLANE

25


-Taildragger continued from page 20 needed to be beefed up. The 140s man­ ufactured after this had steel angles that were curved to fit the bottom of the plane on the front and back of each bulkhead. There are four individual part num­ bers, and none are interchangeable. The 140 fuselage we had acquired for parts was missing these. I figured I would just call one of the many salvage yards in Trade-A-Plane and the parts would be here tomorrow. WRONG. I decided to try a different tack. This time I decided to just buy a whole junk airplane for parts. I called a friend of mine who has a really neat barn filled with Cessna 120/140 parts and pieces, and located a 140 fuselage still on its gear. It was only 30 miles away, so we bought it and dragged it home behind the car. As soon as we arrived home, we started stripping the "sacrificiallamb" of all the parts that we needed. We were able to get a tail wheel bracket, both gear boxes, both gear (with exten­ ders) and all the associated angle stiffeners needed for the gear installa­ tion (we thought). The next thing we did was to remove everything that someone else might someday need and throw it in a pile to keep. This poor old airplane had been through a lot. Not flown since the 1960s, none of its parts would have flown again if we hadn't salvaged bits and pieces. My friend previously lent this same aircraft to the search and res­ cue squad for rescue practice. They hooked a chain between the door posts and dumped it in the local quarry to practice rescue diving on. When it was returned, the few previously undented skins were now very dented and the air­ plane had pond scum all over it. Anyway, the first place I called said sure, we have lots of 120/140s. Then he called back to tell me that his did not have the angles in the plane. That's when [ discovered that I had to clue them in ahead of time about which parts [ needed. Every now and then I would find one, but it would have to be drilled out because it was still in the airplane, and the price would jump. My average 26 APRIL 2000

quote was $150 per piece, and I could never locate the front left one. One re­ ally nice salvage yard man went to his computer and plugged the part num­ bers into an online parts finding program. It spit out the name of a com­ pany in Canada. I called to see if they really had the four pieces and when the nice Canadian on the other end of the phone said yes, I got skeptical. I asked him what year model they came from (just to be sure we were talking about the same pieces). "They did not come from a plane, they are brand new in the box with the factory tag on them," he said. Right about now I saw dollar signs flashing in my head, and asked him what this was going to cost me. "Oh," he said, "I'll have to get aboot (that's Canadian) 25 dollars each." "Send them!" I screamed. How lucky can a girl get? I was tickled pink. [ ran down to the barn to tell Ken, who was happily (?) riveting on my project. "I'll believe it when they get here," said the greasy, dirty grump. What's his problem, anyway? I have been up on the hot, sweaty telephone all day while he gets to play with airplanes. I just don't get it. Sure enough, a week later the box comes from Canada with little Elmer's angles, and they fit just right. Such a deal! Our project was moving along in fits and starts in April 1998 when work came to a screeching halt. We were in the process of building a house, and made the mistake of "volunteering" to do lots of the work on the house our­ selves. After that, all the time was spent on the house and 'Elmer' sat in the cor­ ner of the barn. The house was done in October, and the move began. A word of advice: fin­ ish a project so you are not forced to move it in pieces. Things get lost! We were very careful to pack 150 parts to­ gether, and tried not to misplace things. It worked for the most part. Only a few small things were casualties. We discovered that one of the small things that got lost was half of a hinge. The 120/140s have two hinges on the doors (one top and one bottom). The

early 150s added a center hinge. Of course, that was the one that got lost. We were able to locate one from Central Air Parts, and as soon as it arrived, we were able to install the doors. We in­ stalled new window seal and door seals. We had been tossing around the idea of adding a shoulder harness to Elmer, and decided that it would probably be the best way to go. Since the plane was all apart anyway, this would be the best time to do it. I flew over to Freeport and visited Jack Hooker (Hooker Custom Harness) and got a tour of his manufac­ turing facility. While I was there, I picked out the color I wanted. About 10 days later it arrived in the mail. [t took Ken and I less than an hour to install the brackets . [ was amazed at how quickly they went in. I highly recom­ mend them for their ease of installation and great track record. We bought a jump seat from Eldon Larson and installed it. We remem­ bered that when our son was smaller and fit in the jump seat, he could not talk to us, and was always stealing one of our headsets, which left one of us out of the loop. Whoever ended up with Elmer might have the same prob­ lem, so we decided to install a 4-place intercom. The engine started on the first pull, and two weeks after painting the base coat, Elmer flew straight, with no ad­ justments necessary. The biggest differences you notice flying the 150 vs. the 140 are in the elevator and rudder department . Because the 150 has more surface area, those controls seem more sensitive than the 140. Of course, another big difference is that when you pull on the flap handle, something happens. Now that Elmer is done and flying, I'm having a great time burning squished dinosaurs and polluting the at­ mosphere. The Lowe conversion is definitely the best looking one on the market (in my opinion), and now I am trying to convince my husband that a 140A is not the same as the 150 tail­ dragger! As long as they fit in the hangar. .. Am I glad I did it? You Bet! Would I recommend it to others? Sure! Will I do .... it again? NO WAY!


