----------------

euro ~ ~ ~

by Espie Butch Joyce

I am fmally settling in after returning from EAA Oshkosh 90 What a great Convention we had Seems that the AntiqueClassic area ran smoother tills year than ever before Id real1y like to thank all those people who helped out at Oshkosh the volunteers chair-people and everyone at EAA Headquarters who supshyplied us with all the equipment we requested They also gave us all the support they could

I have received a number of letters from people who wish to express their concerns and constructive comments about certain aspects of the Convention These letters are always welshycome Only through knowing how the memshybership perceives what is going on at the Convention can we continue to improve Sometimes it is difficult to co-ordinate al1 the activities and working at Headquarters to see what needs to be improved in the field

Pilli Coulson has decided to step down as Chairman of the Parade of Flight Pilli has carried tills activitiy as long as I have been going to Oshkosh and he wants to change jobs so that hell be doing sometillng new The Parade of Flight tlus year went as smoothly as any we have ever had in the past Because of the way the runway was extended we were able to recover the aircraft in a different fasillon and it worked out great All the pilots who parshyticipated in the Parade of Flight cooperated and really went out of their way to give a good show for the division

I will be looking for a new Chairman for this activity At tills time if any members are intershyested in being Chairman of the Parade of Flight please let me know so that they nlight be conshysidered Pill I has agreed that he wil1 act as Co-Chairman next year to help the new person become acquainted with the procedures we use We will make a decision on the Chairman at our November Board of Directors meeting so please let me know before the end of October so I can present tills information to the Direcshytors Also any comment about the Fly-in would be helpful We need to know that also before the end of October

The workload in my office has not been bad after returning from Oshkosh tills year The main reason is because I have good help in the office and tillngs were better planned as I have learned from my experiences of being Manager of the AntiqueClassic area last year Business has been reasonably good for us this year and 2 SEPTEMBER 1990

STRAIGHT AND LEVEL

keeps me on the move quite a bit Sometimes if I am a little tardy returning correspondence from someone please forgive me for that I will try to do better in the future especially as winter comes on and things start to cool off around here I will have a little more time on my hands since most of our work is outside

Trees are now turning in our area and its

~~~~~~~sh~~ ~~~~~1~~~~ Chapters having fall fly-ins One Chapter that is dear to me because I have been a member for a long time is AntiqueClassic Chapter 3 This chapter encompasses North Carolina South Carolina and Virginia and has been an antique organization since the early 1960s Chapter 3 always puts on a good fly-in They have one in Burlington North Carolina in the spring and one in Camden South Carolina in the fall Camden is generally the largest of the fly-ins and has been very successful but with the cost of insurance porta-johns autos etc and only receiving a $200 registration fee from the people when they land it has always been just a break-even situation for the Chapter A year and a half ago they started out with what seemed to be a good bank account but had bad weather in Burlington with only a few airplanes being able to show up and Camden had bad weather with only a few airplanes able to show up there Again this year Burlington had bad weather with only four or five airplanes being able to make it and they came in late Friday afternoon

Chapter 3 now has almost a negative balance in their accounts Their Board of Directors met in August and establishcd a lifetime membershysillp The offering of this lifetime membersillp will enable the Chapter to again enlarge its treasury and be able to put on a fly-in Their next fly-in is at Camden South Carolina Ocshytober 5-7 This is a fun event and I encourage everyone to participate There is no air show just a good get-together for people to visit and look at the beautiful airplanes and take buddy rides I will be there for sure because tills is one fly-in I can go to and not have to work I can just visit and sit under thc wings and go ride in someones Stearman or Staggerwing and have a real good time Maybe I will see you there

It wont be long before the temperature runs me into the workshop or hangar for the winter I have a workshop beside my house and my hangar is at Slllloh the county airport Basicalshyly the only project in my hangar at tills time is a Cessna 170 that a friend of mine Emory Chronister and Ills wife Sandy Slllmpi have been working on This will be a nice airplane I look forward to seeing it in the air at some point and time

In my workshop I just piddle around a little bit I keep scrounging around for Travel Air 4000 parts finding a few now and then and just talking to people Someone will put me on a lead and I will run it down I have the engine and propeller tail pieces and a few other misshycellaneous parts so you can see that I am workshying on each end very well One of these days I may finally have enough pieces to start work on the middle It is one of my favorite biplanes

and would someday love to have one of my own But for the meantime the Clipwing Cub that I have does just fme for going out and having fun TIlls is the next best thing to an open cockpit airplane because you can open the side wide open

The Reid conversion for the Clipwing really makes a nice airplane If you ever get a chance to fly one I would encourage you to do so It is a real surprise to see how the airplane pershyforms Initially the Clipwing Cub that I have had a 65-hp engine in it and I will have to say that just is not enough for the airplane I now have a 9O-hp engine installed and it really makes a hot rod out of it Another nice thing about the Clipwing is that you really dont burn that much fuel and as everyone knows these days that is going to be more and more imporshytant from a standpoint of operating your fun machines There is a lot of difference between four gallons an hour for a 9O-hp engine and 30 gallons an hour for a 6OO-hp engine In the Staggerwing that I used to fly the best I could do across country was around 22 gallons per hour

As in the past I would like to ask members to send in articles and photographs to be used in your publication VINTAGE AIRPUNE It does not have to be polished as the editorial staff can take care of those problems You have read thc feature about interesting members which we have been running as a series I am sure there are people in your area who would make interesting reading about their exploits or accomplishments in the antique airplane field If you would just take a few photographs black and white and jot down an article and send it in To give you an example of what it would take for an article tills STRAIGHT amp LEVEL that you are reading at tills time takes apshyproximately three pages of double-spaced typewritten wording - this gives you an idea of what the length of this article is Your article might not be used immediately in the magazine but will go in our file and at some point in time receive consideration

As a final note I would like to report on the election of officers at Oshkosh I was reshyelected as President for another two-year term I will be happy to serve at that capacity and look forward to it George York of Mansfield Ohio was re-elected as Secretary of the Division George has been very active in aviation Bob Brauer of Cillcago Illinois Charles Harris of Tulsa Oklahoma Bob Lumley of Colgate Wisconsin and Steve Nesse of Albert Lea Minshynesota were re-elected as Directors As new officers Jolm Berendt of Cannon Falls Minshynesota Gene Chase of Oshkosh Wisconsin George Daubner of Hartford Wisconsin and Jeannie Hill of Harvard Illillois were elected as Directors As you can see we have some new blood coming on board which will keep us vibrant for the future All these people have been dedicated members in the past and will serve as dedicated officers I would like to welcome all these people to the board

Were all better as a group Lets all pull in the same direction for the good of aviation Join us and have it al1

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT MARKETING amp COMMUNICATIONS

Dick Malt

EDITOR Mark Phelps

MANAGING EDITOR Golda Cox

ART DIRECTOR Mike Drucks

ADVERTISING Mary Jones

ASSOCIATE EDITORS Norman Petersen Dick Cavin

FEATURE WRITERS George A Hardie Jr Dennis Parks

EDITORIAL ASSISTANT Isabelle Wiske

STAFF PHOTOGRAPHERS Jim Koepnlck Carl Schuppel

Mike Steineke

EAA ANTIQUECLASSIC DIVISION INC

OFFICERS President Vice-President

Esple Butch Joyce Arhur II Morgan 604 Highway St 3744 North 51st Blvd

Madison NC 27025 Milwaukee WI 53216 919427-0216 414442-3631

Secretary Treasurer George S York EE Buck Hilber

181 Sloboda Ave PO Box 424 Mansfield OH 44906 Union IL 60180

419529-4378 815923-4591

DIRECTORS John Berendt Rober C Bob Brauer

7645 Echo Point Rd 9345 S Hoyne Cannon Falls MN 55009 Chicago IL 60620

507263-2414 312779-2105

Gene Chase John S Copeland 2159 Carlton Rd 9 Joanne Drive

Oshkosh WI 54904 Westborough MA 01581 414231-5002 508366-7245

Philip Coulson George Daubner 28415 Springbrook Dr 2448 Lough Lane

Lawton MI 49065 Hartford WI 53027 616624-6490 414673-5885

Charles Harris Stan Gomoll 3933 South Peoria 1042 90th Lane NE PO Box 904038 Minneapolis MN 55434 Tusla OK 74105 612784-1172 918742-7311

Dale A Gustofson Jeannie Hill 7724 Shady Hill Drive PO Box 328

Indianapolis IN 46278 HaNard IL 60033 3 1 7293-4430 815943-7205

Rober Lickteig Rober D Bob Lumley 1708 Bay Oaks Drive 1265 South 124th St

Albert Lea MN 56007 Brookfield WI 53005 5073732922 414782-2633

Gene Morris Steven C Nesse 115C Steve Court RR2 2009 Highland Ave

Roanoke TX 76262 Albert Lea MN 56007 817491-9110 507373-1674

S H Wes Schmid 2359 Lefeber Avenue Wauwatosa WI 53213

414771-1545

DIRECTOR EMERITUS S J Wittman

7200 SE 85th Lane Ocala FL 32672

904245-7768

ADVISORS John A Fogerty Dean Richardson 479 Highway 65 6701 Colony Drive

Roberts WI 54023 Madison WI 53717 715425-2455 608833- 1291

September 1990 bull Vol 18 No9

Copyright copy 1990 by the EAA AntiqueClassic Division Inc All rights reseNed

Contents

2 Straight amp Levelby Espie Butch Joyce

4 Calendar

5 Vintage Literatureby Dennis Parks Page 5

10 Vintage Seaplanesby Norm Petersen

12 Members Projectby Norm Petersen

14 Honeymoon Ryan

16 Cute As A Buttonby Wallace Murray Jr

20 Oshkosh Photos Page 12

24 Tailwheel Tamerby Joseph Angelone

29 Pass It To Buckby EE Buck Hilbert

31 Vintage Trader

34 Mystery Planeby George Hardie Jr

FRONT COVER Dirk and Donna Leeward aloft over Oshkosh in their Honeymoon Special Ryan SCW (Photo by Jim Koepshynick photo plane flown by Colin Soucy)

REAR COVER Another rare magazine cover from the Ted Businger collection

The words EAA ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATIONand the logos 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC EAA INTERNATIONAL CONVENTION EAA ANTIOUECLASSIC DIVISION INC INTERNATIONALAEROBATIC CLUB INC WARBIRDS OF AMERICA INC are registered trademarks THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited

