Issuu

VOL. 34, NO.8

LANE 2006

A U G U 5 T

CONTENTS

Straight & Level by Geoff Robison

VAA News

Wing Dolly Keeping it off the floor and easy to work on by Donald D. Watt Sr.

Restoration Corner Inspection and storage by E.E. "Buck" Hilbert

A 1947 Global Flyer-The City of the Angels First Iightplane to fly around the world by Sparky Barnes Sargent

Member Stories-Highlighting Individuals Harold G. Scheck by Robert G. Kroll

Five-One Foxtrot Dean Richardson's Grand Champion Contemporary by H.G. Frautschy

What Our Members Are Restoring

The Vintage Instructor Gettin' old by Doug Stewart

Shock Cords Know when to change them by H.G. Frautschy

Pass It to Buck One more turn on turnbuckles by E.E. "Buck" Hilbert

Mystery Plane by H.G. Frautschy

Calendar

Classified Ads

COVERS

FRONT COVER: Sparkling above the scattered clouds near Oshkosh, Dean Richardson flies his 2005 EM AirVenture Oshkosh Grand Champion Contemporary 1966 Cessna 180H for EM's cam颅 era plane. EM photo by Brett Brock. BACK COVER: Harry Mutter's beautiful restoration of the 1947 Piper Super Cruiser" The City of the Angels" is backlit as it flies towards a Florida sunset just prior to the Sun 'n Fun Fly-In in Lakeland, Florida. The airplane, the same one flown by George Truman during his record-setting around-the颅 world flight (accompanied by Clifford Evans in an identical Super Cruiser), was the flagship of this past spring's 70th anniversary recreation of the Cub Convoy. EM photo by David Carlson.

STAFF

EAA Publisher EAA Editor路in路Chief Executive Director/Editor Administrative Assistant Managing Editor News Editor Photography

Tom Poberezny Scott Spangler H.G. Frautschy Jennifer Lehl Kathleen Witman Ric Reynolds Jim Koepnick Bonnie Bartel Kratz Advertising Coordinator Sue Anderson Classified Ad Coordinator Louise Schoenike Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw Display Advertising Representatives:

Northeast: Allen Murray Phone 609-265-1666, FAX 609-265-1661, e-mail: al/elllllllrray@milldsprillg.colII Southeast Chester Baumgartner Phone 727-573-0586, FAX 727-556-0177, e-mail: cbcllImlJ i @lIIillcisprillg.colII Central: Todd Reese Phone 800-444-9932, FAX 816-741-6458, e-ma il: tudd@Spc-lIIag.com Mountain &: Pacific: Keith Knowlton &: Associates Phone 770-516-2743. e-mail: kekllowltoll@milldsprillg.col1l

GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

AirVenture is coming

This month's column is being writ ten from the grounds of EAA Air Venture Oshkosh. We are now at the starting gate for AirVenture 2006, and the gun is about to go off. For those of you who were in attendance, I trust you had a great adventure. As most of you are likely already aware, we start planning for next year's event the day after AirVenture closes. So please, while the memo ries are fresh in your mind, let us know what your thoughts are about improving upon the Vintage Aircraft Association side of the world's great est aviation extravaganza. Although we routinely get a good number of positive comments mixed in with a small number of real concerns, we really want to hear all of the good, the bad, and the ugly. The adage "We can't fix it if we don't know it's broken" really holds true here at VAA. If you are so inclined to share your thoughts with us, please feel free to contact us via e-mail at Vin tage@eaa.org or my personal e-mail at Chief7025@ao/.com. Many thanks to the VAA staff, the board of directors and staff at EAA, as well, for yet another excel lent year. Most importantly, special thanks are owed to all of the won derful volunteers, whose enthusiasm, endurance, and strong backs are in valuable to the success that EAA/VAA enjoys each year. While we're thanking people, an other special group of "volunteers" who deserve special thanks and rec ognition are those valued members who are supporting our VAA con

vention efforts with monetary do nations to the VAA Friends of the Red Barn fund-raising initiative. The most amazing dynamic of this pro gram has been the number of sus taining donors.

. . . special thanks and recognition to those valued members who are supporting our VAA convention efforts with monetary donations to the VAA Friends of the Red Barn fund-raising initiative. The list of donors is rea ll y rich with these individuals who have continuously supported this initia tive from the beginning of the pro gram. Be assured that all donations are sincerely appreciated, but those of you who support this program year after year are especially appreci ated . The 2005/2006 Red Barn pro gram was again successful in raising some serious cash that goes directly

to supporting the various initiatives and programs of the VAA during each year's AirVenture. Thanks, folks! Speaking of friends, a dynamic that continues to amaze me each year is the many friendships renewed and the new friendships forged at Air Venture. This really is the best part of the adventure for me. Aviation, for me at least, is to be credited (my wife sometimes says blamed) for all these interesting and oftentimes long-term friendships I have accu mulated through my now 24 years of affiliation with the EAA. When it comes to friends, avia tion is a lot like an ice cream churn. It just keeps turning out a wonder ful concoction known as friend ships. The longer you stay at it, the better the concoction. Let me give you a recent example of what I'm talking about. A couple of weeks ago on a Saturday morn ing, I was sitting in the hangar with the door open when I heard the dis tinct sound of an old Kinner. When I looked up I cou ld see a Bird bi plane entering the pattern here at Smith Field (SMD). The driver calls out his downwind leg over the ra dio, circles to land, clears the main runway, and taxis up to the FBO area. Having never seen a Bird at SMD, I as sumed he was in need of some gas to get going on his way. When I saw the line boy assisting the Bird driver in getting the aircraft to the main hangar, I went over and introduced myself to a gentleman by the name of Sam Dodge. Sam is from continued on page 33 VINTAGE AIRPLANE

EAA Voices Objections to Proposed Renewable Fuel Legislation Two bills submitted in the U.S. Congress Wednesday, July 12, would amend the Clean Air Act to require all gasoline sold for use in motor ve hicles to contain 10 percent renewable fuel by the year 2010. These days re newable fuel means ethanol, and EAA and other organizations contend that would create a dilemma for aircraft owners and operators, as avgas and auto fuel used by certain aircraft own ers would fall under the legislation. Separate studies by EAA, Cessna, and the FAA have proven that eth anol-blended fuels are harmful to recreational and general aviation aircraft and their fuel system com ponents (rubber lines, fuel pumps, rubber seals, and fuel tanks) . Vapor lock is also a critical flight safety issue caused by the use of ethanol-blended auto fuel in aircraft engines. In separate letters to Rep. Ralph M. Hall (R-Texas), chairman, Subcom mittee on Energy and Air Quality, and Sen. James Inhofe (R-Oklahoma), chairman, Senate Environment and Public Works Committee, EAA Pres ident Tom Poberezny made it clear that such a move would be harmful to aviation. "Despite several attempts by EAA and others, ethanol-blended gasoline, all grades, has not been able to meet the FAA flight safety fuel certification standards," he wrote. As a result, the FAA prohibits these STC holders from using auto fuel containing ethanol." EAA and Petersen Aviation have issued 57,600 FAA-approved supple mental type certificates (STC) to type-certificated aircraft owners au thorizing the use of auto fuel as their primary fuel. Both bills (H.R. 4357, Senate Bill 3553) exempt collector vehicles from the fuel mandate but do not address or exempt other types of recreational vehi cle operators, including aircraft. Nor do the bills provide a means for exempted II

AUGUST 2006

operators to receive non-blended fuels. Gas station operators and gasoline dis tributors are not encouraged to provide non-renewable blended fuel to the end "exempted" users. EAA recommends two modifica tions to the bills, which mirror rec ommendations made to individual states that have considered renewable fuel mandates: Exempt unleaded pre mium grade gasoline with an anti knock index number of 91 or greater from the fuel mandate, and exempt all grades of aviation gasoline (i.e., avgas) from the requirements of the 10 percent renewable fuel mandate. EAA further recommends the ex emptions remain in place until the Department of Transportation can document that the industry-chosen renewable fuel is safe to operate in the engines and fuel systems in all modes of transportation, recreational vehi cles, aircraft, and other equipment.

EAA's Auto Fuel Alcohol Test Kit With more states welcoming and even mandating ethanol in motor fu els for automobiles, EAA is helping pilots who use auto fuel in their air planes stay safe with a new alcohol test kit available through EAA. For more than 30 years, EAA's auto fuel supplemental type certificates (STCs) for a variety of manufactured aircraft have saved aircraft own ers money by allowing them to use unleaded auto fuel. Such fuel with out ethanol is safe and effective for aircraft use, based on more than 30 years of thorough testing. The addition of ethanol, however, creates chemical properties that are harmful to aircraft engines and fuel ing systems. It is critical for aircraft owners using auto fuel to know if the gasoline being used in their aircraft is pure. Some states do not require the marking of gas pumps indicating eth anol is present in the fuel, so EAA rec ommends that all auto fuel be tested before fueling an aircraft. EAA's auto fuel alcohol test kit al

lows a pilot or aircraft maintenance technician to make preventive tests on auto fuel, even before fuel is pur chased for an aircraft. Simply pour wa ter and then auto fuel in the included test tube, and shake it to mix the con tents. When the mixture has settled within five to 10 minutes, a gauge on the test tube indicates whether the water level has risen. An increase in the amount of water on the gauge indicates that alcohol is present in the fuel. The gauge will also indicate the percentage of alcohol. EAA's test method is simpler than the previous remedies, as much less fuel is used to make a determination. EAA's auto fuel test kit is a nec essary tool for every auto fuel STC holder, and it's just $15, including shipping via U.S. Postal Service Prior ity Mail. The kit includes padded in sulation for the test tube, so you can keep it in your aircraft without wor rying about breakage. The test kit is easy to use and will last as long as the glass does. The test kit can be ordered from EAA by calling 920-426-4843 or e mailing DWalker@eaa.org.

FAA Offers SAIB Subscription Service Now anyone can be notified in stantly via e-mail when the FAA issues a special airworthiness infor mation bulletin (SAlB). Visit www. FAA .gov/aircraft/safety/alerts/SAIB, click on "Subscribe to this page," and enter your e-mail address. Then when a new SAIB is issued, you'll receive an e-mail alert. SAIBs alert, educate, and make recommendations to the aviation community. Unlike airworthiness di rectives (AD), which are legally en forceable rules that apply to aircraft, aircraft engines, propellers, and appli ances, SAIBs contain non-regulatory information and guidance regarding specific situations. SAIBs have existed for decades, but their use was resurrected significantly

in the late 1990s in an effort to head off what the recreational/general avi ation community often perceived as the unnecessary issuance of ADs. By subscribing to the FAA's SAIB page, owners of certificated aircraft are en sured instant notification of potential

safety concerns with their aircraft. Aircraft owners can help avoid fu ture ADs by addressing the issues high lighted in SAlEs that affect their aircraft. Because of this, and for our own safety, EAA and VAA encourage members to subscribe to this FAA service.

Late Summer Is for Pioneer Airport Two growing events at EAA AirVenture Museum's Pioneer Airport are ap proaching, one that harkens back to aviation's golden age and the other, a dual celebration of flight and ground-based transportation.

EAA Wings and Wheels Cars and motorcycles join Pioneer's pristine airplanes for this popular late summer event September 9. Cars and motorcycles of all makes, models, and years are welcome. EAA will also have several airplanes from its collection along the flightline, and photo opportunities will be available with these airplanes right next to the runway. Flights in one of EAA's vintage Pioneer-based aircraft will also be available, and kids ages 8-17 can take a free Young Eagles flight in aircraft operating throughout the day. Registration for cars/cycles is $10 and runs from 8 to 11 a.m. Museum ad mission is included for all occupants of the vehicle. (This is a non-judging, just for-fun show.) To register, call 920-426-6880 or e-mail Museum@eaa.orgfor more information.