VINTAGE TRADER

'~? Something to buy, sell or trade? An inexpensive ad in the Vintage Trader may bejust the answer to obtaining that elusive part..50¢ p er word, $8.00 minimum charge. Send your ad and payment to: Vintage Trader, EM Aviation Center, P.O. B ox 3086, Oshlwsh, WI 54903-3086, or fax your ad and your credit card number to 920/426­ 4828. Ads must be received by the 20th ofthe month for insertion in the issue the second month following (e.g., October 20th for the December issue.)

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Pilot Avionics VINTAGE AI RPLAN E 27


May 26-28 - WATSONVILLE, CA - Chapter 11 9 Fly-In & Air Show. www.watsonville­ flyin.org JUNE 2-3 - BARTLESVILLE, OK - Frank Phillips Field. 14th Annual National Biplane Convention and Expo. Forums, static dis­ plays, Seminars, Workshops and exhibits. Biplane crews and NBA members free, all others pay admission fee. Info: Charles W. Harris, Chairman, 918/622-8400 or Virgil Gaede, Expo Director, 918/336-3976. The following list ofcoming events is fur ­ nished to our readers as a matter of JUNE 2-5 - READING, PA - Mid Atlantic Air Museum WW 11 Commemorative Weekend. information only and does not constitute ap­ Reading Regional Airport. www.maam.org/ proval, sponsorship, involvement, control or maamwwii.html Tickets at gate are $11 direction ofany event (fly-in, seminars, fly gate/$9 advance for adults and $3/$2.50 for market, etc.) listed. Please send the informa­ children ages 6-1 2 (admission includes all entertainment). A special 3-day is also avail­ tion to EAA, Att: Vintage Airplane, P.O. Box able for $20. 3086, Oshkosh, WI 54903-3086. Information JUNE 2-3 - BARTLESVILLE, OK - Frank should be receivedfour months prior to the Phillips Field. 14th Annual National Biplane event date. Assoc. Convention and Expo. "Biplane Expo 2000." Info: Charlie Harris, 918/622-8400. EAA Regional Fly-Ins shown in bold. MAY 5-6 - PINEHURST, NC - Moore County JUNE 4 - ST. IGNA CE, MI AIRPORT - EAA Chapter 560 annual "Fly/Drive-In - Steak Airport. VAA Chapter 3 Spring Fly-Infor vin­ Out. " Public welcome - 616/547-4255 or tage airplanes. Info: 910/947-1853. 616/238-0914. MAY 13 - ALPENA, MI - 7th. annual "Spring JUNE 4 - DEKALB, IL - DeKalb-Taylor Mu­ Bust Out "flyinl Pancake brealifast sponsored nicpal Airport (DKB). EAA Chapter 241, 36th by EAA Chapter1021 7:30 am to 11:30 am at Annual Fly-In Brealifast 7 a.m.