Editorial Policy Readers are encouraged to submit stories and photograp1s Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor Material should be sent to Editor The VINTAGE AIRPLANE Wittman Regional Airport 3000 Poberezny Rd Oshkosh WI 54903-3086 Phone 414426-4800

The VINTAGE AIRPLANE (SSN 0091middot6943) is published and owned exclusively by EAA AntiqueClassic Division Inc of the Experimental Aircraft Association Inc and is published monthly at Wittman Regional Airport 3000 Poberezny Rd Oshkosh WI 54903-3086 Second Class Postage paid at Oshkosh WI 54901 and additional mailing offices Membership rates for EAA AntiqueClassic Division Inc are $1800 for current EAA members for 12 month period of which $1200 is for the publication of The VINTAGE AIRPLANE Membership is open to all who are interested in aviation

ADVERTISING -AntiqueClassic Division does not guarantee or endorse any product offered through our advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken

POSTMASTER Send address changes to EAA AntiqueClassic Division Inc PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 3

NEXT MONTH

MoreEAA Oshkosh 90 Coverage

September 1-2 - Prosser Washingshyton Seventh Annual Air Fair and fly-in sponsored by EAA Chapter 391 Call 5091786-1034

September 1-3 - Blakesburg Iowa Culver Cadet 50th Anniversary Celeshybration Antique Field Copntact Burke Bell 3795 Smuggler PI Boulshyder Colorado 80303 Tel 303494shy0108 or Dan Nicholson 713351-0114

September 8 - Chico California Chico Antique Airshow Chico Airshyport Contact Chico Antique Airshow Committee 6 St Helens Lane Chico California 95926 Tel 916342-3730

September 14-16 - Tahlequah Okshylahoma (50 miles eastsoutheast of Tulsa) 33rd Annual Tulsa Fly-in and 10th Annual Bucker Fly-in Contact Charlie Harris 3933 South Peoria Tulsa Oklahoma 74105 Tel 918 742-7311 Bucker fans contact Frank Price Route I Box 419 Moody Texas 76557 Tel 8171772-3897 or 853-2008

September 14-16 (note date corshyrected from last issue) - Jacksonshy4 SEPTEMBER 1990

ville Illinois Sixth Annual Byron Smith Memorial Stinson Fly-in and Reunion at the Jacksonville Airport Contact Loran Nordgren 4 West Nebshyraska Frankfort Illinois 60423

September 15-16 - Rock Falls Ilshylinois Fourth Annual North Central EAA Old Fashioned Fly-in Pancake breakfast Sunday Contact Dave Chrisshytansen at 815625-6556

September 23 - Rockford Illinois EAA Chapter 22 Annual Fly-in Steak and Brat Lunch Cottonwood Airport II 00 am to 300 pm Call Tom Janusevic at 815397-4995

September 29-30 - Lexington Tenshynessee Sixth annual Tennessee Tailshydraggers Fly-in Call 901968-8641 days or 968-2864 eves

September 30 - Tunkhannock Pennsylvania Fly-in Breakfast at Shyhaven Airport Contact Steve Gay at 717836-3884

October 5-7 - Camden South Carolina Annual Fall Fly-in sponsored

by EAA AntiqueClassic Division Chapter 3 Contact Ray Bottom Jr 103 Powhatan Parkway Hampton Virginia 23661 October 6-7 - Sussex New Jersey Airport Fly-In sponsored by EAA AC Chapter 7 and EAA Chapters 238 73 and 891 Info Bill Tuchler 2011797shy3835 Konrad Kundig 201361-8789 FAX 2011361-5760 or Paul Steiger Sussex Airport 2011702-9719

October 13 - Dayton Ohio Annual EAA Chapter 610 Wright-Patterson AFB and USAF Museum tour Contact Jim Hammond at 5131767-8751

October 13-14 - Hickory North Carolina Municipal Airport EAA Chapter 731 5th Annual Fly-In Conshytact Norman Rainwater 1415 Linwood Place Lenoir NC 28645 evenings 704578-1919 or Lynn Crowell 113 Auld Farm Road Lenoir NC 28645 7041754-2723

October 27-28 - Winchester Virshyginia Winchester Regional Fall Fly-in at the Winchester airport Pancake breakfast Sunday Call George Lutz EAA Chapter 186703256-7873

VI~TA(7~ LIT~I2ATUI2~

by I)ennis Vaks

~ Liba-y4chives I)i ectu

In the vast collection of aViatIOn magazines in the EAA Aviation Foundations Boeing Aeronautical Library we are fortunate to ha ve a large number of first issues of th ese magazines These initial issues can be very interesting for they usually have an editorial statement of purpose and the editors view of the state of aviation at that point in time In addition the first issue gives a time capsule of what was considered important to the world of flight at the time the publication was launched

In the next few months Vintage Literature will examine in chronologishycal order the first issues of some of the more important aviation publications First will be the British publication FLIGHT of 1909

Paris Aero Salon - General View

First published in January of that yea r the magazine is not only the world s first aeronautical weekly but the oldest trade aviation journal in exshyistence As such its 4200-plus issues constitute the most complete journalisshytic account of aviation hi s to ry FLIGHT is an outgrowth o f th e AUTOMOTOR JOURNAL which had been covering aeronautics since at least February 1902 when it reprinted a 4000-word paper by Wilbur Wright on glide r experiments Starting with Nove mber 1908 AUTOMOTOR JOURNAL published a separate section on aeronautics entitled Flight

In December 1908 JTC MooreshyBrabazon pioneer British a viator wrot e a letter to th e e ditor of AUTOMOTOR suggesting th a t it

change its name to refl ect its coverage of aviation so as to show you recogshynize the movement and are alive to it A UTOMOTOR went one better and on January 2 1909 it started publishing FLIGHT as a weekl y journal As Mr Moore-Brabazon was onl y the second Englishman to fl y and as the English Channel had not yet been crossed by air the appearance of a British aeronautical weekly may have appeared a bit premashyture However the founder of the jourshynal Stanley Spooner wrote in his first editorial that they as an offspring were just carrying on a tradition started by the A UTOMOTOR JO URNAL

The scope of the new journal was to be broad in nature The first editoriaL by Mr Spooner stated Anything which tends towards progress in aerial naviga-

VINTAGE AIRPLANE 5

tionessentially comes within our imshymediate purview Spooner continued The flying world is about to grow up we are preparing to grow with it Clearshyly one of the principle tasks that lies immediately before us is to stimulate a keen interest in the science and art of flight with the intelligent public of this country

The first issue of FLIGHT consisted of 16 pages though most of the content was of short briefs giving a retrospect of the past year There were three articles The first provided a full account of the Paris Aeronautical Exhibition the second was a survey ofaeroplane design and construction the third an examinashytion of the flying machines of the Wrights and Voisin done by FW Lanchester the famous British scientist

PARIS EXHIBITION - The Paris Aeronautical Exhibition which was the first in France and the second in the world opened on December 24 1909 Though presented as an adjunct to the Annual Automobile Salon it was the 16 flying machines on display that drew the largest crowds Among the machines shown were Aders A vion No3 and the Voisin designed for Henry Farman known as the Farman I Other machines included the Delagrange and the Bleriot biplanes the latter a three-seater Monoplanes 6 SEPTEMBER 1990

Wright Flyer - Outside its shed in France

included the Bleriot REP and Anshytoinette Breguet exhibited his aeroplane-helicopter and the Wright Flyer with which Wilbur Wright was touring Europe also appeared

The editor lamented the short term that the Salon was open to the public To anyone already interested in the exshyperimental side of the problem of flight it may readily be believed that the show is all too short a time for even such a small number of machines to be studied in detail especially as it is not customary for Englishmen to spend their Christmas holidays at exhibitions

The editor presented the argument that the flying industry was already born even though not generally acshyknowledged by the pUblic It is not alone in the fashion of complete aeroplanes and in the designing of light engines that the present Salon has developed an industrial aeronautical side There is even stronger proof of our contention that the industry is born in the fact that there have already sprung into existence some firms who are devoting special attention to the making of parts Propellers frames radiators and surface materials are among the pieces detache appertaining to flight

AEROPLANE DESIGN - In the article entitled Aeroplane Design and Construction the first issue of FLIGHT

examined various details of the aircraft shown at the Paris Exhibition Of the 16 aircraft at the show nine were monoplanes five were biplanes one was a tandem wing and the last a biplane-helicopter from Breguet The engines for these aircraft ranged from two to 16 cylinders and ran from 17 to 50 horsepower The most popular enshygine with six installations was the 50shyhp eight-cylinder Antoinette

Wood was the favorite material for the framework of the machines and at this early time in the development of the airplane two firms at the exhibit were specializing in the manufacture of holshylow wood beams and struts Only two machines the very large Breguet biplane-helicopter and the REP (Robert Esnault-Pelterie) had steel tube frames

The most popular covering material for the surfaces of wings was Egyptian cotton treated with rubber and manufacshytured by the Continental Tyre Comshypany The Bleriot No9 monoplane used a vellum-like paper covering the Bayard-Clement monoplane was covered with varnished silk and the Anshytoinette used varnished linen

WRIGHT AND VOISIN MACHINES - The third article in the first issue of FLIGHT was by famous British scientist and aerodynamicist

Paris Aero Salon - Voisin biplane built for Henry Farman

FW Lanchester He examined some of the different characteristics of the Wright Brothers Flyer and the VoisinshyDelagrange biplane Lanchester conshysidered the Wright and the Voisin the most successful types of flying machines at the time He had examined them both and seen them fly in France In the fall of 1908 Wilbur Wrights longest flight was approaching two hours and Henry Farman in a Voisin had flown close to an hour

Lanchester wrote The first point to which we may direct our inquiry is that of the difference in weight the Voisin

machine is 40 percent heavier than that of the Brothers Wright Since the passhysenger accommodation of the two machines is identical (two people) it might be supposed that the less weight of the Wright machine is a definite adshyvantage

There is however one feature in which the machines differ and which is unquestionably responsible for much of the difference in weight The Voisin machine is fitted with a chassis with four wheels mounted to swivel freely this being an essential feature of a well designed alighting mechanism the

front wheels are provided with a spring suspension to diminish the shock of landing on rough ground The Wright machine has no such provision but posshysesses instead a pair of wooden runners of comparatively little weight

After calculating the effective horseshypower of both machines and the effecshytive pitch of eac h Lanchester determined that the Wright design was the more efficient of the two

It would appear that in addition to being considerably less efficient in its screw propeller the Voisin is also slightly less efficient as a glider that is

Voisin-Delagrange biplane

VINTAGE AIRPLANE 7

JANUARY 2 1909

PROGRESS OF MECHANICAL FLIGHT PROGRESSIVE RECORDS

THE following table IS interesting as showing the gradual progress or the solution 01 the problem of mechanical flight shy

Distance or Time