Relive Aviation's Good 01' Days Step back in time when we celebrate the annual Good 01' Days of aviation August 19-20. You'll be transported back to the golden age of aviation as staff members in period costume bring the excitement and adventure of early flight back to life. Good 01' Days activities include a children's activity center, where kids will have the opportunity to experience hands-on games that were popular during the golden age of aviation. See a variety of vintage vehicles on display, or take a free ride around the EAA grounds in a vintage pre-WWII vehicle. Visitors can tryout telegraph equipment by sending messages between two Pioneer Airport buildings. Airplane rides will be available throughout the weekend in the 1929 Ford Tri-Motor, 1929 Travel Air biplane, 1927 Swallow biplane, and several Young Eagles airplanes. Visit www.AirVentureMuseum.orgfor more information. And remember, admis sion is always free for EAA members.

EAA Young Eagles to Soar Higher, Thanks to ConocoPhillips ConocoPhillips, which has sup ported the EAA Young Eagles pro gram for more than a decade, will provide even more assistance over the next five years, allowing the program to expand Young Eagles flight activities. The added support will enhance the curriculum of EAA's web-delivered aero sciences program; augment the offerings of EAA's accredited residential avia tion-learning camp in Oshkosh; offer more scholarships to provide young people with flight train ing, higher education, and career opportunities; and develop addi tional programs. Since the Young Eagles program's inception in 1992, EAA-member pilots have provided first-flight ex periences to 1.25 million youth ages 8 to 17. Throughout the year, EAA's 1,000 local chapters conduct Young Eagles flight rallies, and in dividual EAA members regularly fly Young Eagles. "EAA's Young Eagles and other youth-oriented programs impart solid values, motivate achievement, and make the study of math, sci ence, and geography fun," said Jim Mulva, chairman and CEO of Cono coPhillips. "ConocoPhillips is com mitted to exposing young people to these types of engaging and fulfill ing educational opportunities while experiencing the thrill of flight." The EAA Young Eagles program is made possible through the efforts of many EAA volunteers, both pi lots and ground-support personnel. "Our EAA members donate their time, talents, and enthusiasm. They pay for the fuel and refreshments. They are the lifeblood of this pro gram, which wouldn't exist without their generosity," said EAA Presi dent Tom Poberezny. In addition to providing program support, ConocoPhillips offers pilots flying EAA Young Eagles a $l-per gallon rebate when they use their Phillips 66 credit card to purchase fuel for Young Eagles flights. ....... VINTAGE AIRPLANE

Keeping it off the floor and easy to work on BY DONALD D. WATT SR.

have enjoyed being a member of your organiza足 tion and reading Vintage Airplane. When I rebuilt my Stearman I designed a dolly for the wings and center section. It was made of wood, was inexpensive, and required a minimum of welding. At a chapter meeting a

friend mentioned he needed something to support his wings. I sketched out the dolly, and he made one. He gave it to the chapter when he no longer needed it. I lent mine to another member who was rebuilding a Taylorcraft.

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AUGUST 2006

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I have enclosed a drawing with my remarks about the construction. I'm no draftsman. Maybe you have someone who can improve on the drawing. (We sure do. Tom Chipley did a great job for us, in the same vein as the IIWordless Work shop" drawings from Popular Mechanics.-Ed.) The Stearman Restorers Association published the drawings in their magazine in 1996, and they have given permission for you to publish them in Vintage Airplane. A chapter could easily make the dolly in a day. I was tired of asking my wife or a neighbor to help me move a wing in and out of my garage and turn it over on the sawhorses. The diagram shows my solution. The support for the large wheels (mine came from a fer tilizer spreader-use whatever you can get your hands on) is two 2-by-4s, each 4 feet long. I bolted them together and drilled a 9/ 16 inch hole to tightly clamp the 5/8-inch axles (use whatever axle size works for Padding your wheels). Then I drilled through the top 2 by-4 into the axle and drove a nail to secure the axle. A hole for a cotter pin was drilled to hold each wheel in place. The top 2-by-4 has a cutout for the 4-by 4 vertical support, which is braced as shown. (We'd sug gest power-driven deck screws with pilot holes drilled for adding the industrial casters l-by-4 bracing.-Ed.) The padded cradle supports the leading edge of the wing and is not attached to the long rail-it simply slides up and down the long rail. The 3 inch swivel wheels at the open end allow the unit to be moved with ease by pushing on the wingtip. Buy the ones with a lock ing function so it , cotterpin doesn't scoot all over the floor when you ~ """OiiiO want it to stay put. ( The only welding required was to secure

the washers on the L-shaped rods. On two of the large wash ers, drill a hole for a nail so that when the units are lined up on the 2-by-4 support, a nail through the washer will main tain alignment. (We didn't show that on the drawing.-Ed.) I installed the longer of the "L" bolts on the bottom so the forward spar can be started first. The spacing of the "L" bolts is for a Stearman and will have to be adjusted for planes with different dimensions between the spars. A nut is installed finger-tight on one of the "L" bolts to secure the spar in place. The movable support swivels on a 3/4 foot-by-8-inch bolt with a pipe nipple installed for spac ing to clear the end of the "L" bolts. At the upper section of the 4-by-4, drill a 3/8-inch hole through the 4-by-4 support for a long 5/16-inch bolt to lock the support in the vertical position. You don't lock it in the horizontal position-the wingtip is held in place by a sawhorse or two. The vertical position is great for rib stitching and lay ing on the rib tapes. A friend rebuilt a Cub Cruiser. He used the dolly for another covering purpose. He removed the "L" bolts and bolted the front of the fuselage to the swivel 2-inch-by 4-inch, supported the rear, and turned the fuselage as he shrank the fabric and applied the dope. Here's my list of parts. You can adjust your list by the size you need for your dolly. Remember, the long rail should not extend all the way to the wingtip; three-quar ters of the way out is about right. 1-Z" x 4" x 12' board-main beam 1_1" x 4" x 8' board-side brace for 4 x 4 x 4 1-1" x 4" x 12' board-end brace, plus saddle wood 1-2" x 4" x 10' board-axle support, caster support 1_2" x 4" x 44"-long support for wing 1_4" x 4" x 4' board 1-5/16" x 8" hex head bolt-lock bolt 1-3/4" x 8" hex head bolt-pivot bolt 4-3/4" flat washers 6-3/8" flat washers 2_6" shelf brackets (not shown-use to brace 4 x 4 post if needed) 1-1" dia. x 1-1/2" pipe nipple 2_10" wheels (from old fertilizer spreader) 1-2' shaft for wheels (cut in two) 12" axles 2-3" lockable casters 8-5/16" x 2-1/2" bolts for casters with washers, lock washers and nuts 8-1/4" x 3_1/2" hex bolts with washers, lock washers and nuts 4-3/8" nuts 4-nails (to lock axles and "L" bolt locations) Note: If this dolly is used for wings with attach bolts less than 1/2 inch in diameter, the L-shaped support rods must be made a size smaller than the attach bolt. For the Stearman, I used two 3/8-inch rods, one 10 inches long and the other 9 inches. ...... VINTAGE AIRPLANE

Current Editor's Note: This issue of Vintage Airplane contains one of a series of nine articles pertaining to the res toration of antique and classic airplanes. Directors of the then-named Antique/Classic Division of EAA originally wrote them in the mid-1980s, but they are still relevant for today's vintage aircraft enthusiasts. Our members have years of experience and a tremendous amount of talent; however, it's likely everyone will learn something new from each article. Please let us hear from you; write to H.G. Frautschy, Editor, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086, or e-maiJ VintageAircra(t@eaa.org. -HGF

Inspection and storage

E.E.

"BUCK" HILBERT

EAA 21, Ale 5) Inspection ranges from that casual walk-around that first got you inter ested in this project at the beginning to a complete disassembly and maybe the use of special tools and procedures. Since we've already seen the previous articles on the walk-around, and we've now toted it home or to a place where we can work on it or store it, we'll pick up the series from there.

Paperwork Paperwork. Keep it orderly and in a safe place! Hopefully the logs check out and the paperwork and airworthiness directive (AD) notes are in order. Start a file and keep records of what and how you went about inspecting each part, and make notes on what you found and how it should be redone. If it's a current airframe for which erection and maintenance manuals are on hand or available, you have it made. If it's an antique or a one-of-a-kind and there is little or no existing information available, then the burden is on you . You'll need a system of record keeping with notes, pictures, and diagrams to re mind yourself what the aircraft looked like before you took it apart, where the parts are in the big picture, and how the subassemblies go back together. I can't emphasize enough the impor tance of keeping notes and pictures so when the time for rework and reassem bly comes, you have this information in front of you. Also note any major defects, and remember that what may seem like a shocking deficiency to you

may be an everyday routine item to someone running a shop. A few words from a knowledgeable individual may make a little hump out of a mountain ous problem. If there is a type club for your air plane, apply immediately for member ship. The concentration of knowledge as well as a source for scarce parts will re pay your investment many times over. Don't focus too tightly on details in all the photographs you take. You'll be amazed at how helpful an overall piC ture can be when reassembly time comes. Problems of location, position, routing, attachment methods, etc. don't occur to you before disassembly, and they can be come a senseless jigsaw puzzle when reas sembly time comes, perhaps years later. This is when a picture truly becomes worth the proverbial thousand words.

Manuals EAA has how-to publications that cover almost everything related to air craft. A complete listing of these publi cations is free for the asking, and these publications are also available on the EAA store website at www.EAA.org. Ob tain the listing and purchase the appro priate manual(s). They will answer a lot of questions for you. Your local FAA General Aviation Dis trict Office (GADO) or the Government Printing Office Book Store has an FAA Advisory Circular (AC) list available, too. (Now also available on the web at www.FAA.gov.) These circulars pertain to iiPowerplant" and iiAirframe" and are available from: REPRINTED FROM

AUGUST 2006

Vintage Airplane

MAY 1986

Supt. of Documents DOT Publications Section M-4431 Washington, D.C. 20590 Ask for FAA Advisory Circular check list AC 00-2 at the GADO. There is a wide range of information available here, and the price is right! Even better, now you can download many of the ad visory circulars right to your computer. If you want to save them, burn them to a CD and keep it handy.

Get Help Regarding the inspection and storage of your project, I must tell you that spe cialized experience and skills may have to come into the picture. At this point I can't do much more than try to guide you. The actual inspection and the proce dure you follow are up to you. If you re motely suspect you need help to evaluate something, get a mechanic with an in spection authorization (IA) to assist you.

Factors to Consider Weather is an important consider ation . Did this airplane come from the coast (saltwater) or the frozen north or a desert area where the atmosphere is kind? Was it exposed to acid rain or other air pollutants? These environ ments can be very detrimental. Parts can and will oxidize and corrode. Sun exposure will rot fabric and upholstery. Moisture will provide the medium for electrolytic action and raise havoc. !t'll cause dry rot in wood. These are some of the insidious causes of deterioration and are often more serious than every day wear and tear or damage from pre-

vious accidents. The scratches and dents resulting from everyday use are usually appar ent, as are pop rivet repairs, stop drilled holes, tool marks, etc. Note and record all of these marks of routine mainte nance to keep the airplane flying. You can decide later how much attention they will require.