-Noon. Info: Alpena County Regional Airport (APN) for Ed Toubett, Pres. 815/895-3888. more information contact: Ray 517.354.5465 or Lee 517.354.2907, e-mail rbock@north­ JUNE 10-ll-PETERSBURG, VA -Peters­ land.lib.mi.us. burg-Dinwiddie Airport. Virginia State EAA Fly-Info: www.vaeaa.org MAY 19-21- COLUMBIA, CA - 2000 Gather­ ing Of Luscombes. Aircraft judging, spot JUNE 15 -18 - ST. LOUIS, MO - American landing andflour bombing, 8th annual Great Waco Club Fly-In, Creve Coeur Airport. Luscombe Clock Race. Info: Doug Clough, Contacts: Phil Coulson, 616/624-6490 or 360/893-5303; Art Moxley, 253-630-1086; Jerry Brown, 317/535-8882. Gordy Birse, 253/631-8478 or E-Mail at Lus­ JUNE 24 - GRANSONVILLE, MD - 4th an­ combeA@aol.co nual Talisman Field picnic and Fly-in. Grill MAY 20-21 NILES, MI - (3TR) VAA Chapter items and drinks provided - bring a salad, 35 hosts Kalamazoo Air Zoo Ford Tri-motor covered dish or dessert. Bring the spouses and traveling warbirds show. Tri-Motor and and children. Info: contact Art Kudner, 410­ helicopter rides. Lunch on Sat. 11 -3, Sun . 827-7154 or talisman@friend. ly.net Brealifast 7-11, then lunch 11-3. Fly-In pilots JUNE 24-25-LONGMONT, COLORADO­ eat free. Info: Len Jansen, 616/684-6566. EAA Rocky Mountain Regional Fly-In Info: 303/442-5002 or www.greeleynet.comleaare­ MAY 20-21 - WINCHESTER, VA - EAA Chap­ gionallindex.htm ter 186 Spring Fly-ln. Winchester Regional Airport, 8:00 am - 5:00 pm. Pancake break­ JUL Y 5-9 - ARLINGTON, WA - North west EAA Fly-In. Info: 360/435-585 7 or fast both days:8:00 am - 11 :00 am. Static www.nweaa.org display ofvarious aircraft including classics, homebuilts, antiques and warbirds. Airplane JULY 7-8 LOMPOC, CA - Lompoc Airport. and helicopter rides. Aircraft judging, chil­ 16th Annual West Coast Piper Cub Fly-In. Info: Bruce Fall, 805/733-1914. dren 's play area and ongoing activities. Concessions, souvenirs, and good food. Info: JULY 26 - AUGUST 1- OSHKOSH, WI­ Tangy Mooney at 703/780-6329 or EA A AirVenture 2000. Info: EAA HQ, EAA 186@netscape.net 920-426-4800, or www.eaa.org and www·fly-in.org MAY 21- WARWICK, NY - EAA Chapter 501 Annual Fly-In at Warwick Aerodrome (N72). J ULY 26-A UGUST1-0SHKOSH,WI ­ 10:00 am - 4:00 pm. Unicom 123.0. Food, EAA ConventioniAirVenture Fly-In. Visit the trophies will be awardedfor the different American Navion Society in the type club tent classes ofaircraft. Registration for judging in the Vintage area south ofthe Red Barn. At­ closes at 2:00 pm. Info : Harry Barker, tend annual Navion dinner and Navion forum. 973/838-7485. Info: 970/245-7459. MAY 21 - ROMEOVILLE, IL - EAA Chapter JULY 28 - OSHKOSH, WI -Stinson Lunch at 15 Fly-In Breakfast, 7:00 am - 12 Noon at Oshkosh. Meet at 11:30 a.m. behind Theater Lewis Romeoville Airport (LOT). Contact: In the Woods for afree bus ride to GolfCen­ Frank Goebel 8151436-6153. tral restaurant. Pay on you own there. Sign