300 metre Few seconds 7- 8 metres 50 metres 60 metres 82 6 metres 220 metres 363 metre~ 403 metres 771 metres 1500 kiloms 2004 kiloms 2 5 kiloms 3925 kiloms 5 kiloms 9 kiloms 125 kiloms 17 kiloms 197 kms (20m 19 ) 24 middot727kms (29m 535 ) 57m 315 Ih 2m 305 Ih Sm SiS Ih 10m 50S I h I Sm 203

Ih 31m 255 Auvours Ih 54m 22is Le Mans

Wilbur Wright holds the record for passenger flight having carried M P Painleve for Ih 9m 455 and covering a distance of about 80 kiloms at Auvours on October loth

INDIVIDUAL PERFORMANCES TO DATE TilE accompanying table gives the performances which have been made by the most prominent aviators of the last few years shy

_ __D_a_t_e__ _ -----_ __I__la_ce__ __~D uralion _ _ ~istance_

I ADER

h m sl 14 Oct 1897 Satory 300 metres

SANTOS DUMONT (biplane rudder in front) 2Z Aug 906 1 Bagatelle Few metres 14 Sept 1906 0 8 0 24 Qct 1906 50 metres 13 Nov 1906 60 0

826 o 0 211 220

SANTOS DUMONT (second biplane with rear rudder) 17 Nov 1907 IIssy 1 120) metres

SANTOS DUMONT (monoplane)

21 Nov 1907 1Bagatelle 1 I 145 metres

VUIA (monoplane) 8 Oct 1906 5 metres Tssy middot 1

Mar 1907 5 13agelle 17 July 1907 6gt

DE LA V AULX (monoplane)

18 Nov~ 1907 St Cyr 1 60 metres

8 SEPTEMBER 1990

Place

Satory Bagatelle

to

Issy

Rome

Mitan Gand Issy Fort Meyer

Aeronaut Date

1Ader 114 Oct 1897 Santos Dumont 22 Aug 1906

14 Sept 1906

l24 Oct 1906 13 Nov 1906

Ij J~ I~8 21 Mar 1908 10 April 1908

1 J 27 May 1908

30 22 June 1908

Ilen Farman 6 July 1908 Delagrange 6 Sep 1908 Orville Wright 9

10

II bull I2

Wilbur Wight 21 18 Dec 1908

16 Mar 1907

t~ 18 20 tt

21 24 10 April 1908

II 27 May 1908

30 tt22 June 1908

9 July 1908 6 Sept 1908

17

5 April 1907 II July 1907 25 tt

6 Aug 1907 17 Sept 1907

I Dec 1907 4 6

17 J~~e I~8 29

4 July 1908

6 21 Oct 1908 ]1

15 Oct 1907 26 30 Dec 1907 13 Jan 1908 21 March 1908 29 t

2 June 1908 6 July 1908

29 Sept 1908 0

3 2 Oct 1908 28 30

31

ESNAULT-PELTERIE (monoplane) 19 Oct 22 1907 27

8 June 1~8

8 Aug 1908 II Il

JJ tt

3 Sept 1908 5

10 t 16

21 25 28 tt

3 Oct 1908 6

10 18 Dec 908

12 Au~ 1908 19

1 13c 1 (first flight) 30 metres

ISO 1 12 kiloms

WILBUR WRIGHT (biplane) I I unaudieres o

o o o

Auvours o o o o o I

10

o o 1

LeMans

FERBER (biplane)

I~~y t

DELAGRANGE (biplane) Bagatelle

Issy

Rome 0 15 25 Milan Turin

24 727 kmso 29 53 Issy 030 27

BLERIOT (monoplane)

Bagatelle 1 0 6 0

I~s

o 5 47 o 8 45

T~ury 0 0

FARMAN (biplane) Issy

I 28

Ghent

o 20 19R 19 7 Chalon~ o 42 0 39

043 0 41 o 44 32 40 o 4 0 2 + o 17 0 27 Height pr ize 25 metres

I 45 3 43 6 56 8 13~

10 40 19 481 2 431 39 18f

2 20 t 31 25~

9 I ~ 35 + 55 37H

4 261+ 9 45lt

54 22~

IFirst flight 256 metr~s

i 50 0

10 metres 200 600

15 kilums 2 5 392 5 9

12 5 7 200 metres+

30 metres So 143 186 200 metres 600 600 700 6 kiloms

7 kiloms 14

285 metres 77 1 bull

15 kiloms 2 004 138 metrest

124 kms+

Paris Aero Salon - Front view of Aders Avion No3

to say its gliding angle is not quite as good as that of the Wright machine the machine is aerodynamically less effi shycient

The Wright Flyer also appeared to be the more practical In the fall of 1908 in Europe Wilbur Wright had fl own five flights close to or over one hour in duration and in competition for the Michelin Cup had flown for close to two hours Also the design was very popular with 15 aircraft either comshypleted or under construction in France by January 1909

Under the heading News of the

Wee k th e iss ue had severa l short entries of current note For instance

Wilbur Wright does not like the co ld weather (in northern France) Very soon now however he will migrate to a warmer climate for it is expected that he will start for Pau (southern France) late in January

It is reported from Berlin that an engineer named Grade has succeeded in making flight s of from 100 to 400 meters at an altitude of about one meter and at speeds varying from 30 to 40 kilometers per hour

With the obj ect of asce rt a ining

whether the worki ng of wireless telegshyraphy from airships would in any way prove a source of da nger to the ocshyc up a nt s th e Ge rm a n milit a ry authorities have recently been carrying out extensive experiments Apparently the results have been entirely satisfacshytory and saw that no danger need be anti cipated

By the end of its first yea r FLIGHT publi shed more th an 800 pages of coverage o f the Euro pea n avia tion scene Glancing over the pages one can see the phenomenal growth of aviation ill Eu rope in 1909 bull

Second Englishman to Fly - JTc Moore-Brabazon

VINTAGE AIRPLANE 9

In response to the picture of his Beechcraft C 18-S on floats in the June 1990 issue of VINTAGE AIRPLANE Garland Bernhardt of Baudette Minshynesota has been kind enough to send in photos of the rebuild of his deHavilland DHC-2 Beaver (N9028 SIN 54-1672) Purchased from military surplus the Beaver was totally restored and modified by Wipaire Inc of Inver Grove Heights Minnesota

Equipped with a set of new Wipline 6000 floats the Beaver has an ex tended cabin section new cabin windows seating for eight people and large storage lockers in the

by Norm Petersen

floats Wi th a majored PampW R-985 up front the new Beaverwill haul a 1700shypound load with ease and cruise at 103 knots As Garland says It is the most incredible airplane I have ever had for hauling big loadsin thewi lderness

Since receiving the modified 1954 Beaver in 1987 Garland has flown it some 1700 hou rs hauling fishermen from the Minnesota-Canadian border area near Baudette to the many wi lderness lakes of Ontario This winter the engine will be replaced with another freshly majored R-985 ready for the spring fishing season once again

In the past 25-plus yea rs Garl and Bernhardt has logged over 12000 hours in conjunction with his resort and charter business with the majority of his hours on floats It all started in the early 1960s with a J-3 Cub on 1500 PK floats I strongly suspec t his experienshyces over all these years and hours would fi lIthe pages of a rat her la rge book (The line forms on the kft)

We wish to thank Garland and hi s wife Ma xi ne for se nding us th e photos and story of the deHavilland Beaver N902R It is another case of a classic a irplane c10ing it s job every summer without fuss or fanfare bull

Fresh from military surplus the Beaver is completely d ismantled and checked for corrosion before the rebuild begins

10 SEPTEMBER 1990

New interior features new instruments new avionics and a pleasant paint scheme Note throw over yoke common to Beavers Toe brake pedals look a bit superfluous on a floatpane

The Wipaire modifications are pretty well done in this photo prior to finishing the interior and exterior Note dual windows over extended baggage compartment and larger baggage outside door

The finished Wipaire Beaver waits at Garland Bernhardts dock on the Rainey River for the next load of fisherman

VINTAGE AIRPLANE 11

by ~()r-m Veter-sen

This pretty tan and brown Beechcratt Staggerwing N1174V SIN 6892 is a 017-5 built in 1944 and completely restored in 1988 by its owners John and Marianne Mihalka (EAA 85112 AIC 1027) of Carmen Idaho Photographed over Wild horse Nevada by David Dunbar the pristine Staggerwing features a zero-timed 450 P amp W amp prop new wood Stits covering and finish new wiring and electrical systems (24 volt) with alternator and all new fuel systems with electric boost pump and primer The panel sports a King radio package complete with IFR certified loran and HSI system In addition and S-Tech autopilot is awaiting certification The interior is all leather including rug and headliner In short this is one complete airplane

12 SEPTEM BER 1990

This 1953 Cessna 180 N180RW SIN 30574 is the proud possession of Rob Westcott (EAA 356828) of Pontiac Michigan Built near the tail end of the 1953 production as N2273C the 180 was delivered to Buffalo New York to its first owner On Fathers Day of 1988 Ron bought the Cessna from the estate of the original owner It had 1061 hours total time on aircraft and engine Ron spent the summer of 88 re-doing the aircraft and polishing the exterior to a bright shine He has since flown the Cessna to 18 different states and Canada putting abut 250 very pleasant hours on the machine In short Ron Westcott really enjoys the 180 and as you can see it shows

Bob and Lori Kitslaar (EAA 97283 AC 4095) of Luxemburg Wisconsin kindly sent in these two photos of their Stearman N4784V SIN 75-5434 which they have been rebuilding for five years Beside refurbishing the fuselage they fabricated all four wing panels from scratch plus a new center section The best part was when all parts were assembled - they fit Bob and Lori are presently covering the Stearman and we look forward to seeing the big biplane in the skies of Wisconsin

VI NTAGE AIRPLANE 13

On August 26 1989 Dirk and Donna Leeward were married at the Leeward Air Ranch in Ocala Florida What followed was one of aviations unique honeymoons covering the country in a Vintage Ryan sew Tracing the map at left you can follow the couples route as they flew from Florida around the United States and back again This issues cover photo and the photo collage on these two pages were all taken at EAA Oshkosh 90 and you can see that the Ryan is still going strong - and for Dirk and Donna Leeward the honeymoon is just the beginning

HONEYMOON RYAN

When Dirk and Donna Leeward were married they flew off on their honeymoon in a Vintage Ryan sew

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VINTAGE AIRPLANE 15

CUTE AS A BUTTON This New Jersey beauty is exactly what he wanted in an airplane

by Wallace Murray

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

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Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

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Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

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VINTAGE AIRPLANE 31

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT MARKETING amp COMMUNICATIONS

Dick Malt

EDITOR Mark Phelps

MANAGING EDITOR Golda Cox

ART DIRECTOR Mike Drucks

ADVERTISING Mary Jones

ASSOCIATE EDITORS Norman Petersen Dick Cavin

FEATURE WRITERS George A Hardie Jr Dennis Parks

EDITORIAL ASSISTANT Isabelle Wiske

STAFF PHOTOGRAPHERS Jim Koepnlck Carl Schuppel

Mike Steineke

EAA ANTIQUECLASSIC DIVISION INC

OFFICERS President Vice-President

Esple Butch Joyce Arhur II Morgan 604 Highway St 3744 North 51st Blvd

Madison NC 27025 Milwaukee WI 53216 919427-0216 414442-3631

Secretary Treasurer George S York EE Buck Hilber

181 Sloboda Ave PO Box 424 Mansfield OH 44906 Union IL 60180

419529-4378 815923-4591

DIRECTORS John Berendt Rober C Bob Brauer

7645 Echo Point Rd 9345 S Hoyne Cannon Falls MN 55009 Chicago IL 60620

507263-2414 312779-2105

Gene Chase John S Copeland 2159 Carlton Rd 9 Joanne Drive

Oshkosh WI 54904 Westborough MA 01581 414231-5002 508366-7245

Philip Coulson George Daubner 28415 Springbrook Dr 2448 Lough Lane

Lawton MI 49065 Hartford WI 53027 616624-6490 414673-5885

Charles Harris Stan Gomoll 3933 South Peoria 1042 90th Lane NE PO Box 904038 Minneapolis MN 55434 Tusla OK 74105 612784-1172 918742-7311

Dale A Gustofson Jeannie Hill 7724 Shady Hill Drive PO Box 328

Indianapolis IN 46278 HaNard IL 60033 3 1 7293-4430 815943-7205

Rober Lickteig Rober D Bob Lumley 1708 Bay Oaks Drive 1265 South 124th St

Albert Lea MN 56007 Brookfield WI 53005 5073732922 414782-2633

Gene Morris Steven C Nesse 115C Steve Court RR2 2009 Highland Ave