What to Do With All These Pieces Realistically, before you get to this point you should already know where you are going to store the parts. You should have an overall plan dependent on what type of storage is available, when you plan to begin work, what your shop facility is like, and how much time you have to devote to the project. We've already said a few words about weather and its effects. Temperature changes promote condensation and that, added to the contaminants in the air, causes electrolysis. That means cor rosion, rust, and in drastic cases severe and sometimes irreversible damage. I recently visited a friend I hadn't seen in years. Fred had acquired a Cessna 120 about 18 years ago. His idea was to fix up the ground loop damage it had sus tained, and then he'd have an airplane to fly and share with his wife and kids. In the meantime, the kids grew up and left home. The wife and he have gained so much weight there is no way they could even get into a Cessna 120 much less get it off the ground. But the horror part of this story is that corroded mass of aluminum junk sitting in the corner of the horse corral that vaguely resembles a Cessna 120. The engine compartment is still cov ered with a soggy horse blanket, and the wings, still attached, have shred ded fabric dangling. The Cleco fasten ers are rusted in place where the repair to the wingtip was begun those many years ago. The mire and horse manure have made shambles of everything. The wheels are buried in manure, and the horse, now 14 years old, uses the little alcove between the wing, fuselage, and barn for shelter from the wind. Sounds dreadful, doesn't it? It's a cry ing shame that this once proud, less than 800 hours' total time machine had to give way to the pressures of everyday

living. A job transfer, lack of time and money, and finally loss of interest were all contributory factors. I can relate other examples, too! I know where there is a Stinson V-77 and a Stearman duster-at an airport-in similar condition. And the man who owns the V-77 has three Stinson 108s in his garage and backyard. The one in the garage only needs final assembly; that'll never happen! He now has a heart con dition, and one day all this stuff will be carried off to the dump. So many times we have seen this happen. The precau tions weren't taken to properly store the airframe and its components in a safe and dry place. Where do we put it? Garage? Base ment? Attic? Hangar or loft? If you have a choice, pick the driest, highest place you can find and then prepare racks and supports to hold the parts in a safe and secure manner so as to preserve them. The wings can be stored flat against the wall up high on brackets with the lead ing edges down. Or they can be racked on "H" frames and hung from the rafters or joists. I find this to be the best way. The wings for my Swallow project back I did back in the 1970s" all four of them, were stored up high this way in a commercial trucking garage. They sur vived more than 40 years to be used again with only minor repairs and, of course, a re-cover. This method gets them up and away from the mice and the destruction they cause. The tail feathers also can be stored in the same manner. The fuselage presents more of a problem. With the engine and gear at tached, it takes up a lot of room. It can take up more than one stall in a two-car garage, leaving precious little working area. I stored a PT-23 fuselage, without the center section, up on the back wall crosswise above the car hoods, by hang ing it from the rafters. I worked on the wings in the basement laundry room and then stored them in the loft of my rented hangar until the center section was done. Then the fuselage went into the shop, and later the whole thing was assembled in the hangar. Often times, of necessity, we store our airplane parts helter-skelter. You're going to get back to it real soon, when you have the time, right? I presently

have 11 Stearman bare bones fuselages stored here at the farm. They're stacked four high against the far wall with the tail feathers, gas tanks, landing gears, wheels, and all kinds of stuff wedged and stuffed in between and around. This was to be temporary and a favor to a friend almost four years ago. Ev erything is high and dry and subject to minimum weather conditions. We used some planning when we stored the stuff, and as a result we can still get vehicles in and out. There is even room for a Hummer Ultralight, a motor home, and some other stuff. Hard and fast rules are hard to dic tate. I can't stress one thing enough don't cover an aircraft or its parts with wool blankets or tarps that capture and hold moisture. Dust covers are nice, but in this case, it's sometimes better to just leave components in the open air. Hang the prop horizontally from the hub. Don't stand it in a corner! Engine and steel parts are best protected in a dry atmosphere with a light coating of grease or oil. Frequent checks should be made to assure no rusting is occur ring. Spray can technology has given preservation a break. LPS-3 in an aero sol container provides an easily applied protective film good for at least a couple of years of normal storage. An engine with several hundred hours on it will withstand storage much better than a zero-timer. For any kind of storage, long or short, get out the book and follow the manufacturer's recommendations. Don't expect to run an engine im mediately after a long period of storage. It at least will need some tender loving care and maybe even a top overhaul because the valve stems, springs, rings, etc. could have lost tension or become stuck. You could put a huge dent in your pocketbook if you try to run one without taking proper precautions after it's been stored for an extended period. In summary, use common sense! If you haven't looked at your project or have done little more than think about it for several years, the chances are you are only kidding yourself that you will ever complete it. If you have stagnated on a project, why not consider making it available to someone who will take a crack at it. ....... VINTAGE AIRPLANE

hen the new model PA-12 began rolling off the production line at Piper Aircraft Corp. in Lock Haven, Pennsylvania, in 1946, it was dubbed the "Super Cruiser"-yet little did anyone guess that the following year a pair of these lightplanes would add new meaning to that name by making a super cruise all the way around the globe. George Truman and Clifford Evans were both Army Air Corps veterans working as flight instructors at Brinck足 erhoff Flying Service in College Park, Maryland, in 1946. The story goes that one day a new PA-12 taxied by them at the airport, and someone said that aircraft could be

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AUGUST 2006

flown around the world. A seed was planted in the fer足 tile imaginations of these pilots, and 39-year-old Truman teamed with 27-year-old Evans to secretly hatch a plan to do just that. They were both married with two young daughters each and didn't have money to spare-but they didn't let their lack of personal funding hinder their dream. They approached Piper Aircraft Corp., and William T. Piper Sf. agreed to mortgage two used Super Cruisers to them, with the promise that if their flight was successful, he'd write the mortgage off and give them the airplanes. The PA-12s were then modified by installing two 50-gallon fuel tanks

Cliff Evans (left) and George Truman (right) with the PA-12 Super Cruiser at Lock Haven, Pennsylvania, when they picked up their aircraft from Piper Aircraft Corp. (and before the McCauley metal prop was installed). The City of the Angels had previously been used in the Piper Taxicub service.

George Truman (left) and Cliff Evans (right) with The City of the Angels upon arrival at Anchorage, Alaska-note their winter flying suits. in place of the rear seat. This gave them 138 gallons of fuel, yielding about a 2,400-mile range-and when the tanks were filled to the brim, each aircraft was 430 pounds over its normal gross weight. When Piper Sr. turned the planes over to the pilots, he couldn't help but question them as to why they wanted to "make a fool trip like this." After all, the PA-12 just wasn't designed with such an epic flight in mind. Next, they purchased two new 100-hp Lycoming 0足 23S-C engines for the whopping sum of one dollar each. McCauley gave them the first metal propellers to be used on PA-12 models, and Kollsman, Sperry Gyroscope, and

Bendix Radio Corp. supplied (or lent) the necessary flight instruments and radios. The PA-12s were instrument flight rules (IFR) equipped, with heated pitot-static tubes and drop-down Grimes landing lights. Goodyear gave them two new sets of tires, and each pilot was supplied with the Navy's air-sea safety and rescue kit. Truman christened NX3671M The City of the Angels after his adopted hometown of Los Angeles, and Evans named NX236SM The City of Washington after his hometown. Their plan was made viable, in part, by new airports that had been built during World War II at strategic geographic locations, such as Greenland and the Aleutian Islands. By VINTAGE AIRPLANE

When Bill Piper Sr. turned the planes over to the pilots, he couldn't help but question them as to why they Restorer David Liebegott and owner Harry Mutter with The City of the Angels at Plant City, Florida, in April 2006. late summer 1947, they had prepared themselves to become the first pilots to circumnavigate the globe, crossing both the Atlantic and Pacific oceans in aircraft with 100-hp engines.

The Flight Truman and Evans departed Teter boro, New Jersey, on August 9,1947, with little more than small change jin gling in their pockets and an Esso Gas credit card. Truman launched first, and the two soon lost sight and radio contact with each other on their first leg and landed at Presque Isle, Maine. The next day, they flew on to Goose Bay, Labrador, where they encoun tered a weather delay. They landed at Bluie West One, Greenland, on August 12, where they were further delayed when they became ill with influenza. On August 24, they arrived at Meeks Field in Reykjavik, Iceland, and on August 28, they landed at Newtonards, Ireland. The same day, when they landed at Croydon Air port in London, England, they were formally recognized as piloting the smallest planes ever to cross the At lantic Ocean. From London they flew on to Brus sels, Belgium, and then to Ypenburg, Holland, on September 1, which was a specially planned stop to visit a Dutch family to whom the Evans family had been sending food and clothing since the war. On Septem ber 3, they arrived in Paris, France, and later flew on to Rome, Italy, and 10

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Cairo, Egypt. On September 11, they flew 808 miles from Farouk Field in Cairo to Baghdad, Iraq. Then it was on to Dhahran, Saudi Arabia, where they were detained for six days by authorities. They arrived in Karachi, Pakistan, on September 19, and when they arrived in Jodhpur, India, they were treated as guests at the mahara jah's palace. They reached the halfway point in their flight around the world in seven weeks' time, when they flew from Cal cutta, India, over the Burmese jungles and arrived in Rangoon. Next, they flew over the rugged mountain bor der from Burma into Bangkok, Siam, and then on to Hanoi, Indochina. On September 29, they arrived in Hong Kong, where they were delayed by typhoons until October 5. Later, Tru man and Evans found it necessary to land in Amoy, China-an unplanned stop-due to 80-mph head winds. They arrived in Shanghai, China, on October 9, stayed for a visit, and then flew to Fukuoka, Japan. Onward from there, they arrived in Tokyo on Octo ber 19, and soon after they made it to Nemuro Field on Hokkaido Island (still in Japan). The next leg of their flight was especially demanding and difficult. They started on this 1,680-mile flight over the north Pacific on October 28 and arrived at Shemya Island in Alaska 13 hours and 35 minutes later, despite IFR and icing conditions. Two B-17 Flying Fortresses provided es-

wanted to "make a fool trip like this." cort for the Super Cruisers during the flight-one out of]apan and the other one out of the Aleutians. On October 31, Truman and Evans departed for Adak Island, escorted once again by a B-17, along with a Navy PBY Cata lina. On November 2, they arrived at Fort Randall in Cold Bay, Alaska, and they reached Anchorage on Novem ber 4. Snowstorms and strong winds delayed them until November II. Days later, the pair finally made it to Lethbridge, Alberta, Canada. The day before Thanksgiving, they departed Lethbridge to fly about 1,200 miles nonstop to Los Angeles, California-rolling their wheels on mainland America once more. Since Piper had dealers all across the coun try, Truman and Evans made stops at Phoenix, Arizona; El Paso, Texas; Hobbs, New Mexico; Amarillo, Texas; El Reno and Oklahoma City, Okla homa; Kansas City, Missouri; Dayton, Ohio; and Harrisburg, Pennsylvania, until finally they arrived full circle at Teterboro, New Jersey, on December 10. Truman landed first, thus techni cally allowing The City of the Angels to claim the title of being the first lightplane to fly around the world. They completed their 25,162-mile flight in 122 days, 23 hours, and 4 minutes and demonstrated to the world the dependability and utility of private airplanes.

David Liebegott, restorer, and Hall}' Mutter, owner, have flown legs of the original route of Truman and Evans' world flight in Canada and the United States.

Parting Ways The glory of Truman and Evans' global flight soon faded, and the two men pursued diverging pathways. Ev足 ans left his family and went to China to fly for Maj. Gen . Chennault's air足 line in support of Chinese national足 ists; he passed away in 1975. Truman became a military flight instructor and passed away on January 28, 1986-the same day the space shuttle Challenger exploded. The pair of PA-12s also parted ways, but unlike mere mortals, airThe right side of the fuselage bears the names of all the cities where Truman and Evans landed on their world flight.

Above: Close-up view of the hand足 painted detail. Right: A colorful world-flight collection of hand-painted flags and insignias adorns The City of the Angels. VINTAGE AIRPLANE

The City of the Angels is equipped for VFR flight today, as opposed to its IFR world-flight configuration.

Truman's name is painted on the door.

planes sometimes have a way of liv ing on. Piper Aircraft bought back both Super Cruisers and donated The City of Washington to the Smithson ian Institution in 1949. William T. Piper Jr. kept Truman's plane, The City of the Angels, flying it to air shows for several years before selling it to the Washington-Virginia Airport entity in 12

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1952. Ray Allison and John Cornish bought it in 1958, and the PA-12 stayed in Virginia with them for years, slowly fading into a closed chapter of aviation his tory. Apparently this historical airplane lan guished for decades, and eventually its reg istration certificate was revoked in 1971 be cause the FAA hadn't received the required aircraft registra tion form. When Allison and Cornish restored the airplane to air worthy status in 1991, they discovered that the original registra tion number, N3671M, had been reassigned, so they requested and re ceived a new number, N8671M, which remains with The City of the Angels today.

Restoration and Preservation Fifty years after the world flight, the disposition of The City of the An gels would fall to Harry P. Mutter, his torian at the Piper Aviation Museum and a retiree of Boeing Aircraft Corp.