Fly- In Calendar

28

APRil 2000

up at the Type Club tent or call: Suzette Selig, 630/904-6964. AUGUST 6 - QUEEN CITY, MO - 13th an­ nual Fly- In at Applegate Airport. Info: 660/766-2644. AUGUST 12 - CADILLAC, MI - EAA Chapter 678 Fly-In Brealifast, 0730 - 1100, Wexford County Airport (CAD). Info: Jim Shadoan, 231/779-8113. AUGUST 13-18 -SANTA MARIA, CA -Amer­ ican Navion Society National Convention. Info: 970/245-7459. SEPTEMBER 3 - MONDOVI, WI - Fly-1n, Log Cabin Airport, Douglas 1. Ward, S149 Segerstrom Rd., Mondovi, WI 54755-7855, 715/287-4205. SEPTEMBER 8-10 - SA CRAMENTO, CA ­ Golden West EAA Regional Fly-In. Info: 530/677-4503 or www.gwfly-in.org SEPTEMBER 9-10-MARION, OHIO-EAA Mid-Eastern Regional Fly-In (MERFI)Info: 937/849-9455. Fax: 419/447-1773 SEPTEMBER 24 - WAREHOUSE POINT, CT - The Antique Airplane Club ofConnecticut presents its 21st Annual Fly-In at Skylark Air­ park (7B6). Antiques, Classics and Warbirds. Judging and awards in 14 categories. Food, Fuel, Flymarket, Fun! 860/379-2355. Rain date: Oct. 1 SEPTEMBER 30 - ALPENA, MI - 4th annual " Fall Color Flyin" flyin / BBQ sponsored by EAA Chapter 1021 11:00am to 3:00 pm at Alpena County Regional Airport (APN) for more information contact: Ray 517.354.5465 or Lee 517.354.2907, e-mail rbock@north­ land.lib.mi.us. OCTOBER 6-8 - TOUGHKENA MON, PA ­ New Garden Flying Field (N57). EAA East Coast Fly-In. Info: 302/894-1094 or www.EastCoastFlyin.org OCTOBER 6-8 - EVERGREEN, AL - EAA South eastern Regional Fly-In (SERFI). Info: 334/578-1 707 or www.serji.org OCTOBER 12-15 - MESA, AZ - William s Gateway Airport, Copperstate Regional EAA Fly-In Info: 5201400-8887 or www.copper­ state.org. OCTOBER 18-22 - TULLAHOMA, TN ­ "Beech Party 2000 " Staggerwing/Twin Beech 18/Beech owners/enthusiasts - sponsored by Staggerwing Beech Museum & Twin Beech 18 Society. Info: 931/455-8463. OCTOBER 14-15 - WINCHESTER, VA - EAA Chapter 186 Fall Fly-ln . Winchester Re­ gional Airport, 8:00 am - 5:00 pm. Pancake breakfast both days: 8:00 am - 11 :00 am. Static display ofvarious aircraft including classics, homebuilts, antiques and warbirds. Airplane and helicopter rides. Aircraft judg­ ing, children's play area and ongoing activities. Concessions, souvenirs, and good food. 1nfo: Tangy Mooney at 703/780-6329 or EAA186@netscape.net OCTOBER 20-21 - Abilene, TX - EAA South­ west Regional Fly-In. Th e Big Country Fly-In. Info: 1-800/727-7704 or wWIV.swrfi·colll


NEW MEMBERS

Mike Barton .. Fisher ACT, Australia

Hans M. Holland .. Coral Gables, FL

Christopher Jobin ... Goffstown, NH

Russ Robinson ....... .. ........ .

Roger A. Painter ....... Oviedo, FL

Richard Alleger .. .. . Hopatcong, NJ

· ....... .... Carp, Ontartio, Canada

Earle F. Swan .. .... . Bradenton, FL

Robert W. Hertneck Jr .. Medford, NJ

Victor A. Holliday .... . .... . .... .

John H. Weber ....... Leesburg, FL

Fr. John A. Van Sant .. Whitting, NJ

. . . . . . . . Staffordshire, Great Britain

Mark P. Dankel ................ .

Richard E. Amrhein ...... Troy, OH

Richard Weeks . ........ ........ .

· ........... St. Simons Island, GA

William H. Anderson ............ .

.......... St. Albans, Great Britain

John Gordon Earley, Jr. .......... .

. ................. Cincinnati, OH

Marco Pifferi ... .. . Strambino, Italy

· . .. .............. Gainsville, GA

Rees Davies .......... Orrville, OH

Takao Amano .... Yokohama, Japan

Mervin W. Sarchet. .. Guttenberg, IA

Eric Zimmerman ..... . ... Troy, OH

Ludmila Chepikova .. ... . .... ... .

John S. Breeden ...... Lakewood, IL

Gary Egger .......... Edmond, OK

· ......... Abakan Khakasia, Russia

Mike Kenaga . .. Western Springs, IL

Steven Vaughn ........ Moore, OK

John O. Mon"is ........ Juneau, AK

Stephen H. Lark ........ Gurnee, IL

Jem Brady ......... .. Molalla, OR

James T. Capps ....... Rutledge, AL

Kathy Mathias .... . .... .. Alton, IL

Jim Griffin . ....... .. Lebanon, OR

M. A. Grimes, Sr. ..... Semmes, AL

Glenn F. Smith ...... Mundelein, IL

Jesse Easudes ....... Pittsburgh, PA

Harry Flint .......... Maricopa, AZ

Timothy J. LeBaron .... Sheridan, IN

Marlin Horst ..... New Holland, P A

John H. Fowler ....... Glendale, AZ

David C. Miller ....... La Porte, IN

Louis Librandi ...... Harrisburg, P A

Cary B. Grant ...... Cave Creek, AZ

Dennis Schell ... .. Bloomington, IN

Harry Scarlett . . ... Buckingham, PA

Neville Jantz ...... Casa Grande, AZ

Wayne C. Boyd ... Leavenworth, KS

Cecil G. Ice ............ Pierre, SD

Wilfred W. Waak .... . . Prescott, AZ

Edwin L. Craft........ Lacygne, KS

Mark D. Culpepper ... Lakeland, TN

Bob Wallick . .. .. .... Carefree, AZ

Joseph D. Hicks ..... Fisherville, KY

Clayton E. Hammond . Memphis, TN

Alfred D. Zulli ........ Tucson, AZ

Randy L. Wolfe ........ Butler, KY

Sam B. Richardson ..... Dayton, TN

Russell Bliss .. .. .. . Mira Lorna, CA

Constantine T. Kechris . .. ........ .