Roanoke TX 76262 Albert Lea MN 56007 817491-9110 507373-1674

S H Wes Schmid 2359 Lefeber Avenue Wauwatosa WI 53213

414771-1545

DIRECTOR EMERITUS S J Wittman

7200 SE 85th Lane Ocala FL 32672

904245-7768

ADVISORS John A Fogerty Dean Richardson 479 Highway 65 6701 Colony Drive

Roberts WI 54023 Madison WI 53717 715425-2455 608833- 1291

September 1990 bull Vol 18 No9

Copyright copy 1990 by the EAA AntiqueClassic Division Inc All rights reseNed

Contents

2 Straight amp Levelby Espie Butch Joyce

4 Calendar

5 Vintage Literatureby Dennis Parks Page 5

10 Vintage Seaplanesby Norm Petersen

12 Members Projectby Norm Petersen

14 Honeymoon Ryan

16 Cute As A Buttonby Wallace Murray Jr

20 Oshkosh Photos Page 12

24 Tailwheel Tamerby Joseph Angelone

29 Pass It To Buckby EE Buck Hilbert

31 Vintage Trader

34 Mystery Planeby George Hardie Jr

FRONT COVER Dirk and Donna Leeward aloft over Oshkosh in their Honeymoon Special Ryan SCW (Photo by Jim Koepshynick photo plane flown by Colin Soucy)

REAR COVER Another rare magazine cover from the Ted Businger collection

The words EAA ULTRALIGHT FLY WITH THE FIRST TEAM SPORT AVIATIONand the logos 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC EAA INTERNATIONAL CONVENTION EAA ANTIOUECLASSIC DIVISION INC INTERNATIONALAEROBATIC CLUB INC WARBIRDS OF AMERICA INC are registered trademarks THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC and EAA ULTRALIGHT CONVENTION are trademarks of the above associations and their use by any person other than the above associations is strictly prohibited

Editorial Policy Readers are encouraged to submit stories and photograp1s Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor Material should be sent to Editor The VINTAGE AIRPLANE Wittman Regional Airport 3000 Poberezny Rd Oshkosh WI 54903-3086 Phone 414426-4800

The VINTAGE AIRPLANE (SSN 0091middot6943) is published and owned exclusively by EAA AntiqueClassic Division Inc of the Experimental Aircraft Association Inc and is published monthly at Wittman Regional Airport 3000 Poberezny Rd Oshkosh WI 54903-3086 Second Class Postage paid at Oshkosh WI 54901 and additional mailing offices Membership rates for EAA AntiqueClassic Division Inc are $1800 for current EAA members for 12 month period of which $1200 is for the publication of The VINTAGE AIRPLANE Membership is open to all who are interested in aviation

ADVERTISING -AntiqueClassic Division does not guarantee or endorse any product offered through our advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken

POSTMASTER Send address changes to EAA AntiqueClassic Division Inc PO Box 3086 Oshkosh WI 54903-3086

VINTAGE AIRPLANE 3

NEXT MONTH

MoreEAA Oshkosh 90 Coverage

September 1-2 - Prosser Washingshyton Seventh Annual Air Fair and fly-in sponsored by EAA Chapter 391 Call 5091786-1034

September 1-3 - Blakesburg Iowa Culver Cadet 50th Anniversary Celeshybration Antique Field Copntact Burke Bell 3795 Smuggler PI Boulshyder Colorado 80303 Tel 303494shy0108 or Dan Nicholson 713351-0114

September 8 - Chico California Chico Antique Airshow Chico Airshyport Contact Chico Antique Airshow Committee 6 St Helens Lane Chico California 95926 Tel 916342-3730

September 14-16 - Tahlequah Okshylahoma (50 miles eastsoutheast of Tulsa) 33rd Annual Tulsa Fly-in and 10th Annual Bucker Fly-in Contact Charlie Harris 3933 South Peoria Tulsa Oklahoma 74105 Tel 918 742-7311 Bucker fans contact Frank Price Route I Box 419 Moody Texas 76557 Tel 8171772-3897 or 853-2008

September 14-16 (note date corshyrected from last issue) - Jacksonshy4 SEPTEMBER 1990

ville Illinois Sixth Annual Byron Smith Memorial Stinson Fly-in and Reunion at the Jacksonville Airport Contact Loran Nordgren 4 West Nebshyraska Frankfort Illinois 60423

September 15-16 - Rock Falls Ilshylinois Fourth Annual North Central EAA Old Fashioned Fly-in Pancake breakfast Sunday Contact Dave Chrisshytansen at 815625-6556

September 23 - Rockford Illinois EAA Chapter 22 Annual Fly-in Steak and Brat Lunch Cottonwood Airport II 00 am to 300 pm Call Tom Janusevic at 815397-4995

September 29-30 - Lexington Tenshynessee Sixth annual Tennessee Tailshydraggers Fly-in Call 901968-8641 days or 968-2864 eves

September 30 - Tunkhannock Pennsylvania Fly-in Breakfast at Shyhaven Airport Contact Steve Gay at 717836-3884

October 5-7 - Camden South Carolina Annual Fall Fly-in sponsored

by EAA AntiqueClassic Division Chapter 3 Contact Ray Bottom Jr 103 Powhatan Parkway Hampton Virginia 23661 October 6-7 - Sussex New Jersey Airport Fly-In sponsored by EAA AC Chapter 7 and EAA Chapters 238 73 and 891 Info Bill Tuchler 2011797shy3835 Konrad Kundig 201361-8789 FAX 2011361-5760 or Paul Steiger Sussex Airport 2011702-9719

October 13 - Dayton Ohio Annual EAA Chapter 610 Wright-Patterson AFB and USAF Museum tour Contact Jim Hammond at 5131767-8751

October 13-14 - Hickory North Carolina Municipal Airport EAA Chapter 731 5th Annual Fly-In Conshytact Norman Rainwater 1415 Linwood Place Lenoir NC 28645 evenings 704578-1919 or Lynn Crowell 113 Auld Farm Road Lenoir NC 28645 7041754-2723

October 27-28 - Winchester Virshyginia Winchester Regional Fall Fly-in at the Winchester airport Pancake breakfast Sunday Call George Lutz EAA Chapter 186703256-7873

VI~TA(7~ LIT~I2ATUI2~

by I)ennis Vaks

~ Liba-y4chives I)i ectu

In the vast collection of aViatIOn magazines in the EAA Aviation Foundations Boeing Aeronautical Library we are fortunate to ha ve a large number of first issues of th ese magazines These initial issues can be very interesting for they usually have an editorial statement of purpose and the editors view of the state of aviation at that point in time In addition the first issue gives a time capsule of what was considered important to the world of flight at the time the publication was launched

In the next few months Vintage Literature will examine in chronologishycal order the first issues of some of the more important aviation publications First will be the British publication FLIGHT of 1909

Paris Aero Salon - General View

First published in January of that yea r the magazine is not only the world s first aeronautical weekly but the oldest trade aviation journal in exshyistence As such its 4200-plus issues constitute the most complete journalisshytic account of aviation hi s to ry FLIGHT is an outgrowth o f th e AUTOMOTOR JOURNAL which had been covering aeronautics since at least February 1902 when it reprinted a 4000-word paper by Wilbur Wright on glide r experiments Starting with Nove mber 1908 AUTOMOTOR JOURNAL published a separate section on aeronautics entitled Flight

In December 1908 JTC MooreshyBrabazon pioneer British a viator wrot e a letter to th e e ditor of AUTOMOTOR suggesting th a t it

change its name to refl ect its coverage of aviation so as to show you recogshynize the movement and are alive to it A UTOMOTOR went one better and on January 2 1909 it started publishing FLIGHT as a weekl y journal As Mr Moore-Brabazon was onl y the second Englishman to fl y and as the English Channel had not yet been crossed by air the appearance of a British aeronautical weekly may have appeared a bit premashyture However the founder of the jourshynal Stanley Spooner wrote in his first editorial that they as an offspring were just carrying on a tradition started by the A UTOMOTOR JO URNAL

The scope of the new journal was to be broad in nature The first editoriaL by Mr Spooner stated Anything which tends towards progress in aerial naviga-

VINTAGE AIRPLANE 5

tionessentially comes within our imshymediate purview Spooner continued The flying world is about to grow up we are preparing to grow with it Clearshyly one of the principle tasks that lies immediately before us is to stimulate a keen interest in the science and art of flight with the intelligent public of this country

The first issue of FLIGHT consisted of 16 pages though most of the content was of short briefs giving a retrospect of the past year There were three articles The first provided a full account of the Paris Aeronautical Exhibition the second was a survey ofaeroplane design and construction the third an examinashytion of the flying machines of the Wrights and Voisin done by FW Lanchester the famous British scientist

PARIS EXHIBITION - The Paris Aeronautical Exhibition which was the first in France and the second in the world opened on December 24 1909 Though presented as an adjunct to the Annual Automobile Salon it was the 16 flying machines on display that drew the largest crowds Among the machines shown were Aders A vion No3 and the Voisin designed for Henry Farman known as the Farman I Other machines included the Delagrange and the Bleriot biplanes the latter a three-seater Monoplanes 6 SEPTEMBER 1990

Wright Flyer - Outside its shed in France

included the Bleriot REP and Anshytoinette Breguet exhibited his aeroplane-helicopter and the Wright Flyer with which Wilbur Wright was touring Europe also appeared

The editor lamented the short term that the Salon was open to the public To anyone already interested in the exshyperimental side of the problem of flight it may readily be believed that the show is all too short a time for even such a small number of machines to be studied in detail especially as it is not customary for Englishmen to spend their Christmas holidays at exhibitions

The editor presented the argument that the flying industry was already born even though not generally acshyknowledged by the pUblic It is not alone in the fashion of complete aeroplanes and in the designing of light engines that the present Salon has developed an industrial aeronautical side There is even stronger proof of our contention that the industry is born in the fact that there have already sprung into existence some firms who are devoting special attention to the making of parts Propellers frames radiators and surface materials are among the pieces detache appertaining to flight

AEROPLANE DESIGN - In the article entitled Aeroplane Design and Construction the first issue of FLIGHT

examined various details of the aircraft shown at the Paris Exhibition Of the 16 aircraft at the show nine were monoplanes five were biplanes one was a tandem wing and the last a biplane-helicopter from Breguet The engines for these aircraft ranged from two to 16 cylinders and ran from 17 to 50 horsepower The most popular enshygine with six installations was the 50shyhp eight-cylinder Antoinette

Wood was the favorite material for the framework of the machines and at this early time in the development of the airplane two firms at the exhibit were specializing in the manufacture of holshylow wood beams and struts Only two machines the very large Breguet biplane-helicopter and the REP (Robert Esnault-Pelterie) had steel tube frames

The most popular covering material for the surfaces of wings was Egyptian cotton treated with rubber and manufacshytured by the Continental Tyre Comshypany The Bleriot No9 monoplane used a vellum-like paper covering the Bayard-Clement monoplane was covered with varnished silk and the Anshytoinette used varnished linen

WRIGHT AND VOISIN MACHINES - The third article in the first issue of FLIGHT was by famous British scientist and aerodynamicist

Paris Aero Salon - Voisin biplane built for Henry Farman

FW Lanchester He examined some of the different characteristics of the Wright Brothers Flyer and the VoisinshyDelagrange biplane Lanchester conshysidered the Wright and the Voisin the most successful types of flying machines at the time He had examined them both and seen them fly in France In the fall of 1908 Wilbur Wrights longest flight was approaching two hours and Henry Farman in a Voisin had flown close to an hour