Mutter, a self-described Pennsylvania country boy, started building and fly ing model planes when he was 10 and was hooked on aviation by the time he was a teen. He and his classmates hiked 6 miles from their school to New Hanover Airport to see the airplanes. Before he left the airport, he'd had his first airplane ride, in a J-3 Cub, for the mighty sum of one dollar. He learned to fly through a Civil Air Patrol squad ron scholarship at Layfield Airport near his hometown of Boyertown, Pennsyl vania, and soloed a Cub on May 22, 1946. He earned his private certificate in August 24, 1947-just about two weeks after Truman and Evans em barked on their global flight adventure. The years rolled by, and

the fall of 1996 found Mutter busy mak ing plans to commemorate Truman and Evans' flight with a Cubs Around the World theme for the annual Sen timental Journey fly-in at Lock Ha ven, when he received a phone call from Ray Allison of Fredericksburg, Virginia. He wanted to know if the museum planned anything special for the 50th anniversary, and then he

Mutter donated this his toric Super Cruiser to the Piper Aviation Museum during the Sentimental Journey fly-in this summer.

surprised Mutter with the news that he owned The City of the Angels and wanted it to be preserved in a mu seum, similar to its sister ship, The City of Washington. By January 1997, Mutter had pur chased The City of the An gels and was developing a strategy to restore the Super Cruiser to its post world-flight appear ance (but not its entire original configura tion) by appealing to various companies and individuals for support. After all, that was how Tru man and Evans had acquired the airplanes and equipment

in the first place . "The secret to gaining corporate sponsor ships,"

explains Mutter, "is not to ask for money-you ask for components." Mutter also knew the project would require a talented individual to complete the labor-intensive res toration , and he had just the man in mind. He had met David Liebegott, owner of Classic Magic Aviation in Duncansville, Pennsylvania, at a pre vious Sentimental Journey fly-in and listened closely when Liebegott, who had completed several restorations, commented, "Some day I'm going to make a name for myself by restor ing a famous airplane. " Mutter tele phoned him as soon as he bought the historical PA-12 and said, "Dave, do you remember what you said? Well, I have the airplane for you!" Liebegott was "true to his word, and ended up volunteering 1,500 man-hours of his time and talents to restore that airplane to museum quality," smiles Mutter, "and that's why he gets to fly it. " The PA-12 was flying when Mut ter purchased it, but when Liebegott started inspecting it, he found the headliner was shredded and a por tion of the lower longerons were rusted through below the baggage compartment. "At first, we were just going to rejuvenate and repaint it," recalls Liebegott, "but when we found some problems, I said to Harry, 'Wait a minute, this is too important an airplane to aviation history to just do a whitewash on it. We're either

going to do it right, or I'm not going to do it.' That was fine with him, so we took it apart and made the neces sary repairs, and put a new nosebowl and boot cowl on it. I covered it with Ceconite 102 and used the Randolph nitrate-butyrate dope system." The airframe restoration progressed pretty smoothly, but they were in for another disappointment when the engine was inspected. "My lA, Russ Vicars, pulled the jugs off and found out they were pitted on the inside," says Liebegott, " so I called Harry and said, 'By the way, we 're going to spend $5,200 of your money on new cylinders and a carburetor.' Harry called Lycoming, but they were on strike at that time, and he couldn't get through-so we went ahead and bought the parts we needed." Mutter shares an interesting side note about the original engine, ex plaining, "After the Super Cruisers completed their global flight, Lycom ing changed out the 0-235 engines so they could examine the engine wear incurred during the flight, since they had been burning anything from 73 to 130 octane fuel. " And then it was time for the fin ishing touch-on the left side of the fuselage Liebegott hand-painted the flags of all the countries and the in signias of all the military bases where Truman and Evans had landed, and on the right side , Charlie Bickel hand-painted the names of all the VINTAGE AIRPLANE

cities where the twosome landed, as well as The City of the Angels on each side of the nose. If you closely examine the flags and insignia, you might wonder just how Liebegott painted them in such accu rate detail. The answer starts with Mut ter's visit to the Smithsonian National Air & Space Museum, where the origi nal fabric panel from The City of Wash ington was preserved. "They pulled the fabric out for me, and I had a view graph with a l/2-inch grid scale that I photographed each flag with, and that gave us the correct dimensions," ex plains Mutter. Then the photos were sized on a computer and printed, and Liebegott explains that he "put carbon paper behind the photo and traced it right onto the fuselage before painting it with enamel." And Mutter's visit to the museum yielded another significant dividend. "While I was there, they also brought out the original logbook from the around-the-world airplane. That log book was actually for my airplane, and they didn't know that. N3671M is written right on the front of it, and 14

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it's signed by Truman, not Evans. I asked if I could have a copy of it, and she ended up sending me the original logbook. The Smithsonian has been most generous with me. I found some interesting things in it, too-such as the receipt for overnight airplane parking in Baghdad and the Calcutta health certificate releasing Truman and his airplane to leave Calcutta."

Full Circle Liebegott test flew The City of the Angels on May 13, 1998, and four days later, he and Mutter took off for a promotional flight to Alaska, re tracing a portion of Truman and Ev ans' flight along the Alaska Highway, from Delta junction to Lethbridge, Alberta, Canada. When they returned to Pennsylvania, Liebegott confessed to Mutter that he'd never flown a PA 12 before. "Dave and I are almost like father and son," says Mutter with a chuckle, elaborating about the time they've shared, "We've retraced all of the Ca nadian and United States stops and landed at the exact airports where

Truman and Evans landed. We flew from Van Nuys, California, to Teter boro, New jersey, in 1999, and by now we have about 350 hours on the airplane. We've also been to Oshkosh and Sun 'n Fun with it. We've had our fun with it, haven't we, Dave?" And last year, the two men shared yet another significant milestone when they attended the National Aviation Heritage Invitational at Dayton, where The City of the Angels won the presti gious Paul E. Garber Trophy 2005, East ern Region Winner for Best Classic. But as we all come to know too well, change is the one consistent thing in life, and Mutter has decided the time has come to relinquish his ownership of this historic airplane. And for The City of the Angels, what better place to call home from now on than its own hometown and birthplace? Dur ing the annual Sentimental journey fly-in this summer, Mutter held a spe cial dedication ceremony to formally announce his donation of the "first lightplane to fly around the world" to the Piper Aviation Museum in Lock Haven, Pennsylvania. .....

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Harold G. Scheck (EAA 9921, VAA 75) BY ROBERT

f residents of Hasbrouck Heights, New Jersey, looked to the east in 1924 they might see, 200 feet below, a large expanse of clear, flat land that was Teterboro Airport. Still in its relative infancy, it was bursting with the vigor of eager young men who were bathing in the excitement, the adventure, and the glow of opportunity that energized the place. This former marshland was already a waypoint and destination for many early pioneers of aviation and hosted such personalities as Clarence Chamberlin, Charles Lindbergh , Adm . Richard Byrd, Amelia Earhart, Ed Gorski, Anthony Fokker, and the Wittman brothers, along with scores of others . Fortuitously, it was to become the home of several aviationoriented industries. Chamberlin had become famous for crossing the Atlantic two weeks after Lindbergh on a longer trip that ended in Berlin, as well as for other record-breaking achievements . Gorski was Amelia Earhart's mechanic and accompanied her on many trips. Is there a little wonder that a child

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Scheck (left) chats with Harold Krier, famed aerobatic pilot.

born into this environment would be attracted to the barking sounds of engines and the sight of winged vehicles overhead. If you lived in Hasbrouck Heights, your family entertainment would be to picnic at the field, enjoying the theater and excitement of the Gates Flying Circus with its daredevil aerobatic performers

and the breathtaking drama of wing足 walkers and parachute jumpers. It was in this place that a young Harold Scheck immersed himself in the dream world of aviation. It was only a few years later that there was no need to wait for the weekend; any day, the short walk down the hill could see him at this place of wonder.

Left: Scheck expertise restoring Fairchild 22s is well-known. Here's his restoration of a 22 powered with a Warner engine. It's currently registered to Lee Pearson of Plymouth, Massachusetts.

HIS PURCHASE OF TWO PROPELLERS THAT HAD BEEN ADVERTISED BY CLARENCE CHAMBERLIN IN TRADE-A-PLANE SPARKED A FRIENDSHIP WITH HIS LONGTIME HERO. Like any airport kid, Scheck's presence was accepted by the pilots and mechanics, which engendered an undying enthusiasm and curiosity about airplanes and engines that have persisted to this day. So it was not surprising that when his teacher assigned the class to write what they would like to be when grown up, 12足 year-old Scheck wrote this poem as to why he would like to be a pilot. I want to be a pilot For I love the whistling breeze. And the roar of the turning motor, As we soar o'er the trees. I want to be a pilot And fly all about Without a map or highway To guide me on my route. And he stuck to that dream even though, during the depreSSion , he was forced to drop out of high school after his sophomore year. In 1937, Scheck received his first ride in a 37足 hp Aeronca K at Teterboro Airport. World War Il ended the adolescent dreams of many a young man and woman. When Scheck returned from service in the South Pacific, he realized the need for a good machine shop. With his meager savings of $2,000 and a driving ambition, he established the H.G .S. Co ., which earned a

Clarence (white jacket) and Harold (second right) in front of a Menasco-powered Fairchild restored by Harold. The other men in the photo are not identified. reputation for diligently serving the needs of fixed base operators and the burgeoning antique aircraft restoration movement. His purchase of two propellers tha thad been advertised by Clarence Chamberlin in Trade-A-Plane sparked a friendship with his longtime hero . Chamberlin was particularly impressed with Scheck's restoration Scheck pulls the prop through on his Menasco足 of a Fairchild 22. powered Fairchild 22. By 1951, Scheck had earned his private pilot certificate and gained an airframe and engine with Ed Gorski, who had taken over rating. He has owned or restored Lincoln Park Airport in New Jersey. more than 35 antique aircraft: one of He went on to add a seaplane and which, a Fairchild 24, was donated to multiengine land and sea rating at the EAA AirVenture Museum. North American Aviation on the Along with Chuck Hohler, a pilot Hackensack River in Little Ferry, of Eastern Air Lines, Scheck was New Jersey. It was there that Scheck the founder of the Paramus Flying became interested in restoring Club in 1950 at Teterboro Airport. antique, open-cockpit aircraft. This That organization has remained in led to his adapting the Menasco continuous existence and is now engine to a Fairchild 22, for which based at Essex County Airport in he was awarded the supplemental Caldwell, New Jersey. Scheck has been type certificate. (See the cover of the recognized for his many achievements November 2003 Vintage Airplane and and support of aviation organizations the article about the Fairchild 22 by such as EAA and the Aviation Hall Barry Schiff in the February 2001 of Fame of New Jersey, located at AOPA Pilot.) Teterboro airport. In 1992, he moved Scheck was hired by Eastern to Pinehurst, North Carolina, where Air Lines but resigned because the he shares his interest and experience machine shop business required with EAA Chapter 1220 at Gilliam足 his full-time attention, although he McConnell Airfield in Carthage, continued to restore antique aircraft North Carolina. ....... VINTAGE AIRPLANE

o matter where you stand on Mr. Darwin's theory when it comes to biology, there's no doubt that evolution of a spe cies is evident in many product lines throughout aviation history. From Cessna's prolific production lines in Wichita, Kansas, sprang the post World War II all-metal tailwheel air planes that included the Cessna 140 and its evolved progeny, the Cessna 170. The 170 started life as a relatively low-powered, four-place airplane with docile handling, equipped with fabric-

N The air-to-air photos were taken be fore Dean Richardson tracked down a pair of original Cessna wheel pants. The Jetstream wheelpants look great, but they're not from the Cessna factory.