R. Sam Swift ....... Brentwood, TN

Robert Gillette ..... Long Beach, CA

.................. Braintree, MA

Edmund H. Johnstone ........... .

Dale V. Miller ... .. . Claremont, CA

John T. McCluskey ... Waquoit, MA

................ San Antonio, TX

John Lloyd Moonly, III .......... .

Owen Schwatka ....... Denton, MD

Edward Wayne Kelly .... Bryan, TX

· ........... West Los Angeles, CA

Jeff Baillargeon ......... Brutas, MI

Thomas Lawson ........ Taylor, TX

Theodore A. Reusch ... .. Chino, CA

Chelvin Hibbert ...... .. St Clair, MI

Philip Schutts ..... Weatherford, TX

Chester Stilabower, Jr. . Glendale, CA

Orville Bloomquist. .... Crystal, MN

Louis Viggiano, Jr. . San Antonio, TX

Conrad Tona .. . Newport Beach, CA

James H. Boughan ... . ... ... . ... .

John Leder ... ........ Amelia, VA

Leo V. Williams ........ Hemet, CA

· ............... Kansas City, MO

Randall W. McIntosh .... Salem, VA

Rev. Dr. Lar F. Williamson ....... .

Steven L. Johnson ... ....... .... .

Steve A. Smith ..... Springfield, VA

· ... . ......... .. .. Forestville, CA

........... . . Lake Waukomis, MO

John Licata ...... Woodinville, WA

Frank Forney ...... Englewood, CO

Ken Voelkerding ...... St Ann, MO

Steven Thompson . ..... Albion, W A

Doug Grange ... ... Fort Collins, CO

David Townes Cox .... Jackson, MS

James Bronk ....... Milwaukee, WI

William McKinney ..... Groton, CT

Charles Inman ......... Havre, MT

Joel P. Haluska ...... Walworth, WI

Ismael L. Bonilla ... Jacksonville, FL

Richard A. Pursell ....... York, NE

Charles F. Miller ...... Madison, WI VINTAGE AIRPLANE

29


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Membershi~ Services Directo!y_ VINTAGE

Enjoy the many benefits ofBAA and the AIRCRAFT BAA Vintage Aircraft Association ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

~

Phone (920) 426-4800 Fax (920) 426-4873

Web Site: http://www. eaa.org and http://www.airventure.org E-Mail: vintage @eaa.org

OFFICERS President Esple 'Butch' Joyce P.O. Box 35584 Greensboro. NC 27425 336/393-0344 e-mail: windsock@ool.com

Secretary Steve Nessa 2009 Highland Ave. Albert Leo , MN fHXJ7 507/373- 1674

Vice -President George Doubner 2448 Lough Lone

Hartford, WI 53027

414/673-5885 e-mail: onllque2@aal.cam

Treasurer Chanes W. Harris 7215 East 46th St. Tulsa, OK 74145 91 8/622-8400 cwh@hvsu.com

DIRECTORS Robert C. ' Bob' Brauer 9345 S. Hoyne Chicago, IL 60620 7731779-2105 &mail: photoplot@ooI.com John Berendt 7645 Echo Point Rd. Connon Falls, MN 55009 507/263-2414 John S. Copeland 1A Deacon Street

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SteveKrog 1002 Heather Ln. Hartford. WI 53027 414/966-7627 e-mail: sskrog@aol.com

Robert D. ' Bob' Lumley 1265 South 124th St. Brookfield. WI 53005 414/782-2633 e-mcll: lumper@execpc.com Gene Morris 5936 SIeve Court Roanoke , TX 76262 817/49 1-9110 e-mail: n03capt@fIosh.nel Dean Richardson 6701 Colony Dr. Madison, WI 53717 608/833-1291 dar@resprod.com

Geoff Robison 1521 E. MacGregor Dr. New Hoven, IN 46774 219/493-4724 e-mcil: chlefl025@ooI.com