Lanchester wrote The first point to which we may direct our inquiry is that of the difference in weight the Voisin

machine is 40 percent heavier than that of the Brothers Wright Since the passhysenger accommodation of the two machines is identical (two people) it might be supposed that the less weight of the Wright machine is a definite adshyvantage

There is however one feature in which the machines differ and which is unquestionably responsible for much of the difference in weight The Voisin machine is fitted with a chassis with four wheels mounted to swivel freely this being an essential feature of a well designed alighting mechanism the

front wheels are provided with a spring suspension to diminish the shock of landing on rough ground The Wright machine has no such provision but posshysesses instead a pair of wooden runners of comparatively little weight

After calculating the effective horseshypower of both machines and the effecshytive pitch of eac h Lanchester determined that the Wright design was the more efficient of the two

It would appear that in addition to being considerably less efficient in its screw propeller the Voisin is also slightly less efficient as a glider that is

Voisin-Delagrange biplane

VINTAGE AIRPLANE 7

JANUARY 2 1909

PROGRESS OF MECHANICAL FLIGHT PROGRESSIVE RECORDS

THE following table IS interesting as showing the gradual progress or the solution 01 the problem of mechanical flight shy

Distance or Time

300 metre Few seconds 7- 8 metres 50 metres 60 metres 82 6 metres 220 metres 363 metre~ 403 metres 771 metres 1500 kiloms 2004 kiloms 2 5 kiloms 3925 kiloms 5 kiloms 9 kiloms 125 kiloms 17 kiloms 197 kms (20m 19 ) 24 middot727kms (29m 535 ) 57m 315 Ih 2m 305 Ih Sm SiS Ih 10m 50S I h I Sm 203

Ih 31m 255 Auvours Ih 54m 22is Le Mans

Wilbur Wright holds the record for passenger flight having carried M P Painleve for Ih 9m 455 and covering a distance of about 80 kiloms at Auvours on October loth

INDIVIDUAL PERFORMANCES TO DATE TilE accompanying table gives the performances which have been made by the most prominent aviators of the last few years shy

_ __D_a_t_e__ _ -----_ __I__la_ce__ __~D uralion _ _ ~istance_

I ADER

h m sl 14 Oct 1897 Satory 300 metres

SANTOS DUMONT (biplane rudder in front) 2Z Aug 906 1 Bagatelle Few metres 14 Sept 1906 0 8 0 24 Qct 1906 50 metres 13 Nov 1906 60 0

826 o 0 211 220

SANTOS DUMONT (second biplane with rear rudder) 17 Nov 1907 IIssy 1 120) metres

SANTOS DUMONT (monoplane)

21 Nov 1907 1Bagatelle 1 I 145 metres

VUIA (monoplane) 8 Oct 1906 5 metres Tssy middot 1

Mar 1907 5 13agelle 17 July 1907 6gt

DE LA V AULX (monoplane)

18 Nov~ 1907 St Cyr 1 60 metres

8 SEPTEMBER 1990

Place

Satory Bagatelle

to

Issy

Rome

Mitan Gand Issy Fort Meyer

Aeronaut Date

1Ader 114 Oct 1897 Santos Dumont 22 Aug 1906

14 Sept 1906

l24 Oct 1906 13 Nov 1906

Ij J~ I~8 21 Mar 1908 10 April 1908

1 J 27 May 1908

30 22 June 1908

Ilen Farman 6 July 1908 Delagrange 6 Sep 1908 Orville Wright 9

10

II bull I2

Wilbur Wight 21 18 Dec 1908

16 Mar 1907

t~ 18 20 tt

21 24 10 April 1908

II 27 May 1908

30 tt22 June 1908

9 July 1908 6 Sept 1908

17

5 April 1907 II July 1907 25 tt

6 Aug 1907 17 Sept 1907

I Dec 1907 4 6

17 J~~e I~8 29

4 July 1908

6 21 Oct 1908 ]1

15 Oct 1907 26 30 Dec 1907 13 Jan 1908 21 March 1908 29 t

2 June 1908 6 July 1908

29 Sept 1908 0

3 2 Oct 1908 28 30

31

ESNAULT-PELTERIE (monoplane) 19 Oct 22 1907 27

8 June 1~8

8 Aug 1908 II Il

JJ tt

3 Sept 1908 5

10 t 16

21 25 28 tt

3 Oct 1908 6

10 18 Dec 908

12 Au~ 1908 19

1 13c 1 (first flight) 30 metres

ISO 1 12 kiloms

WILBUR WRIGHT (biplane) I I unaudieres o

o o o

Auvours o o o o o I

10

o o 1

LeMans

FERBER (biplane)

I~~y t

DELAGRANGE (biplane) Bagatelle

Issy

Rome 0 15 25 Milan Turin

24 727 kmso 29 53 Issy 030 27

BLERIOT (monoplane)

Bagatelle 1 0 6 0

I~s

o 5 47 o 8 45

T~ury 0 0

FARMAN (biplane) Issy

I 28

Ghent

o 20 19R 19 7 Chalon~ o 42 0 39

043 0 41 o 44 32 40 o 4 0 2 + o 17 0 27 Height pr ize 25 metres

I 45 3 43 6 56 8 13~

10 40 19 481 2 431 39 18f

2 20 t 31 25~

9 I ~ 35 + 55 37H

4 261+ 9 45lt

54 22~

IFirst flight 256 metr~s

i 50 0

10 metres 200 600

15 kilums 2 5 392 5 9

12 5 7 200 metres+

30 metres So 143 186 200 metres 600 600 700 6 kiloms

7 kiloms 14

285 metres 77 1 bull

15 kiloms 2 004 138 metrest

124 kms+

Paris Aero Salon - Front view of Aders Avion No3

to say its gliding angle is not quite as good as that of the Wright machine the machine is aerodynamically less effi shycient

The Wright Flyer also appeared to be the more practical In the fall of 1908 in Europe Wilbur Wright had fl own five flights close to or over one hour in duration and in competition for the Michelin Cup had flown for close to two hours Also the design was very popular with 15 aircraft either comshypleted or under construction in France by January 1909

Under the heading News of the

Wee k th e iss ue had severa l short entries of current note For instance

Wilbur Wright does not like the co ld weather (in northern France) Very soon now however he will migrate to a warmer climate for it is expected that he will start for Pau (southern France) late in January

It is reported from Berlin that an engineer named Grade has succeeded in making flight s of from 100 to 400 meters at an altitude of about one meter and at speeds varying from 30 to 40 kilometers per hour

With the obj ect of asce rt a ining

whether the worki ng of wireless telegshyraphy from airships would in any way prove a source of da nger to the ocshyc up a nt s th e Ge rm a n milit a ry authorities have recently been carrying out extensive experiments Apparently the results have been entirely satisfacshytory and saw that no danger need be anti cipated

By the end of its first yea r FLIGHT publi shed more th an 800 pages of coverage o f the Euro pea n avia tion scene Glancing over the pages one can see the phenomenal growth of aviation ill Eu rope in 1909 bull

Second Englishman to Fly - JTc Moore-Brabazon

VINTAGE AIRPLANE 9

In response to the picture of his Beechcraft C 18-S on floats in the June 1990 issue of VINTAGE AIRPLANE Garland Bernhardt of Baudette Minshynesota has been kind enough to send in photos of the rebuild of his deHavilland DHC-2 Beaver (N9028 SIN 54-1672) Purchased from military surplus the Beaver was totally restored and modified by Wipaire Inc of Inver Grove Heights Minnesota

Equipped with a set of new Wipline 6000 floats the Beaver has an ex tended cabin section new cabin windows seating for eight people and large storage lockers in the

by Norm Petersen

floats Wi th a majored PampW R-985 up front the new Beaverwill haul a 1700shypound load with ease and cruise at 103 knots As Garland says It is the most incredible airplane I have ever had for hauling big loadsin thewi lderness

Since receiving the modified 1954 Beaver in 1987 Garland has flown it some 1700 hou rs hauling fishermen from the Minnesota-Canadian border area near Baudette to the many wi lderness lakes of Ontario This winter the engine will be replaced with another freshly majored R-985 ready for the spring fishing season once again

In the past 25-plus yea rs Garl and Bernhardt has logged over 12000 hours in conjunction with his resort and charter business with the majority of his hours on floats It all started in the early 1960s with a J-3 Cub on 1500 PK floats I strongly suspec t his experienshyces over all these years and hours would fi lIthe pages of a rat her la rge book (The line forms on the kft)

We wish to thank Garland and hi s wife Ma xi ne for se nding us th e photos and story of the deHavilland Beaver N902R It is another case of a classic a irplane c10ing it s job every summer without fuss or fanfare bull

Fresh from military surplus the Beaver is completely d ismantled and checked for corrosion before the rebuild begins

10 SEPTEMBER 1990

New interior features new instruments new avionics and a pleasant paint scheme Note throw over yoke common to Beavers Toe brake pedals look a bit superfluous on a floatpane

The Wipaire modifications are pretty well done in this photo prior to finishing the interior and exterior Note dual windows over extended baggage compartment and larger baggage outside door

The finished Wipaire Beaver waits at Garland Bernhardts dock on the Rainey River for the next load of fisherman

VINTAGE AIRPLANE 11

by ~()r-m Veter-sen

This pretty tan and brown Beechcratt Staggerwing N1174V SIN 6892 is a 017-5 built in 1944 and completely restored in 1988 by its owners John and Marianne Mihalka (EAA 85112 AIC 1027) of Carmen Idaho Photographed over Wild horse Nevada by David Dunbar the pristine Staggerwing features a zero-timed 450 P amp W amp prop new wood Stits covering and finish new wiring and electrical systems (24 volt) with alternator and all new fuel systems with electric boost pump and primer The panel sports a King radio package complete with IFR certified loran and HSI system In addition and S-Tech autopilot is awaiting certification The interior is all leather including rug and headliner In short this is one complete airplane

12 SEPTEM BER 1990

This 1953 Cessna 180 N180RW SIN 30574 is the proud possession of Rob Westcott (EAA 356828) of Pontiac Michigan Built near the tail end of the 1953 production as N2273C the 180 was delivered to Buffalo New York to its first owner On Fathers Day of 1988 Ron bought the Cessna from the estate of the original owner It had 1061 hours total time on aircraft and engine Ron spent the summer of 88 re-doing the aircraft and polishing the exterior to a bright shine He has since flown the Cessna to 18 different states and Canada putting abut 250 very pleasant hours on the machine In short Ron Westcott really enjoys the 180 and as you can see it shows

Bob and Lori Kitslaar (EAA 97283 AC 4095) of Luxemburg Wisconsin kindly sent in these two photos of their Stearman N4784V SIN 75-5434 which they have been rebuilding for five years Beside refurbishing the fuselage they fabricated all four wing panels from scratch plus a new center section The best part was when all parts were assembled - they fit Bob and Lori are presently covering the Stearman and we look forward to seeing the big biplane in the skies of Wisconsin

VI NTAGE AIRPLANE 13

On August 26 1989 Dirk and Donna Leeward were married at the Leeward Air Ranch in Ocala Florida What followed was one of aviations unique honeymoons covering the country in a Vintage Ryan sew Tracing the map at left you can follow the couples route as they flew from Florida around the United States and back again This issues cover photo and the photo collage on these two pages were all taken at EAA Oshkosh 90 and you can see that the Ryan is still going strong - and for Dirk and Donna Leeward the honeymoon is just the beginning

HONEYMOON RYAN

When Dirk and Donna Leeward were married they flew off on their honeymoon in a Vintage Ryan sew

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VINTAGE AIRPLANE 15

CUTE AS A BUTTON This New Jersey beauty is exactly what he wanted in an airplane

by Wallace Murray

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

Qj 0 0 J c u (I)

( u

Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

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VINTAGE AIRPLANE 21----------------------------------------------------~