covered, metal-structured wings. As it evolved, the 170 developed a more angular profile, with squared off all-metal wings. By 1953, the de sign saw a major jump, as the core of the 170 design was morphed into the Cessna 180, a 225-hp workhorse. While the 170B continued in produc tion until the tri-gear 172 usurped it in 1956, the 180 and its cousin the 185 were part of the Cessna product line into the 1980s. The 180 design saw the basic 170 structure revised with a set of squared off tail surfaces and a triangular dorsal fin, along with a trimmable stabilizer and reshaped windows. The biggest change was engineering the new en gine installation, which saw the 180's new cowling wrapping around a 225 hp Continental 0-470-A driving a Mc Cauley constant-speed propeller. The bigger, stronger, faster 180 soon became a favorite of business men and ranchers, who found the utility airplane really lived up to its category. It seemed capable of just about anything those customers could want. In fact, it still seems so today-the 180 is a highly sought after airplane. Ranchers still want it, as do bush pilots from Alaska to South America, and anywhere else a gutsy utility airplane is needed. On VINTAGE AIRPLANE

skis, on floats, or on wheels, the 180 seems to have a lot of check marks in the "can do it" column. Dean Richardson of Madison, Wis consin, is a longtime VAA volunteer and the chairman of VAA Classic judging. He 's no stranger to Cessna aircraft. Along with a few other air planes, he's owned and restored award-winning copies of the 170 and a 1952 Air Force LC-126-C (the mili tary version of the Cessna 195), both of which were award winners at EAA Oshkosh. The stone original 1952 170B took home the Best of Type award in the Antique/Classic area during the 1984 fly-in. It also pro vided a great learning experience for what really had to be done to place in the awards at the national event. Af ter selling the 170, he purchased the LC-126-C and restored it to its mili tary configuration-as it would have looked while serving as a unit hack with the Air Force lO th Air Rescue Group. The airplane was presented with an Antique/Classic Horsepower Award in 1987. That was fun, and since he enjoys working on airplanes so much, after 20

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that experience he didn't stop, moving on to a Cessna T-41 , restored to its original military configuration. This time , he set out to do it right, all the way down to the original mili tary radios and locking inertia reel shoulder har nesses. It won the Best Liaison Airplane in the Warbirds area in 1989 and a Silver Wrench Award (the Gold Wrench that year went to an Avro Lancaster from Canada). A couple of years later it Dean Richardson, proud caretaker and detailer of won a preservation award Cessna 2451F. from the Warbirds judges. Still, it wasn't what he was looking Super Cub, and immediately prior to for when he set out to buy a differ that, a Polish Wilga, so a pretty wide ent airplane in 2004. He started look range of airplanes appealed to him. ing at Howards, enamored with the Now he wanted something with big, high-powered monoplane that four seats in a comfortable setting, seemed to be ready to leap over tall a fairly high cruise speed, reason cumuli at a single bound . But one able range, and some visual pizzazz. that was "just right" never seemed to Then along came the 180, with its cross his path when he was ready to 150-mph-plus cruise speed, four seats buy, so Dean kept his options open. in a comfortable cabin, an all-metal Prior to the 180, he'd owned a Piper structure that was well-known for its

Above: The instru ment panel of the 180 now features a Gannin avionics stack, but is oth erwise original.

Patience and persistence payoff for Dean Richard son, as he was able to track down a pair of pristine original Cessna wheelpants after 51F had won the Grand Champion Contemporary Lindy at EAA AirVen ture Oshkosh 2005. After liberating them from their original Cessna packaging, Dean polished the pair and installed them with little modification needed

The doorframes and sill plates were are carefully reshot with the proper paint color. The seat cushions are original leather seating that was or dered when the airplane was new with a bronze and tawny mist color scheme. It was part of the deluxe interior op tion package. Left: This extra bit of 5/16-inch wide plastic/ chrome trim, avail able at automo tive stores, helps detail the edges of the wheelpants.

durability and classic good looks. While shopping for a good, clean 180, Dean took his time. He did his homework on the airplane, refresh ing his memory regarding its history and boning up on any trouble spots he should look out for. He looked for de fects such as wrinkles around the land ing gear (indicating a hard landing or a lot of operation on rough terrain) or little dents and dings on the prop and leading edges of the tail surfaces, which would also indicate a hard life.

While he certainly wasn't afraid of some work to get the right airplane into shape, there didn't seem to be much point in doing more than he needed to do! Finally, after searching and read ing, and plenty of e-mails and phone calls to various owners, Dean found himself talking to a pleasant fel low from Texas, a rancher who used his 180 for duties around a pair of ranches he owned, one in south eastern Colorado, the other in Pilot

POint, Texas. Bill Ambrosich has been a pilot for most of his ranching life, and the 180 was certainly a great tool for working a pair of ranches in Colo rado and Texas. But he felt he needed to go back to a different airplane, so he was willing to part with his 180. Bill and Dean came to an agree ment on the airplane over the phone, contingent of course on Dean's in spection. Dean invited me to accom pany him on the trip to serve as a second set of pilot eyes and hands as he brought the 180 home to Wis consin. After a nice visit with the Ambrosichs, Dean and I saddled up at the Denton, Texas, airport and cinched our belts up tight, for it was very windy, and thanks to a very strong southwesterly flow in advance of a cold front over the great plains, it was likely to be bumpy and windy all the way home. And how! We were rocking and VINTAGE AIRPLANE

rolling nearly all of the trip, since a moderately packed cloud deck kept us under the cumuli for most of the flight. We routinely saw groundspeeds of well over 175 knots, which neither one of us were used to, having flown airplanes with true airspeeds around 100 mph or so! We zoomed home to Madison with one fuel stop in Leba

non, Missouri. The leading edge of the cold front was well into central Wisconsin by the time we reached the Quad Cities near Moline, Illinois, and by checking the weather ahead of our projected course, we were able to work our way north to the state line, at which point the Madison airport reported conditions that varied be

tween marginal VFR and IFR. A call to the Madison tower slipped us into the airspace as the airport was report ing marginal VFR conditions, and we landed with a total elapsed time of 4.7 hours (including a fuel stop of about 35-40 minutes), averaging 170 knots over the ground. If we'd tried to make the same trip in an airliner, from Den ton to Madison, we'd have taken a lot longer! Once home, Dean started to make his list of areas where the already nice-looking and well-kept Cessna could look even better. Like most of us, each time he and his wife, Wendie, went back to look at the airplane, the list grew. There were just a few non-original parts, such as the Jetstream wheelpants, which were great-looking Left: Resting on the grass of the Lodi airport near Lodi, Wisconsin, you can see the amazingly straight, ding-free cowling and nose bowl of SlF.

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(and are the ones you see in the air to-air photos on these pages), but they did not come with the airplane from the factory. The instrument panel and the preserved interior were among the features that tilted this airplane in Dean's favor. It had all the original instruments, including the direc tional and attitude gyros, along with the original radios. One more factor working for Dean was the airplane's paperwork. Each of the previous owners had kept all of the paperwork for the airplane, including the Cessna purchase agreement equipment list from when the airplane was first de livered to a pipeline company. Most likely it was used as its executive/em ployee transport to operations in the field. The airplane shows very little utility work wear, even though it's spent a good portion of its lifetime working for pipeline and machine shop companies. On it were listed the pOinted spinner, the deluxe interior

with green/brown leather seats, and the exter ior courtesy lights in the wings. It seemed to have just about every option you could buy, with the exception of a heated pitot tube. The more Dean looked, the better he felt about the project, and he real ized that if he really hit it hard, he could have a show-quality Cessna by the time the summer fly-in season ar rived. The exterior paint was good, if a bit worn and faded, but a strong polish job brightened it up consider ably. He spent time working on the interior, having a new headliner in stalled by Eric Paradise (then of Wis consin Aviation, now in Reedsburg, Wisconsin) that closely matched the original and installing a set of much needed shoulder harnesses. He also worked diligently to repair the plastic side panels using a plastic welding kit he picked up at his local hardware store. After the plastic heat welding repair was done, to prevent cracking again Dean backed up the

repair with a thin leather patch at tached with contact cement to the back side of the repaired panel. He has found that this works very well over a long period of time. Once they were repainted, along with the small metal trim around the windows and doorsills, the repairs became invisible. The leather seats needed a cleanup but were in other wise excellent condition. The origi nal tinted windshield didn't need too much work, but quite a bit of time was spent detailing the engine, and Wis consin Aviation helped out with a new a radio package with a Garmin suite of navigation/communication radios. A few of the instruments were overhauled and re-installed, helping boost the personal score Dean had given the airplane. He figured when he bought it the interior was about a 6 out of 10, and the exterior a 7 or 8. With the exception of an ad ditional logo on the tail, and the af termarket wheelpants, nothing else

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www.desser.com VINTAGE AIRPLANE

on the airplane would result in major deduction points. The radio installa tion would not result in a deduction, nor would the newer brakes (a safety item) or the strobe lights (another safety addition). A bit of skin work did need to be done on the flight control surfaces. While not terrible, it was pretty obvi ous that at one point the airplane had gotten caught outdoors during a hail storm. Dean had the ailerons, tops of the elevators, and horizontal tail re skinned by a shop in Louisiana. Having done all that, he left the air plane home when he came to Oshkosh for AirVenture, unsure whether he should bring it for judging. After all, he'd been involved in Classic airplane judging for many years, and even though he wasn't involved in Con temporary judging, he didn't want to put anyone in a difficult position. Once he started showing other VAAers photos of his new project, ev eryone encouraged him, both Con temporary judges and others, to go to Madison and get the airplane so it could be judged and put on display. Now that some folks had talked him into getting the airplane, he brought it up on Wednesday of the convention, and the following day the Contemporary judges swarmed over it. A number of remarkable things came to light as they looked it over. First, most commented later about the condition of the nosebowl and cowling. The 180 has a smooth compound curve cowl that shows dings and dents quite readily, but Dean's cowl ing didn 't show any of that usual 24

AUGUST 2006

runway and maintenance rash. He'd paid particular attention to the little areas that always seem to show wear, such as the door side panels, the doorframe and door sill plates, and the door seals, which needed to be replaced. All were neatly touched up, and the rest of the airplane showed great attention to detail and was original in its configuration. Three days later, at the awards ceremony in EAA's Theater in the Woods, Dean was stunned to hear that he'd won the Grand Champion Contemporary Lindy for EAA AirVenture 200S. After being recognized hands down as the most original Cessna 180 at EAA AirVenture 200S, you'd have thought it might be time to relax. But I know Dean pretty well and knew that would never happen. "I never leave well enough alone, since I love working on airplanes, so I kept wanting to get everything origi nal," he said. The next item on his list? Original Cessna wheel pants. Dean placed a few ads in some of the trade papers, including Vintage Airplane, advertising for a set of good original pants, just like those de livered on the earlier 180s. At least a dozen callers responded, but one caller in particular really made his ears perk up. When Dean told him that he was looking to have them in stalled and polished, not painted, he asked the owner of the wheel pants how they looked. "I don't know," he responded. "They're still in the boxes they came in from Cessna years ago." That sounded good to Dean!

A deal was struck, and a few days later the delivery man dropped off the boxes marked "Cessna Aircraft," and Dean very carefully op e ned them, gently pulling the staples. As he folded back the box tops, it was like Christmas and the discovery of King Tut's tomb all rolled into one. There, peeking out from the packing foam and blue plastic wrapping, was a pair of never-installed Cessna fac tory wheel pants, along with the bits and pieces for installation . For days he carefully removed the plastic wrap, which over the years had deteriorated and was stuck more firmly to the aluminum than was intended. A bit of solvent tb loosen the light adhe sive on the plastic film did the trick, and he was the proud papa of a pair of perfect pantaloons for his Cessna. There was one minor difference in the pants as manufactured and their installation on the 1966 180H-the Cleveland double-puck brake caliper on the later model was in front of the landing gear, and these pants were set up for the smaller Goodyear brakes on the back. By swapping sides and axles (and keeping the shims in place for the proper toe-in) the pants were a near perfect fit, with hardly any trimming needed for fitting. One more detail, after polishing, was added to the pants . Dean has never cared for the rather unfinished look of the very edge on the bottom of the Cessna wheelpants, but he spotted something at an automotive store that he knew would solve the problem. It was a chrome-plated plas tic trim section (see photo) that has a small amount of adhesive included in it . You simply push the U-shaped section onto the edge you're dress ing up and the adhesive will keep it in place. When done with restraint, it looks just as if the factory made it that way. I just smiled when I saw it, because it was so Dean Richardson. On his airplanes, or Chris-Craft wooden boat, he always seems to know just what needs to be done to make something "just so." No won der he loves working on airplanes so much! ......