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DIRECTORS

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Gene Chase

2159 Canton Rd. Oshkosh, WI 54904 920/231-5002

E.E. 'Buck' Hilbert p.o. Box 424 Union. IL 60 180 815/923-4591 e-mail: buck7ac@mc.net

ADVISORS David BenneH 11741 Wolf Rd. Gross Volley, CA 95949 530/268-1585 antlquer@lnreach.com

Alan Shacklelon P.O. Box 656 SUgar Grove, IL 6Q554.(J656 630/466-4193 103346.I772@compuseNe.com

EAA and Division Membership Services 800-843-3612 .•.•.• • • • •• • • FAX 920-426-6761 Monday - Friday CST) (8:00 AM -7:00 PM • New / renew m em berships: EAA, Divisions (Vintage Aircraft Associati on, lAC, Warbirds), National Association of Fligh t Instructors (NAFl) • Address changes • Merchandise sales • Gi ft memberships

Programs and Activities EAA AirVenture Fax-On -Dem and Directory .... , .. . , . .. . . . .. . . . ... .. . . ... 732-885-6711 Auto Fu el STCs . . . . ... . ...... .. 920-426-4843 Build / restore in form ati on .. . . .. 920-426-4821 Chapters: locating/orga nizing . . 920-426-4876 Educati on .. . ... .. . . . . . . . . . . . . . 920-426-6815 • EAA Air Academy • EAA Scholarsh ips • EAA Young Eagles Camps

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MEMBERSHIP INFORMATION EAA Membership in the Experimental Aircraft Association. Inc. is $40 for one year. including 12 issues of SPORT AVIATION. Family membership is available for an addi­ tional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually, All major credit cards accepted for membership. (Add $16 for

Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage Aircraft Associaton and receive VINTAGE AIRPLANE maga­ zine for an additional $27 per year. EM Membership, VINTAGE AIRPLANE mag-azine and one year membership in the EM Vintage Air­ craft Association is avai labl e for $37 per year (SPORT AVIATION magazine not included), (Add

$7 for Foreign Postage,)

lAC Current EM members may join the International Aerobatic Club , Inc. Division and receive SPORT AEROBATICS magazine fo r an addit ional $40 per year. EAA Membership, SPORT AEROBATICS magazine and one year membership in the lAC Division is

available for $50 per year (SPORT AVIATION mag­ az ine not included). (Add $ 10 fo r Foreign

Postage.)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $35 per year, EM Membership, WARBIRDS magazine and one year membership in the Warbirds Di vi sion is available for $45 per year (SPORT AVIATION magazine not included). (Add $ 7 for Fo reign

Postage.)

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Current EAA members may rece ive EAA EXPERIMENTER magazine for an additional $20 per year. EM Membership and EAA EXPERIMENTER mag­ az ine is available for $30 per year (SPORT AVIATION magazine not inciuded).(Add $8 for For­

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VINTAGE AIRPLANE (ISSN 0091·6943) IPM 1482602 is published and owned ex cl u ~vely by Ihe EAA Vinlage Aircraft Association of Ihe Experimenlal Aircraft Association and is published monthly al EAA Aviation Center, 3000

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P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow al least two monlhs for delivery 01 VINTAGE AIRPLANE 10 foreign and APO addresses via surtace mail. ADVERTISING - Vintage Aircraft Association 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: Read"" are encouraged 10 submit stones and pholographs. Policy ~nions expressed in articles are solely those of the au\hoo. Respoo~bility for accuracy in reporting rests entirely wnh the contributor. No renumeration is made.Materiai should be sent 10: Ednor, VINTAGE AIRPlANE, P.O. Box 3088, Oshkosh, WI 54903-3086. Phone 9201426-4800. The words EAA. ULTRALIGHT, FLY WITH THE FIRST TEAM, SPORT AVIATION, FOR THE lOVE OF FLYING and the logos of fAA, EAA INTERNATIONAL CONVENTION, EAA VINTAGE AIRCRAFT ASSOCIATION, INTERNA­ TIONAL AEROBATIC CLUB, WARBIRDS OF AMERICA are ® registered trademarks. THE EAA SKY SHOPPE and logos of Ihe EAA AVIATION FOUNDATION, EAA ULTRALIGHT CONVENTION and EAA AirVenw,e are Irade­ marks of the above associations and their use by any person other than the above association is strictly prohibited.

32 APRIL 2000


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VA-Vol-28-No-4-April-2000