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Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

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30 SEPTEMBER 1990

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VINTAGE AIRPLANE 31

NEXT MONTH

MoreEAA Oshkosh 90 Coverage

September 1-2 - Prosser Washingshyton Seventh Annual Air Fair and fly-in sponsored by EAA Chapter 391 Call 5091786-1034

September 1-3 - Blakesburg Iowa Culver Cadet 50th Anniversary Celeshybration Antique Field Copntact Burke Bell 3795 Smuggler PI Boulshyder Colorado 80303 Tel 303494shy0108 or Dan Nicholson 713351-0114

September 8 - Chico California Chico Antique Airshow Chico Airshyport Contact Chico Antique Airshow Committee 6 St Helens Lane Chico California 95926 Tel 916342-3730

September 14-16 - Tahlequah Okshylahoma (50 miles eastsoutheast of Tulsa) 33rd Annual Tulsa Fly-in and 10th Annual Bucker Fly-in Contact Charlie Harris 3933 South Peoria Tulsa Oklahoma 74105 Tel 918 742-7311 Bucker fans contact Frank Price Route I Box 419 Moody Texas 76557 Tel 8171772-3897 or 853-2008

September 14-16 (note date corshyrected from last issue) - Jacksonshy4 SEPTEMBER 1990

ville Illinois Sixth Annual Byron Smith Memorial Stinson Fly-in and Reunion at the Jacksonville Airport Contact Loran Nordgren 4 West Nebshyraska Frankfort Illinois 60423

September 15-16 - Rock Falls Ilshylinois Fourth Annual North Central EAA Old Fashioned Fly-in Pancake breakfast Sunday Contact Dave Chrisshytansen at 815625-6556

September 23 - Rockford Illinois EAA Chapter 22 Annual Fly-in Steak and Brat Lunch Cottonwood Airport II 00 am to 300 pm Call Tom Janusevic at 815397-4995

September 29-30 - Lexington Tenshynessee Sixth annual Tennessee Tailshydraggers Fly-in Call 901968-8641 days or 968-2864 eves

September 30 - Tunkhannock Pennsylvania Fly-in Breakfast at Shyhaven Airport Contact Steve Gay at 717836-3884

October 5-7 - Camden South Carolina Annual Fall Fly-in sponsored

by EAA AntiqueClassic Division Chapter 3 Contact Ray Bottom Jr 103 Powhatan Parkway Hampton Virginia 23661 October 6-7 - Sussex New Jersey Airport Fly-In sponsored by EAA AC Chapter 7 and EAA Chapters 238 73 and 891 Info Bill Tuchler 2011797shy3835 Konrad Kundig 201361-8789 FAX 2011361-5760 or Paul Steiger Sussex Airport 2011702-9719

October 13 - Dayton Ohio Annual EAA Chapter 610 Wright-Patterson AFB and USAF Museum tour Contact Jim Hammond at 5131767-8751

October 13-14 - Hickory North Carolina Municipal Airport EAA Chapter 731 5th Annual Fly-In Conshytact Norman Rainwater 1415 Linwood Place Lenoir NC 28645 evenings 704578-1919 or Lynn Crowell 113 Auld Farm Road Lenoir NC 28645 7041754-2723

October 27-28 - Winchester Virshyginia Winchester Regional Fall Fly-in at the Winchester airport Pancake breakfast Sunday Call George Lutz EAA Chapter 186703256-7873

VI~TA(7~ LIT~I2ATUI2~

by I)ennis Vaks

~ Liba-y4chives I)i ectu

In the vast collection of aViatIOn magazines in the EAA Aviation Foundations Boeing Aeronautical Library we are fortunate to ha ve a large number of first issues of th ese magazines These initial issues can be very interesting for they usually have an editorial statement of purpose and the editors view of the state of aviation at that point in time In addition the first issue gives a time capsule of what was considered important to the world of flight at the time the publication was launched

In the next few months Vintage Literature will examine in chronologishycal order the first issues of some of the more important aviation publications First will be the British publication FLIGHT of 1909

Paris Aero Salon - General View

First published in January of that yea r the magazine is not only the world s first aeronautical weekly but the oldest trade aviation journal in exshyistence As such its 4200-plus issues constitute the most complete journalisshytic account of aviation hi s to ry FLIGHT is an outgrowth o f th e AUTOMOTOR JOURNAL which had been covering aeronautics since at least February 1902 when it reprinted a 4000-word paper by Wilbur Wright on glide r experiments Starting with Nove mber 1908 AUTOMOTOR JOURNAL published a separate section on aeronautics entitled Flight

In December 1908 JTC MooreshyBrabazon pioneer British a viator wrot e a letter to th e e ditor of AUTOMOTOR suggesting th a t it

change its name to refl ect its coverage of aviation so as to show you recogshynize the movement and are alive to it A UTOMOTOR went one better and on January 2 1909 it started publishing FLIGHT as a weekl y journal As Mr Moore-Brabazon was onl y the second Englishman to fl y and as the English Channel had not yet been crossed by air the appearance of a British aeronautical weekly may have appeared a bit premashyture However the founder of the jourshynal Stanley Spooner wrote in his first editorial that they as an offspring were just carrying on a tradition started by the A UTOMOTOR JO URNAL

The scope of the new journal was to be broad in nature The first editoriaL by Mr Spooner stated Anything which tends towards progress in aerial naviga-

VINTAGE AIRPLANE 5

tionessentially comes within our imshymediate purview Spooner continued The flying world is about to grow up we are preparing to grow with it Clearshyly one of the principle tasks that lies immediately before us is to stimulate a keen interest in the science and art of flight with the intelligent public of this country

The first issue of FLIGHT consisted of 16 pages though most of the content was of short briefs giving a retrospect of the past year There were three articles The first provided a full account of the Paris Aeronautical Exhibition the second was a survey ofaeroplane design and construction the third an examinashytion of the flying machines of the Wrights and Voisin done by FW Lanchester the famous British scientist

PARIS EXHIBITION - The Paris Aeronautical Exhibition which was the first in France and the second in the world opened on December 24 1909 Though presented as an adjunct to the Annual Automobile Salon it was the 16 flying machines on display that drew the largest crowds Among the machines shown were Aders A vion No3 and the Voisin designed for Henry Farman known as the Farman I Other machines included the Delagrange and the Bleriot biplanes the latter a three-seater Monoplanes 6 SEPTEMBER 1990

Wright Flyer - Outside its shed in France

included the Bleriot REP and Anshytoinette Breguet exhibited his aeroplane-helicopter and the Wright Flyer with which Wilbur Wright was touring Europe also appeared

The editor lamented the short term that the Salon was open to the public To anyone already interested in the exshyperimental side of the problem of flight it may readily be believed that the show is all too short a time for even such a small number of machines to be studied in detail especially as it is not customary for Englishmen to spend their Christmas holidays at exhibitions

The editor presented the argument that the flying industry was already born even though not generally acshyknowledged by the pUblic It is not alone in the fashion of complete aeroplanes and in the designing of light engines that the present Salon has developed an industrial aeronautical side There is even stronger proof of our contention that the industry is born in the fact that there have already sprung into existence some firms who are devoting special attention to the making of parts Propellers frames radiators and surface materials are among the pieces detache appertaining to flight

AEROPLANE DESIGN - In the article entitled Aeroplane Design and Construction the first issue of FLIGHT

examined various details of the aircraft shown at the Paris Exhibition Of the 16 aircraft at the show nine were monoplanes five were biplanes one was a tandem wing and the last a biplane-helicopter from Breguet The engines for these aircraft ranged from two to 16 cylinders and ran from 17 to 50 horsepower The most popular enshygine with six installations was the 50shyhp eight-cylinder Antoinette

Wood was the favorite material for the framework of the machines and at this early time in the development of the airplane two firms at the exhibit were specializing in the manufacture of holshylow wood beams and struts Only two machines the very large Breguet biplane-helicopter and the REP (Robert Esnault-Pelterie) had steel tube frames

The most popular covering material for the surfaces of wings was Egyptian cotton treated with rubber and manufacshytured by the Continental Tyre Comshypany The Bleriot No9 monoplane used a vellum-like paper covering the Bayard-Clement monoplane was covered with varnished silk and the Anshytoinette used varnished linen

WRIGHT AND VOISIN MACHINES - The third article in the first issue of FLIGHT was by famous British scientist and aerodynamicist

Paris Aero Salon - Voisin biplane built for Henry Farman

FW Lanchester He examined some of the different characteristics of the Wright Brothers Flyer and the VoisinshyDelagrange biplane Lanchester conshysidered the Wright and the Voisin the most successful types of flying machines at the time He had examined them both and seen them fly in France In the fall of 1908 Wilbur Wrights longest flight was approaching two hours and Henry Farman in a Voisin had flown close to an hour

Lanchester wrote The first point to which we may direct our inquiry is that of the difference in weight the Voisin

machine is 40 percent heavier than that of the Brothers Wright Since the passhysenger accommodation of the two machines is identical (two people) it might be supposed that the less weight of the Wright machine is a definite adshyvantage

There is however one feature in which the machines differ and which is unquestionably responsible for much of the difference in weight The Voisin machine is fitted with a chassis with four wheels mounted to swivel freely this being an essential feature of a well designed alighting mechanism the

front wheels are provided with a spring suspension to diminish the shock of landing on rough ground The Wright machine has no such provision but posshysesses instead a pair of wooden runners of comparatively little weight

After calculating the effective horseshypower of both machines and the effecshytive pitch of eac h Lanchester determined that the Wright design was the more efficient of the two

It would appear that in addition to being considerably less efficient in its screw propeller the Voisin is also slightly less efficient as a glider that is

Voisin-Delagrange biplane

VINTAGE AIRPLANE 7

JANUARY 2 1909

PROGRESS OF MECHANICAL FLIGHT PROGRESSIVE RECORDS

THE following table IS interesting as showing the gradual progress or the solution 01 the problem of mechanical flight shy

Distance or Time

300 metre Few seconds 7- 8 metres 50 metres 60 metres 82 6 metres 220 metres 363 metre~ 403 metres 771 metres 1500 kiloms 2004 kiloms 2 5 kiloms 3925 kiloms 5 kiloms 9 kiloms 125 kiloms 17 kiloms 197 kms (20m 19 ) 24 middot727kms (29m 535 ) 57m 315 Ih 2m 305 Ih Sm SiS Ih 10m 50S I h I Sm 203

Ih 31m 255 Auvours Ih 54m 22is Le Mans

Wilbur Wright holds the record for passenger flight having carried M P Painleve for Ih 9m 455 and covering a distance of about 80 kiloms at Auvours on October loth

INDIVIDUAL PERFORMANCES TO DATE TilE accompanying table gives the performances which have been made by the most prominent aviators of the last few years shy

_ __D_a_t_e__ _ -----_ __I__la_ce__ __~D uralion _ _ ~istance_

I ADER

h m sl 14 Oct 1897 Satory 300 metres

SANTOS DUMONT (biplane rudder in front) 2Z Aug 906 1 Bagatelle Few metres 14 Sept 1906 0 8 0 24 Qct 1906 50 metres 13 Nov 1906 60 0