Bob Gibbs & Dan Ramsey Belpre, OH

• GIBBS - Ratings: Commercial, Instrument, Flight Instructor • RAMSEY - Ratings: Commercia/, Single Engine, Multi-engine, Instrument • Owners: 1943 Stinson Reliant V-77 AT-19 1943 Stearman N-252 N67454

"AUA is my insurance company because they are dependable. When I cali, a courteous and knowledgeable person answers the phone and expedites the matter."

-Sob Gibbs IN MEMORY OF DAN RAMSEY August 16, 1928 -June 19,2006

AUA is Vintage Aircraft Association approved. To become a member of VAA call 8oo·843·36J2.

REARWIN SKYRANGER

Duane Wething, of Detroit Lakes, Minnesota, just sent us this photo of a 1942 Rearwin Skyranger. Duane just completed the restoration last fall for owner Jim Bortnem of Haw-

ley, Minnesota. Jim has owned the Skyranger for almost 30 years, and it was in storage for 20 years after it was damaged in a windstorm. A complete strip-down, inspection,

1948

LUSCOMBE

and repainting, including a Stits Poly-Fiber cover job, were done by the restorer, who also added new glass and a neatly duplicated origi nal-style interior.

88 Doug Kingsley of Parker, Colorado, owned this beau tiful Luscombe when it was restored, and John Greiner of Longmont, Colorado, now owns it. It was restored by Doug Orm and Bob Peterson, who re-covered the wings, painted the aircraft, and in stalled a new interior. The Lycoming 0-145 engine was replaced with a Continental A-75 engine for better per formance at Colorado's high altitudes. Evan McCombs of Evan's Aircraft now maintains the airplane; he was Doug's EAA flight advisor for his tail wheel transition training.

AUGUST 2006

1963 BEECHCRAFT MUSKETEER 23

The contemporary owners are really going to town with some of their aircraft, and owner Keith Greene of Alma, Arkansas, has really got some thing fine to fly and show off. His '63 Musketeer, N8748M, serial number M-536, was a training airplane until Keith's purchase in 2004. Keith cred its Bill Gray of Gray's Aviation with help dismantling and rebuilding the airframe. Bill Gray's son, Don, who owns a paint shop across the airport from Bill's Aviation, was responsible for executing the sharp reproduction of the Beechcraft color scheme. Keith also cred its the crew at Mena Aircraft Interiors for their help on the in terior work. He'd also like to thank all the other friends and associates who helped him with his Beech.

send your photos to:

Vintage Aircraft Association

What Our Members Are Restoring, P.O. Box 3086

Oshkosh, WI 54903-3086

CESSNA 195

Pat Wilson of Albuquerque, New Mexico, sent along these pictures of his 1953 Cessna 195, pow ered by a 275-hp Jacobs engine. The FAA registra tion database tells us it is serial number 16078. That bronze-colored instrument panel and other cockpit details certainly look classy! VINTAGE AIRPLANE

BY DOUG STEWART

Gettin' old "Gee . . . nice-looking airplane you've got there, Doug. What year is it?" I was asked the other day as I stood atop a ladder, filling up the tanks of my Super Cruiser at the self serve fuel pump at the Columbia County Airport. "It's a '47" I replied as I wriggled my nose to adjust my bifocal glasses so that I could see the meter on the pump . "It's four years younger than I am," I continued as I carefully climbed down, making sure to not miss any rungs on the ladder. This got me to thinking: You know, it wasn't that many years ago that climbing up the ladder was your concern, what with your slight fear of heights (a condition that I've found I share with many another pilot). Now you're more concerned with coming down the ladder and the possibility that you might trip and fall if you're less than careful. You know, Stewart, maybe your age is starting to show. You're overcoming your phobias, and you are also acting with less reckless abandon than you've been known to show in the past. Maybe that's a good thing, and getting old, rather than being a negative, is having a positive influence on your life. Perhaps this was true. I have found that although I'm still not sure what I want to be when I grow up, none theless those hazardous attitudes that used to be so hard to subdue have come more under control (although I still have to be ever vigilant) as I age. My flying has definitely taken on a more conservative tone as my age re 28

AUGUST 2006

minds me of my mortality. The old adage about old pilots and bold pilots takes on more significance with each passing day. All these things, and more, are some of the positive aspects that come with aging.

"Say again . . " becomes a frequent phrase in out pilot/controller vocabulary as our hearing diminishes. But pilots, unlike fine wines, do not necessarily improve with age. Al though the spirit might still be will ing, the flesh is indeed getting a little weaker. Since many of us who belong to the Vintage Airplane Association are as old as, if not older than, the air planes we love and fly, it would prob ably behoove us all to take a look at some of those things that can, and at

times do, impact our flying in a nega tive sense as we age. Probably the first thing we notice starting to go ... hang on here, I'll remember what it was in just a sec ond ... oh, yeah, now I remember ... is our vision. It isn't long after we see the notation on our medical certifi cate stating" corrective lenses must be carried in the cockpit" that we find we actually have to start wear ing them, rather than just stuffing them in the door pocket. Even be fore I found that the seat wouldn't go far enough back in a Mooney Ranger for me to be able to read the gauges without glasses, I was cognizant that I would have to start reluctantly wear ing those half-lens reading glasses to see the instruments. Now I'm wearing bifocal glasses that help me out not only with read ing the gauges, but also for distance vision as well. Rather than having to squint out through the windshield to try and make out the taxiway signs, as I taxi " ... right on alpha, left on Sierra, to Runway 24 ... " my glasses now allow me ample warning about those upcoming turns. The need for corrective lenses for both near and far vision as we age is usually quite obvious, but there are several other effects upon our vision that come with age and are perhaps a bit less obvious. Amongst these are a diminishment of visual clarity and, especially, night vision; a greater sen sitivity to light; peripheral vision can become blurred; depth perception di

minishes; it takes longer for the eyes to adjust from near to far objects and vice versa; the muscles of the eyes be come less responsive over time and take longer to adjust to changes in the environment as well as changes when moving focal points between near and far; and the eyes take longer to adjust to dark because the weak ened muscles of the eyes cause the eyes to dilate less quickly. Vision is certainly not the only thing to be affected by the aging process. "Say again ... " becomes a frequent phrase in out pilot/control ler vocabulary as our hearing dimin ishes. In most people a weakening of the muscles is normal as they age. En durance is diminished. Oxygen is not used as efficiently, and the muscles lose their elasticity. Awareness of im pending risk is delayed. Eye and body muscles react more slowly, resulting in a delayed response time. Space and distance are misjudged more frequently, and our reaction time slows. Responding to factors may require more time and space, because correct actions require per ception, evaluation, and motor response (muscle) time. In fact, re acting to a hazard may take twice as long for a pilot who has moved into middle age (40-54) and up to four times longer after age 5S or so. lt is obvious how all these is sues will affect our flight safety, and one might think a pilot would have enough sense to be much more care ful and adjust his personal mini mums to compensate for the effects of aging. But one of the insidious things about all of these aging-re lated problems is that they don't occur overnight. Rather, they occur gradually over time, and the dete rioration might very well not be no ticed or, if noticed, rationalized away through the process of denial. For pilots operating with a rec reational or higher certificate, the once-every-24-months medical exam might catch some of the de terioration, but for the pilot with a sport pilot certificate, the "driver's li cense" medical might not reveal any of these potential problems . Thus

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it would seem that it sure would be wise for all of us older pilots to have annual medical checkups and, espe cially, annual eye checkups, includ ing checks for cataracts, glaucoma, macular degeneration, diabetic reti nopathy, and other eye conditions associated with aging. Some other recommendations in clude using cockpit resource manage ment (CRM), especially passengers to aid you in the job of "seeing and avoiding;" keeping your windshield clean; adjusting your seat to maxi mize visibility outside th e cockpit, using cushions if the seat is not ad justable; avoiding tinted lenses at night; wearing sunglasses when it is bright out; and avoiding glasses with wide frames or heavy temples, being sure the frames do not inhibit side vision or create difficulty in seeing the entire field of vision. Avoid being in a hurry, and don't let air traffic control rush you (this applies to all pilots regardless of age, but especially to the older pilot). Keep an active exercise regimen to enhance flexibility, strength, and en durance; fitness is important at any age. Ask a significant other if he or she notices changes that might af fect safety in an airplane. Identifying deterioration or weaknesses in other areas of normal living that require perceptual motor skill, whether in the workshop, in the yard, or in the kitchen, should be used as clues that flying and airplane safety could also be affected. Lastly, and perhaps most impor tantly, get frequent recurrent train

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ing. Go beyond a flight review once every 24 calendar months; go beyond an annual Wings program. Do as the airlines and air-taxi pilots do ... get recurrent training every six months! It is sometimes difficult for me to accept some of the shortcomings the aging process has inflicted upon me, but I am cognizant of them and have factored them into my personal mini mums, not only when I am flying, but also in all the other wonderful activities that I undertake. However, I also know that the aging process is not all a negative. I certainly have much more patience, compassion, and-I think I can say-wisdom than I did not too many years ago. Aging is not all bad. I certainly know this when I visit EAA AirVen ture Oshkosh every year. For me, the most beautiful and awe-inspiring air planes that fly to this aviation mecca are all parked south of the Red Barn! To all the wonderful Vintage pilots, whether you are young or old, may you be blessed with blue skies and tail winds, and may the aging pro cess, whenever it occurs, be a posi tive one!

I would like to thank David Bennett, one ofour VAA directors, for the inspira tion for this article, as well as providing much of the information used. Doug Stewart is the 2004 National CFI of the Year, a NAFI Master Instruc tor, and a designated pilot examiner. He operates DSFI Inc. (www.DSFlight. com) based at the Co lumbia County Airport (lBl). ....... VINTAGE AIRPLANE

A serviceable cord r - - - - - - - - - - - - - - - - - - - - - . arly on in the history of avi should have a ation it became clear that a

smooth outer cover-

landing gear with some "give" ing, with no bumps

or shock absorption capabilities was desirable. The early or disruptions to the

woven cover. This Bleriot and other pioneer aircraft used one looks good, but thin tires set on wire-spoked wheels, and age and repeated while they were great for clearing the landing cycles have humps and bumps of the local pasture,

taken their toll.

they didn't soak up the bumps too well, so a second level of shock absorption

was added-rubber shock cording.

For decades, woven fabric-covered shock cord (often called bungee cord) was the most common of all shock absorbers. In fact, it was so ubiquitous, used on so many different civil ian and military aircraft, that it was even the subject of a mili-

No, it's not some new exotic pasta dish, or an undiscov ered sea creature. The outer rubber strands show signs of environmental aging, as 'ozone and airborne con taminants (including engine exhaust chemicals) attack the rubber. You can see how the inner strands are less affected. Again, this shock cord didn't appear to be ex cessively worn when viewed from the outside; the damage was only obvious once the covering was cut away. 30

AUGUST 2006

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This same cord showed some signs of abrasion damage to the woven covering where the shock cord was in constant contact with the landing gear structure.

This cord shows obvious signs of damage to the outer cover ing and to the rubber strands inside. The bumps and breaks in the covering indicate many broken strands of rubber in side the shock cord. This cord must be replaced.

Most normal humans would not be able to pull on a 3/4-inch shock cord and be able to stretch it, but this cord had deteriorated to such possible for me to do so!

MIL C-5651D Shock Cord Dating System The color code repeats on a five-year cycle. First color stripe: 1997-Red 1998-B1ue 1999-Yellow 2000-B1ack 2001-Green 2OO2--Red 2003-8lue 2004-Yellow 200S-Black 2006-Green 2007--Red The second stripe indicates the quarter of manufacture: January-March--Red April-June-Blue JulySeptember-Green October-December-Yellow Some manufacturers add a third color stripe not required bv MIL-C-5651D. 32

AUGUS T 2006

Some aircraft use muHiple shock cords. This is the upper end of the landing gear of a Fokker Super Uni versal. A similar herringbone arrange ment was used on the Ryan NYP, Spirit of St. louis.

tary speCification, MIL-C-S6S1D. It's still commonly used in the military and for civilian use. Double-covered shock cord is Type I; shock rings with a double braided cover are Type II. These cords are made with a core of rubber threads and a layer of woven cot ton cording to protect the easily dam aged rubber. Shock cord used in aviation applications has a pair of woven outer layers. The actual diameter of the rub ber strip bu ndle is not the only factor that controls how much force is needed to stretch a cord. Made of heavy cotton thread, the woven cover serves another not-so-obvious function-it controls the level of force required to stretch the cord (the cord's "modulus"). The tighter the cover is woven over the rubber strip, the greater the force required to elon gate the cord. Manufacturers can also vary the ratio of rubber strip and the cover yarn to control the modulus of the cord. That's why it's important to keep the cover intact; it not only pro tects the rubber strip from premature aging, but also is required to maintain the shock cord's strength. The rubber itself is high-grade rubber strip, either natural latex rubber or syn thetic rubber, similar to that used when golf balls were made with a wound rub ber strip core, only wider. (There are no longer any manufacturers of wound rub ber core golf balls in the United States!) While it exhibits great elasticity and du rability, the rubber is susceptible to en vironmenta l damage. When exposed to air, ozone and other pollutants will quickly deteriorate it. So will exposure to engine oil and other chemicals, such as

exhaust residue. Keeping the outer cover clean goes a long way toward keeping the rubber from deteriorating. That's why on a Cub or other similar landing gear systems, leather or vinyl "boots" are used to cover the shock cords. If you've owned an airplane that is equipped with shock cords as part of the landing gear, you know how impor tant it is to check the cords, to avoid a letdown feeling when one of the cords lets go with a sharp report. But what do you look for? How do you know it's time for a replacement? Do you use the calendar, the appearance of the cord, or the cord's date of manufacture? The answer is all three! While a cord may look perfectly fine, if it's been sit ting unprotected on the shelf in a hot hangar for years, odds are the rubber strip inside has deteriorated to such an extent that a few cycles of stretch ing will create a lumpy, useless mess. You've probably seen what can happen to a set of shock cords when an airplane has been left sitting out in the open for years. It doesn't seem to take very long for the landing gear to begin to splay outwards, and before you know it, the gear is near collapse. Do your best to obtain fresh shock cords when it comes time to change out a cord. Each outer layer of the woven cord made to the exacting standards re quired for the mil spec will contain a pair (or sometimes a trio) of colored treads, which indicate the date of manufacture. The mil spec defines the meaning of the colored yarn. See the chart included in this article for details. The military re quires a shock cord or ring be packaged and delivered no later than six months after manufacture; if stored properly, the cord can last for many years. During an annual or other peri odic inspection, check the shock cord first by standing back and looking at the airplane from the nose. Does it sit high up on its landing gear? Or have you noticed that the wing seems to be a bit lower than it used to be (sometimes evidenced by clanking your forehead when you go to enter the cockpit)? Is the inner portion of each of the tires wearing excessively? When you rock the wings with your hands while on the ground, does the

landing gear seem excessively soft? Even when the cords have been well protected, the interior of the shock cords will deteriorate over time and will need replacement. Evidence of that wear is most often seen in the form of surface irregularities in the covering. Bumps, tears, or other disruptions in the smooth woven cover tell you some thing's amiss under that cotton wrap. Is there discoloration on the cover, indi cating possible exposure to chemicals or oil, or is it dirt and grime from a lifetime of living on the belly of an airplane? Take a look at the photos in this ar ticle. These shock cords had been in ser vice for 14 years on an Aeronca Sedan. A pair of rings is used on each side, for a total of four shock cord rings. I'd no ticed that the gear seemed rather soft when the wings were rocked up and down, and the gear seemed splayed out more than normal. Also knowing that the age of the cords was at least 14 years, I made plans to change the cords during the annual inspection. While one cord looked pretty good, the other, manu factured four years earlier (evidenced by different color-code cords in the woven covering) had obvious defects. Once the decision has been made to replace the cords, caution must be ex ercised to prevent injury. These shock cords can recoil with tremendous force once stretched. For the Piper Cub and its brethren, a few enterprising companies have made special tools for stretching and install ing the cords. In other cases, a special tool is not needed, but do avoid the use of sharp or pointed tools to lever or pry the shock rings in place. Disrupting the covering not only exposes the rubber to the environment, but also can cause a change in the cord's modulus in a small area, weakening the cord and leading to premature failure. Once the cords have been replaced, go out and enjoy that "new landing gear feeling." But be careful-you'll be amazed at how stiff the landing gear has become, and you may need to adjust your landing technique. But even if you "sproing" a few of those first landings, you'll have the peace of mind knowing your bungee cords are up to soaking up anything you can throw at them! ~

continued from page 1 Home, Washington, which is near Se attle. Now, I'm not going to reveal a lot of detail here in this column, be cause there is a really neat story to be told here, and I am hopeful that be tween Sam and H.G., our editor, you will have the opportunity to read all about this great adventure Sam was on when he arrived at SMD in Fort Wayne, Indiana. But what I will reveal here is that Sam had just purchased his second 1929 Bird in the Long Island, New York, area nearly six weeks earlier. You will likely learn about his first Bird in the future article. So, here was 60-year "Young Sam Dodge" (this is how he signs his e-mails) six weeks into this adventure of getting his Bird home to Home, Washington, from Long Island, New York, with all of 25 hours of tailwheel time in his logbook, forging his way across the United States. Now I have to tell you, this is one interesting gentleman. Sam is a for mer Hollywood producer who left the industry and became a stay-at home dad for his two sons some 20 years ago. Sam ended up spending the whole July Fourth holiday with us at SMD, and we had a great time together. We assisted him with some minor maintenance items on the Bird and then sent my new friend on his way to finish his great adventure. As I write this column, Sam is in Bill ings, Montana, and he continues to chronicle this great adventure. We hope to share it with you soon. EAA AirVenture Oshkosh 2007 The World's Greatest Aviation Celebra tion-is coming July 23-29,2007. VAA is about participation: Be a member! Be a volunteer! Be there! Let's all pull in the same direction for the good of aviation. Remember, we are better to gether. Join us and have it all.

VINTAGE AIRPLANE

E.E. "BUCK" HILBERT

One more turn on turnbuckles

Dear Buck, Your recent article on turnbuckles struck another nerve, and I just have to relate my turnbuckle experience to you; nothing like yours-thank God! When I first went to work in the maintenance shop at AIRGO in June 1944-a couple of years back-I had presented myself to the maintenance chief, Mr. Ralph Bleke, as having no experience but a strong desire to learn. Evidently he liked that because he hired me! The first job I was assigned to was helping to re-cover the wings of a Stinson SR-9F, which took several weeks. When that was completed we busied ourselves with other less de manding jobs for a few days before tackling another big one. Walter Trask was chief pilot for the MacMillan Feed Co. at Decatur, Indi ana, and they operated a Stinson SR 8. This plane had a 260-hp Lycoming, and it was well maintained. The plane was scheduled for a trip to Florida the following day, and Walt wanted a 25-hour inspection done on the engine before starting out. Mr. Bleke assigned the job to our engine shop mechanic, Jack Stroud, with Bill Arthur to assist him. Jack and Bill were good friends, and Bill was to be married on the following Saturday, so they had to leave early that day for the wedding rehearsal; Jack was part of the wedding party! They managed to complete the inspection but were running out of time. Mr. Bleke told them to hang the cowling on, and he would have me finish installing it; I had never 34

AUGUST 2006

done this before! With all the confidence of a 17 year-old who thought he was in heaven, I approached the task with great gusto; after all, it couldn't be too tough or I wouldn't have been given the task.

After several turns I checked the alignment again; all did not seem to be as I thought it should be. You may be familiar with this type of installation. The split line was on the bottom of the cowling. There were two brackets with turnbuck les that pulled the cowling together. One end was permanently attached so that it could swing down when the turnbuckle was loosened. There were aligning pins to keep the cowling aligned fore and aft. At the bottom of the engine were two horn-shaped in take tubes, which I assumed were for the carburetor, and at the bottom of the cowling were two funnel-shaped tubes, which I assumed should fit into the tubes on the engine; there were screens on the cowling tubes! I swung the turnbuckle clamps into position, checked to see that the aligning pins were in the proper pOSition, and began to tighten the turnbuckles to draw the cowling to gether. After several turns I checked the alignment again; all did not seem

to be as I thought it should be. The aligning pins were gradually begin ning to work into their assigned holes, but the horn-shaped tubes at the front of the cowling were not lin ing up the way I thought they would, or should. I reasoned that if I contin ued tightening the turnbuckles, the cowling would eventually snap into alignment. I guess my biggest mistake was assuming too much. Henceforth I continued tightening, checking ev ery few turns to see if things were going as I assumed they would. The last time I checked it appeared that I might be right, since there was some indication that things were begin ning to move. Thinking to myself that just a few more turns should do the trick, I pro ceeded to tighten. Suddenly there was a horrible sound! It was a ripping, tear ing, crunching noise I shall never for get! What was that? I began to search for the source with considerable trepi dation; then my eyes fell upon the fixed bracket that held it to the cowl ing. It was attached to a large hole. I had tightened the turnbuckle so much that it pulled the bracket right out of the cowling; first my thoughts were, 0- M- G-! What have I done? My next thoughts were, where might I find future employment? There was only one thing to do, so I went in search of Mr. Bleke. When I found him, my first words were "Ralph, I really screwed up bad!/I When he looked at my handy work he was obviously distressed, but he kept pretty cool, saying, "1'11 have to get Ed Shenk to come out and help

me fix this tonight; the plane is leav ing for Florida early in the morning." Right after that I went home for the day, wondering what the atmo sphere would be tomorrow. Noth ing more was said, and I continued with AIRGO for a couple more weeks. They hired a new mechanic (experi enced), and one day Mr. Bleke asked me to take the next week off; he'd call when he needed me. I knew I was getting the "bum's rush. " As I was leaving, and feeling mighty low, I passed by the Pierce shop, where AIRGO's new mechanic had formerly worked. It dawned on me that they were now short a man. I walked over to the boss and said, "You guys need any new help?" "Do you know how to lay tapes?" he asked . "Sure do," I replied; I'd never laid a tape in my life. "When can you start?" he asked. "Right now," I said, "just as soon as I clean out my locker at AIRGO." Re turning to the AIRGO shop I found Ralph still there. Walking over to him I said, "Ralph, I quit!" Aston ished he said, "You what?" And I re peated, "I quit-I can't afford to be laid off, and I just got hired by Pierce. Thanks for everything. I'll be seeing you around." That day I had my first experience at laying tapes! Over to you, Edward E. "Ed" Beatty VAA 6448

Aug. 12-1 3

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• • • •

Sounds like you had a tough day, Ed, but I'll bet you learned quickly how to ask questions {irst and then get to work. Hey, all of you members out there, we're going to start a column of Q&A stuff, just as we intended this column to be nearly two decades ago. So how about it-drop us a note and let an expert an swer it. H.G. will send the questions out to different folks each month, and we'll get you an answer you can use. But it only works if you ask questions, so have at it! Send them to H.G. at either vin tageaircraft@eaa.org or EAA, Vintage Questions, P.O. Box 3086, Oshkosh, WI 54903-3086. It's over to all of you,

-;Bu.J

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BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM HAL SWANSON'S COLLECTI ON. Send your answer to EAA, Vintage Airplane,

P.O. Box 3086, Oshkosh, WL 54903 -3086. Your answer needs to be in no later than September 10 for inclusion in the November 2006 issue of Vintage Airplane.

You can also send your response via e-mail. Send your answer to mysteryplane@eaa.org. Be sure to include your name, city, and state in the body of your note, and put "(Month) Mystery Plane" in the subject line.