826 o 0 211 220

SANTOS DUMONT (second biplane with rear rudder) 17 Nov 1907 IIssy 1 120) metres

SANTOS DUMONT (monoplane)

21 Nov 1907 1Bagatelle 1 I 145 metres

VUIA (monoplane) 8 Oct 1906 5 metres Tssy middot 1

Mar 1907 5 13agelle 17 July 1907 6gt

DE LA V AULX (monoplane)

18 Nov~ 1907 St Cyr 1 60 metres

8 SEPTEMBER 1990

Place

Satory Bagatelle

to

Issy

Rome

Mitan Gand Issy Fort Meyer

Aeronaut Date

1Ader 114 Oct 1897 Santos Dumont 22 Aug 1906

14 Sept 1906

l24 Oct 1906 13 Nov 1906

Ij J~ I~8 21 Mar 1908 10 April 1908

1 J 27 May 1908

30 22 June 1908

Ilen Farman 6 July 1908 Delagrange 6 Sep 1908 Orville Wright 9

10

II bull I2

Wilbur Wight 21 18 Dec 1908

16 Mar 1907

t~ 18 20 tt

21 24 10 April 1908

II 27 May 1908

30 tt22 June 1908

9 July 1908 6 Sept 1908

17

5 April 1907 II July 1907 25 tt

6 Aug 1907 17 Sept 1907

I Dec 1907 4 6

17 J~~e I~8 29

4 July 1908

6 21 Oct 1908 ]1

15 Oct 1907 26 30 Dec 1907 13 Jan 1908 21 March 1908 29 t

2 June 1908 6 July 1908

29 Sept 1908 0

3 2 Oct 1908 28 30

31

ESNAULT-PELTERIE (monoplane) 19 Oct 22 1907 27

8 June 1~8

8 Aug 1908 II Il

JJ tt

3 Sept 1908 5

10 t 16

21 25 28 tt

3 Oct 1908 6

10 18 Dec 908

12 Au~ 1908 19

1 13c 1 (first flight) 30 metres

ISO 1 12 kiloms

WILBUR WRIGHT (biplane) I I unaudieres o

o o o

Auvours o o o o o I

10

o o 1

LeMans

FERBER (biplane)

I~~y t

DELAGRANGE (biplane) Bagatelle

Issy

Rome 0 15 25 Milan Turin

24 727 kmso 29 53 Issy 030 27

BLERIOT (monoplane)

Bagatelle 1 0 6 0

I~s

o 5 47 o 8 45

T~ury 0 0

FARMAN (biplane) Issy

I 28

Ghent

o 20 19R 19 7 Chalon~ o 42 0 39

043 0 41 o 44 32 40 o 4 0 2 + o 17 0 27 Height pr ize 25 metres

I 45 3 43 6 56 8 13~

10 40 19 481 2 431 39 18f

2 20 t 31 25~

9 I ~ 35 + 55 37H

4 261+ 9 45lt

54 22~

IFirst flight 256 metr~s

i 50 0

10 metres 200 600

15 kilums 2 5 392 5 9

12 5 7 200 metres+

30 metres So 143 186 200 metres 600 600 700 6 kiloms

7 kiloms 14

285 metres 77 1 bull

15 kiloms 2 004 138 metrest

124 kms+

Paris Aero Salon - Front view of Aders Avion No3

to say its gliding angle is not quite as good as that of the Wright machine the machine is aerodynamically less effi shycient

The Wright Flyer also appeared to be the more practical In the fall of 1908 in Europe Wilbur Wright had fl own five flights close to or over one hour in duration and in competition for the Michelin Cup had flown for close to two hours Also the design was very popular with 15 aircraft either comshypleted or under construction in France by January 1909

Under the heading News of the

Wee k th e iss ue had severa l short entries of current note For instance

Wilbur Wright does not like the co ld weather (in northern France) Very soon now however he will migrate to a warmer climate for it is expected that he will start for Pau (southern France) late in January

It is reported from Berlin that an engineer named Grade has succeeded in making flight s of from 100 to 400 meters at an altitude of about one meter and at speeds varying from 30 to 40 kilometers per hour

With the obj ect of asce rt a ining

whether the worki ng of wireless telegshyraphy from airships would in any way prove a source of da nger to the ocshyc up a nt s th e Ge rm a n milit a ry authorities have recently been carrying out extensive experiments Apparently the results have been entirely satisfacshytory and saw that no danger need be anti cipated

By the end of its first yea r FLIGHT publi shed more th an 800 pages of coverage o f the Euro pea n avia tion scene Glancing over the pages one can see the phenomenal growth of aviation ill Eu rope in 1909 bull

Second Englishman to Fly - JTc Moore-Brabazon

VINTAGE AIRPLANE 9

In response to the picture of his Beechcraft C 18-S on floats in the June 1990 issue of VINTAGE AIRPLANE Garland Bernhardt of Baudette Minshynesota has been kind enough to send in photos of the rebuild of his deHavilland DHC-2 Beaver (N9028 SIN 54-1672) Purchased from military surplus the Beaver was totally restored and modified by Wipaire Inc of Inver Grove Heights Minnesota

Equipped with a set of new Wipline 6000 floats the Beaver has an ex tended cabin section new cabin windows seating for eight people and large storage lockers in the

by Norm Petersen

floats Wi th a majored PampW R-985 up front the new Beaverwill haul a 1700shypound load with ease and cruise at 103 knots As Garland says It is the most incredible airplane I have ever had for hauling big loadsin thewi lderness

Since receiving the modified 1954 Beaver in 1987 Garland has flown it some 1700 hou rs hauling fishermen from the Minnesota-Canadian border area near Baudette to the many wi lderness lakes of Ontario This winter the engine will be replaced with another freshly majored R-985 ready for the spring fishing season once again

In the past 25-plus yea rs Garl and Bernhardt has logged over 12000 hours in conjunction with his resort and charter business with the majority of his hours on floats It all started in the early 1960s with a J-3 Cub on 1500 PK floats I strongly suspec t his experienshyces over all these years and hours would fi lIthe pages of a rat her la rge book (The line forms on the kft)

We wish to thank Garland and hi s wife Ma xi ne for se nding us th e photos and story of the deHavilland Beaver N902R It is another case of a classic a irplane c10ing it s job every summer without fuss or fanfare bull

Fresh from military surplus the Beaver is completely d ismantled and checked for corrosion before the rebuild begins

10 SEPTEMBER 1990

New interior features new instruments new avionics and a pleasant paint scheme Note throw over yoke common to Beavers Toe brake pedals look a bit superfluous on a floatpane

The Wipaire modifications are pretty well done in this photo prior to finishing the interior and exterior Note dual windows over extended baggage compartment and larger baggage outside door

The finished Wipaire Beaver waits at Garland Bernhardts dock on the Rainey River for the next load of fisherman

VINTAGE AIRPLANE 11

by ~()r-m Veter-sen

This pretty tan and brown Beechcratt Staggerwing N1174V SIN 6892 is a 017-5 built in 1944 and completely restored in 1988 by its owners John and Marianne Mihalka (EAA 85112 AIC 1027) of Carmen Idaho Photographed over Wild horse Nevada by David Dunbar the pristine Staggerwing features a zero-timed 450 P amp W amp prop new wood Stits covering and finish new wiring and electrical systems (24 volt) with alternator and all new fuel systems with electric boost pump and primer The panel sports a King radio package complete with IFR certified loran and HSI system In addition and S-Tech autopilot is awaiting certification The interior is all leather including rug and headliner In short this is one complete airplane

12 SEPTEM BER 1990

This 1953 Cessna 180 N180RW SIN 30574 is the proud possession of Rob Westcott (EAA 356828) of Pontiac Michigan Built near the tail end of the 1953 production as N2273C the 180 was delivered to Buffalo New York to its first owner On Fathers Day of 1988 Ron bought the Cessna from the estate of the original owner It had 1061 hours total time on aircraft and engine Ron spent the summer of 88 re-doing the aircraft and polishing the exterior to a bright shine He has since flown the Cessna to 18 different states and Canada putting abut 250 very pleasant hours on the machine In short Ron Westcott really enjoys the 180 and as you can see it shows

Bob and Lori Kitslaar (EAA 97283 AC 4095) of Luxemburg Wisconsin kindly sent in these two photos of their Stearman N4784V SIN 75-5434 which they have been rebuilding for five years Beside refurbishing the fuselage they fabricated all four wing panels from scratch plus a new center section The best part was when all parts were assembled - they fit Bob and Lori are presently covering the Stearman and we look forward to seeing the big biplane in the skies of Wisconsin

VI NTAGE AIRPLANE 13

On August 26 1989 Dirk and Donna Leeward were married at the Leeward Air Ranch in Ocala Florida What followed was one of aviations unique honeymoons covering the country in a Vintage Ryan sew Tracing the map at left you can follow the couples route as they flew from Florida around the United States and back again This issues cover photo and the photo collage on these two pages were all taken at EAA Oshkosh 90 and you can see that the Ryan is still going strong - and for Dirk and Donna Leeward the honeymoon is just the beginning

HONEYMOON RYAN

When Dirk and Donna Leeward were married they flew off on their honeymoon in a Vintage Ryan sew

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VINTAGE AIRPLANE 15

CUTE AS A BUTTON This New Jersey beauty is exactly what he wanted in an airplane

by Wallace Murray

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

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Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

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VINTAGE AIRPLANE 21----------------------------------------------------~

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Out

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Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

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Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

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VINTAGE AIRPLANE 31

VI~TA(7~ LIT~I2ATUI2~

by I)ennis Vaks

~ Liba-y4chives I)i ectu

In the vast collection of aViatIOn magazines in the EAA Aviation Foundations Boeing Aeronautical Library we are fortunate to ha ve a large number of first issues of th ese magazines These initial issues can be very interesting for they usually have an editorial statement of purpose and the editors view of the state of aviation at that point in time In addition the first issue gives a time capsule of what was considered important to the world of flight at the time the publication was launched

In the next few months Vintage Literature will examine in chronologishycal order the first issues of some of the more important aviation publications First will be the British publication FLIGHT of 1909

Paris Aero Salon - General View

First published in January of that yea r the magazine is not only the world s first aeronautical weekly but the oldest trade aviation journal in exshyistence As such its 4200-plus issues constitute the most complete journalisshytic account of aviation hi s to ry FLIGHT is an outgrowth o f th e AUTOMOTOR JOURNAL which had been covering aeronautics since at least February 1902 when it reprinted a 4000-word paper by Wilbur Wright on glide r experiments Starting with Nove mber 1908 AUTOMOTOR JOURNAL published a separate section on aeronautics entitled Flight

In December 1908 JTC MooreshyBrabazon pioneer British a viator wrot e a letter to th e e ditor of AUTOMOTOR suggesting th a t it

change its name to refl ect its coverage of aviation so as to show you recogshynize the movement and are alive to it A UTOMOTOR went one better and on January 2 1909 it started publishing FLIGHT as a weekl y journal As Mr Moore-Brabazon was onl y the second Englishman to fl y and as the English Channel had not yet been crossed by air the appearance of a British aeronautical weekly may have appeared a bit premashyture However the founder of the jourshynal Stanley Spooner wrote in his first editorial that they as an offspring were just carrying on a tradition started by the A UTOMOTOR JO URNAL