MAY'S

MYSTERY

he May Mystery Plane, from Ted Businger, is part of his John Sunyak collection. Here's our first letter:

The May 2006 Mystery Plane is the Simplex R -2 -D Red Arrow Dual Plane, also known as the Simplex Racer as shown in your photo. The aircraft was built as c/n 37-R, was registered as NR43M, and was flown with race number 71 in its class at the 1929 National Air Races in Cleveland by H.S . (Dick) Myhres, the factory pilot. The Simplex Aircraft Co. was located in Defiance, Ohio. The race number showed me by reference to pages 542 545 of the EAA 1991 edition of Schmid and Weaver's The Golden Age of Air Racing: Pre-1940 that it is the Simplex. This was by process of elimination of the other "71" rac ing aircraft. The information quoted below is given by Aerofiles . com and on page 30 of Joe Juptner's T-Hangar Tales: Sto ries of th e Golden Age. The "Dual Plane" name is very meaningful because it was built as the high-wing mono plane shown in your photo, but had a lower wing that 36

ANSWER

AUGUST 2006

could be mounted on the lower fuselage structure to in crease payload by flying as a biplane. Juptner has a photo of the monoplane that was taken from directly behind the aircraft. Aerofiles reports that the engine, as raced and as a biplane, was a Wright J-6-7 (R-540) of 225 hp, al though a WrightJ-6-5 (R-760) of 165 hp could be installed on the monoplane version. Aerofiles reports that the up per wingspan was 32 feet 9 inches and the lower span 24 feet . The payload was 700 pounds with a range of 600

Simplex R-2-D Red Arrow Dual Plane/Simplex Racer. These two photos sent by Ed Beatty and James Harvey show the Simplex in two racing configurations-as a biplane without wheelpants, and as a monoplane with pants. miles as a monoplane, and 1,325 pounds with a range of 700 miles as a biplane. Jack Erickson State College, Pennsylvania Both Ed Beatty and james Harvey sent in photocopies of their duplicate john Sunyak photos, which we'll try to print. The quality of the photos is not great, but we'll give it a go. Ed also had this postscript: After looking a little closer, it became apparent that my pictures were taken a little later than the one in the maga zine. NR numbers have been added to the rudder. Why

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they would remove the wheel pants after installing the lower wings is also a bit of a mystery; perhaps for weight and balance? judging from the rolled-down stocking on the young lady, this picture was probably taken in the mid-1930s. (1929, at the NationaL Air Races in CLeveland, ac cording to Ted's notes on the back of the photo.-Ed.) Other correct answers were received from Henry Komp, Merriville, Indiana; Charles F. Schultz, Louisville, Ken tucky; Wayne Muxlow, Minneapolis, Minnesota; Russ Brown, Lindhurst, Ohio; james Harvey, Highland, Illinois (loved the Mono Aircraft stationary, james!); and Wayne Van Valkenburgh, jasper, Georgia. ......

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The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control, or direction of any event (fly-in, seminars, fly market, etc.) listed. To submit an event, send the information via mail to: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Or e-mail the information to: vintageaircraft@eaa.org. Information should be received four months prior to the event date. AUGUST 12-Auburn, CA-Auburn Municipal Airport (AUN). Thunder In The Sky. Info: www. thunderinthesky.org AUGUST 18-20-McMinnville, OR-McMinnville Airport. McMinnville Antique Fly·ln. Info: www. nwaac.com AUGUST 18-20--Alliance, OH-Alliance·Barber Airport (2Dl). 8th Annual Ohio Aeronca Aviators Fly·ln. Info: Brian Matz 216-337-5643, bwmatzllac@yahoo.com, www.oaafJy-in.com AUGUST 20--Brookfield, WI-Capitol Drive Airport. EAAjVAA Chapter 11 Ice Cream Social & Lunch . Vintage Aircraft Display. Noon-5pm. BBQ Chicken Lunch Noon-2pm AUGUST 2S-2S-Long Island, NY-Bayport Aerodome (23N). 2nd Annual Antique Aeroplane Club Fly-In. All vintage, antique, classic airplanes and pilots welcome. For "Welcome to Bayport DVD " and Info: Sbain@emdiaofny.com . www.AACGNY.org AUGUST 2S-Niles, MI-Jerry Tyler Memorial Airport (3TR). VAA Chapter 35 Fly-In Drive-In Corn & Sausage Roast. llam-3pm. Rain Date August 27th. Info: Len Jansen 269-684 6566 SEPTEMBER 2-Zanesville, OH-Riverside Airport. EAA Chapter 425 Pancake Breakfast Fly In, Drive-In Breakfast. 8am-2pm with lunch items available after 11am. Info: Chuck Bruckelmeyer 740-454-7487 SEPTEMBER 2-Prosser, WA-EAA Chapter 391's 23rd Annual Labor Day Weekend Prosser Fly In. Info: R.L. Shaub 509-735-7664 SEPTEMBER 2-Marion, IN-Marion Municipal Airport (MZZ). 16th Annual Fly-In CruiseIn. Features antique, classic, homebuilt, ultralight, & warbird aircraft as well as vintage cars, trucks, motorcycles, & tractors. AII-You-Can-Eat Pancake Breakfast is served. Proceeds benefiting the local High School Band. Info: Ray Johnson 765-664-2588. www.FlylnCruiseln.com SEPTEMBER 7-10--Greenville, ME-Greenville, Maine 33rd Ann ual International FlyIn. Contests, poker runs, cruise on Moosehead Lake, cookout, buffet, demonstrations, and more. Info: Darralyn Gauvin, PO Box 1289, Greenville, ME 04441 or email darralyn@ghslakers .org SEPTEMBER 9-Blue Bell, PA-Wings Field

AU GUST 2006

(LOM). 17th Annual Vintage Aircraft & Classic Car Show. 10am-3pm. Free

welcome. Sponsored by the Staggerwing Museum Foundation, Staggerwing Club, Twin

Admission. $10 Automobile Parking. Food, Music, Entertainment, & Exhibits. All net

& Travel Air Division. Info: 931455-1794

proceeds will go to benefit Angel Flight East. Rain Date: September 10th. Info : Bonni 800-383-9464 xl06 SEPTEMBER 9-Newark , OH-Newark-Heath Airport (VTA). Annual EAA Chapter 402 Fly-In Breakfast. Breakfast: pancakes, eggs, sausage, juice, coffee. Vintage and homebuilt aircraft. Young Eagles Flights. Buckeye Chapter of RVAtors fly over. Fly-ins and drive-ins we lcome. Info: Tom Mc Fadden 740-587-2312 or tmc@alink.com SEPTEMBER 9-Maxton, NC-Laurinburg-Maxton Airport (M EB). Region 10 Ercoupe Owners Club North-South Carolina Members & Guests 3rd Annual" Spectacular September Invitational" . Hosted by John Miller & William McNeill. 10am-l0:45am Touch-Down. 11am Noon RC Demonstrations. Noon-1:15pm Lunch & Awards. 1:30pm-3pm Fly-Out to Local Grass Strip. 3pm-3:30pm Departure . Info: Buck 336-342-5629,336-549-1936, bandmanl@triad.rr.com SEPTEMBER 22-23-Bartlesville, OK-Frank Phillips Airfield. 50th Annual Tulsa Regional Fly-In. Info: Charlie Harris 918-622-8400. www.tulsafJyin.com SEPTEMBER 24-Hinkley, IL-OC2. EAA Ch. 241 Breakfast on the Grass. 7:30am-Noon. Info: 847-888-2119 SEPTEMBER 3O--Hanover, IN-Lee Bottom Flying Reid (641). 10th Annual Wood, Fabric, & Tailwheels Fly-In. Come see what everyone is talking about. If you love the good old says, then you'll love this event. Info: www. LeeBottom.com SEPTEMBER 30--Topping, VA-Hummel Air Field. The 11th Annual Car & Air Event. Featuring Antique Cars & Planes. Plus Rre Apparatus, Tractors & Engines, and Arts & Crafts of all types . Info: 804-758-4330 or 804 694-5995, info@wingsandwheel.us, www. wingsandwhee/s. us OCTOBER 11-15-Tullahoma, TN-Beech Party 2006. StaggerwingjTwin Beech 18/Bonanza/ Baron/Beech owners & enthusiasts are

Beech 18 Society, Bonanza/Baron Museum, OCTOBER 14-Georgetown, DE-Sussex County Airport (GED). Delaware Aviation Museum 3rd Annua l Wings and Wheels Fly-In. Vintage, Classic and Warbirds judging and awards. Fun flying activities during the day. Rides available for purchase in a 8-25 and PT-17. Antique and vintage cars as well as street rods . Judging and awards for cars also. Free admission to the public. Donations appreciated. Info: 302-855-2355OCTOBER 29--Jean, NV-Jean Airport. 18th Annual North Las Vegas International Ercoupe Fly In and Halloween party (EOC Region 8). Info: http://www.airnav. com/airport/OLl

2006

MAJOR

FLy-INS For details on EAA Chapter fly-ins and other local aviation events, visit www.eaa.orgjevents

EAA Mid·Eastern Regional FIy·ln Marion Municipal Airport (MNN) Marion,OH August 25-27,2006

Virginia Regional EAA FIy·ln Dinwiddie County Airport (PTB) Petersburg, VA September 30-0ctober 1, 2006 www.vaeaa.org

EAA Southeast Regional Ay-In Middleton Reid Airport (GZH) Evergreen, AL October 6-8, 2006 www.serfi.org

Copperstate Regional EAA FIy·ln Casa Grande (AR) Municipal Airport (CGZ) October 26-29, 2006 www.copperstate.org For details on 'EM Chapter fty-ins and other local avia tion events, visit www.eaa.org/events

Membershi~ Services VINTAGE

AIRCRAFT

ENJOY THE MANY BENE FITS OF EAA AND ASSOCIATION THE EAA VIN TAGE A IRCRA FT ASSOC IAT ION OFFICERS President Geoff Robison 1521 E. MacG regor Dr.

New Haven, iN 46774 260-493-4724 cllief7025@tlo l.conl

Vice-Presid en t George Daubner 2448 Lough Lane Hartford, WI 53027 262-673 -5885

vaaflybo}'@7115n.com

secretary Steve Ness€.'

Treasurer Cha rl es W. Harris

2009 Highland Ave. Albert Lea, MN 56007 507-373-1674 sffles@deskmedia.com

7215 East 46th St. Tulsa, OK 74147 918-622-8400

(wh@hvsu.com

DIRECTORS Steve Bender

Jeannie Hill

85 Brush Hill Road Sherborn, MA 01770 508-653-7557

P.O . Box 328 Harvard, IL 60033-0328 815-943-7205

sst 100comcast.net

di"g}wo@OWC.llft

David Bennett

E.spie "Butch" Joyce

375 Killdeer Ct Lincoln, CA 95648 9 16-645 -83 70

antiquer@illreacll.com

704 N. Regional Rd.

Greensboro, NC 27409

336-668-3650

Willdsock@aoi.com

John Berendt 7645 Echo Point Rd. Cannon Falls, MN 55009 507-263-2414 mibfchld@rcollflect.com

Hartford, WI 53027 262-966-7627 sskrog(4'l101.com

Dave Clark 635 Vestal Lane Plainfield, IN 461 68 317-839-4500 davecpd@iqllt'.H.l1e/

Steve Krog 1002 Heather Ln.

Robert D. "Bob" Lumley 1265 South 124th St. Brookfield, WI 53005 262-782-2633 lllmper@ext!cpc.com

l A Deacon Street

Gene Morris 5936 Steve Court

Northborough, MA 01532 508-393-4775 cupelalld J@jllllo.com

Roanoke, TX 76262 8 17-49 1-9 1 IO genel11orris@clwrter.net

john S. Copeland

Phil Coul son

Dean Richardson

28415 Springbrook D r. Lawton, MI 49065 269-624-6490 rcoll/son516@cs.(um

1429 Kings Lynn Rd Stoughton, WI 53589 608-877-8485 dar@aprilaire.coln

Dale A. Gustafson

S.H. "Wes" Schmid

7724 Shady Hills Dr. Indianapolis, IN 46278 317-293-4430 daie{i.lye(g)lnSll.com

2359 Lefeber Avenue Wauwatosa, WI 532 13 414-771-1545 sJiscJiln;drs-"nilwpc.com

DIRECTORS

EMERITUS

Gene Chase

E.E. "Buck" Hilbert

2 159 Carlton Rd. Oshkosh, WI 54904 920-23 1-5002 GRCHA@cJw rt er. llet

8102 Leech Rd. Union, IL 60180 815-923-4591 bllck7ac@dis.nt!t

Ronald C. Fritz 15401 Sparta Ave. Kent C ity, MI 49330 616-678-5012 rFritl@pathway"et.com