The scope of the new journal was to be broad in nature The first editoriaL by Mr Spooner stated Anything which tends towards progress in aerial naviga-

VINTAGE AIRPLANE 5

tionessentially comes within our imshymediate purview Spooner continued The flying world is about to grow up we are preparing to grow with it Clearshyly one of the principle tasks that lies immediately before us is to stimulate a keen interest in the science and art of flight with the intelligent public of this country

The first issue of FLIGHT consisted of 16 pages though most of the content was of short briefs giving a retrospect of the past year There were three articles The first provided a full account of the Paris Aeronautical Exhibition the second was a survey ofaeroplane design and construction the third an examinashytion of the flying machines of the Wrights and Voisin done by FW Lanchester the famous British scientist

PARIS EXHIBITION - The Paris Aeronautical Exhibition which was the first in France and the second in the world opened on December 24 1909 Though presented as an adjunct to the Annual Automobile Salon it was the 16 flying machines on display that drew the largest crowds Among the machines shown were Aders A vion No3 and the Voisin designed for Henry Farman known as the Farman I Other machines included the Delagrange and the Bleriot biplanes the latter a three-seater Monoplanes 6 SEPTEMBER 1990

Wright Flyer - Outside its shed in France

included the Bleriot REP and Anshytoinette Breguet exhibited his aeroplane-helicopter and the Wright Flyer with which Wilbur Wright was touring Europe also appeared

The editor lamented the short term that the Salon was open to the public To anyone already interested in the exshyperimental side of the problem of flight it may readily be believed that the show is all too short a time for even such a small number of machines to be studied in detail especially as it is not customary for Englishmen to spend their Christmas holidays at exhibitions

The editor presented the argument that the flying industry was already born even though not generally acshyknowledged by the pUblic It is not alone in the fashion of complete aeroplanes and in the designing of light engines that the present Salon has developed an industrial aeronautical side There is even stronger proof of our contention that the industry is born in the fact that there have already sprung into existence some firms who are devoting special attention to the making of parts Propellers frames radiators and surface materials are among the pieces detache appertaining to flight

AEROPLANE DESIGN - In the article entitled Aeroplane Design and Construction the first issue of FLIGHT

examined various details of the aircraft shown at the Paris Exhibition Of the 16 aircraft at the show nine were monoplanes five were biplanes one was a tandem wing and the last a biplane-helicopter from Breguet The engines for these aircraft ranged from two to 16 cylinders and ran from 17 to 50 horsepower The most popular enshygine with six installations was the 50shyhp eight-cylinder Antoinette

Wood was the favorite material for the framework of the machines and at this early time in the development of the airplane two firms at the exhibit were specializing in the manufacture of holshylow wood beams and struts Only two machines the very large Breguet biplane-helicopter and the REP (Robert Esnault-Pelterie) had steel tube frames

The most popular covering material for the surfaces of wings was Egyptian cotton treated with rubber and manufacshytured by the Continental Tyre Comshypany The Bleriot No9 monoplane used a vellum-like paper covering the Bayard-Clement monoplane was covered with varnished silk and the Anshytoinette used varnished linen

WRIGHT AND VOISIN MACHINES - The third article in the first issue of FLIGHT was by famous British scientist and aerodynamicist

Paris Aero Salon - Voisin biplane built for Henry Farman

FW Lanchester He examined some of the different characteristics of the Wright Brothers Flyer and the VoisinshyDelagrange biplane Lanchester conshysidered the Wright and the Voisin the most successful types of flying machines at the time He had examined them both and seen them fly in France In the fall of 1908 Wilbur Wrights longest flight was approaching two hours and Henry Farman in a Voisin had flown close to an hour

Lanchester wrote The first point to which we may direct our inquiry is that of the difference in weight the Voisin

machine is 40 percent heavier than that of the Brothers Wright Since the passhysenger accommodation of the two machines is identical (two people) it might be supposed that the less weight of the Wright machine is a definite adshyvantage

There is however one feature in which the machines differ and which is unquestionably responsible for much of the difference in weight The Voisin machine is fitted with a chassis with four wheels mounted to swivel freely this being an essential feature of a well designed alighting mechanism the

front wheels are provided with a spring suspension to diminish the shock of landing on rough ground The Wright machine has no such provision but posshysesses instead a pair of wooden runners of comparatively little weight

After calculating the effective horseshypower of both machines and the effecshytive pitch of eac h Lanchester determined that the Wright design was the more efficient of the two

It would appear that in addition to being considerably less efficient in its screw propeller the Voisin is also slightly less efficient as a glider that is

Voisin-Delagrange biplane

VINTAGE AIRPLANE 7

JANUARY 2 1909

PROGRESS OF MECHANICAL FLIGHT PROGRESSIVE RECORDS

THE following table IS interesting as showing the gradual progress or the solution 01 the problem of mechanical flight shy

Distance or Time

300 metre Few seconds 7- 8 metres 50 metres 60 metres 82 6 metres 220 metres 363 metre~ 403 metres 771 metres 1500 kiloms 2004 kiloms 2 5 kiloms 3925 kiloms 5 kiloms 9 kiloms 125 kiloms 17 kiloms 197 kms (20m 19 ) 24 middot727kms (29m 535 ) 57m 315 Ih 2m 305 Ih Sm SiS Ih 10m 50S I h I Sm 203

Ih 31m 255 Auvours Ih 54m 22is Le Mans

Wilbur Wright holds the record for passenger flight having carried M P Painleve for Ih 9m 455 and covering a distance of about 80 kiloms at Auvours on October loth

INDIVIDUAL PERFORMANCES TO DATE TilE accompanying table gives the performances which have been made by the most prominent aviators of the last few years shy

_ __D_a_t_e__ _ -----_ __I__la_ce__ __~D uralion _ _ ~istance_

I ADER

h m sl 14 Oct 1897 Satory 300 metres

SANTOS DUMONT (biplane rudder in front) 2Z Aug 906 1 Bagatelle Few metres 14 Sept 1906 0 8 0 24 Qct 1906 50 metres 13 Nov 1906 60 0

826 o 0 211 220

SANTOS DUMONT (second biplane with rear rudder) 17 Nov 1907 IIssy 1 120) metres

SANTOS DUMONT (monoplane)

21 Nov 1907 1Bagatelle 1 I 145 metres

VUIA (monoplane) 8 Oct 1906 5 metres Tssy middot 1

Mar 1907 5 13agelle 17 July 1907 6gt

DE LA V AULX (monoplane)

18 Nov~ 1907 St Cyr 1 60 metres

8 SEPTEMBER 1990

Place

Satory Bagatelle

to

Issy

Rome

Mitan Gand Issy Fort Meyer

Aeronaut Date

1Ader 114 Oct 1897 Santos Dumont 22 Aug 1906

14 Sept 1906

l24 Oct 1906 13 Nov 1906

Ij J~ I~8 21 Mar 1908 10 April 1908

1 J 27 May 1908

30 22 June 1908

Ilen Farman 6 July 1908 Delagrange 6 Sep 1908 Orville Wright 9

10

II bull I2

Wilbur Wight 21 18 Dec 1908

16 Mar 1907

t~ 18 20 tt

21 24 10 April 1908

II 27 May 1908

30 tt22 June 1908

9 July 1908 6 Sept 1908

17

5 April 1907 II July 1907 25 tt

6 Aug 1907 17 Sept 1907

I Dec 1907 4 6

17 J~~e I~8 29

4 July 1908

6 21 Oct 1908 ]1

15 Oct 1907 26 30 Dec 1907 13 Jan 1908 21 March 1908 29 t

2 June 1908 6 July 1908

29 Sept 1908 0

3 2 Oct 1908 28 30

31

ESNAULT-PELTERIE (monoplane) 19 Oct 22 1907 27

8 June 1~8

8 Aug 1908 II Il

JJ tt

3 Sept 1908 5

10 t 16

21 25 28 tt

3 Oct 1908 6

10 18 Dec 908

12 Au~ 1908 19

1 13c 1 (first flight) 30 metres

ISO 1 12 kiloms

WILBUR WRIGHT (biplane) I I unaudieres o

o o o

Auvours o o o o o I

10

o o 1

LeMans

FERBER (biplane)

I~~y t

DELAGRANGE (biplane) Bagatelle

Issy

Rome 0 15 25 Milan Turin

24 727 kmso 29 53 Issy 030 27

BLERIOT (monoplane)

Bagatelle 1 0 6 0

I~s

o 5 47 o 8 45

T~ury 0 0

FARMAN (biplane) Issy

I 28

Ghent

o 20 19R 19 7 Chalon~ o 42 0 39

043 0 41 o 44 32 40 o 4 0 2 + o 17 0 27 Height pr ize 25 metres

I 45 3 43 6 56 8 13~

10 40 19 481 2 431 39 18f

2 20 t 31 25~

9 I ~ 35 + 55 37H

4 261+ 9 45lt

54 22~

IFirst flight 256 metr~s

i 50 0

10 metres 200 600

15 kilums 2 5 392 5 9

12 5 7 200 metres+

30 metres So 143 186 200 metres 600 600 700 6 kiloms

7 kiloms 14

285 metres 77 1 bull

15 kiloms 2 004 138 metrest

124 kms+

Paris Aero Salon - Front view of Aders Avion No3

to say its gliding angle is not quite as good as that of the Wright machine the machine is aerodynamically less effi shycient

The Wright Flyer also appeared to be the more practical In the fall of 1908 in Europe Wilbur Wright had fl own five flights close to or over one hour in duration and in competition for the Michelin Cup had flown for close to two hours Also the design was very popular with 15 aircraft either comshypleted or under construction in France by January 1909

Under the heading News of the

Wee k th e iss ue had severa l short entries of current note For instance

Wilbur Wright does not like the co ld weather (in northern France) Very soon now however he will migrate to a warmer climate for it is expected that he will start for Pau (southern France) late in January

It is reported from Berlin that an engineer named Grade has succeeded in making flight s of from 100 to 400 meters at an altitude of about one meter and at speeds varying from 30 to 40 kilometers per hour

With the obj ect of asce rt a ining

whether the worki ng of wireless telegshyraphy from airships would in any way prove a source of da nger to the ocshyc up a nt s th e Ge rm a n milit a ry authorities have recently been carrying out extensive experiments Apparently the results have been entirely satisfacshytory and saw that no danger need be anti cipated

By the end of its first yea r FLIGHT publi shed more th an 800 pages of coverage o f the Euro pea n avia tion scene Glancing over the pages one can see the phenomenal growth of aviation ill Eu rope in 1909 bull

Second Englishman to Fly - JTc Moore-Brabazon

VINTAGE AIRPLANE 9

In response to the picture of his Beechcraft C 18-S on floats in the June 1990 issue of VINTAGE AIRPLANE Garland Bernhardt of Baudette Minshynesota has been kind enough to send in photos of the rebuild of his deHavilland DHC-2 Beaver (N9028 SIN 54-1672) Purchased from military surplus the Beaver was totally restored and modified by Wipaire Inc of Inver Grove Heights Minnesota

Equipped with a set of new Wipline 6000 floats the Beaver has an ex tended cabin section new cabin windows seating for eight people and large storage lockers in the

by Norm Petersen

floats Wi th a majored PampW R-985 up front the new Beaverwill haul a 1700shypound load with ease and cruise at 103 knots As Garland says It is the most incredible airplane I have ever had for hauling big loadsin thewi lderness

Since receiving the modified 1954 Beaver in 1987 Garland has flown it some 1700 hou rs hauling fishermen from the Minnesota-Canadian border area near Baudette to the many wi lderness lakes of Ontario This winter the engine will be replaced with another freshly majored R-985 ready for the spring fishing season once again

In the past 25-plus yea rs Garl and Bernhardt has logged over 12000 hours in conjunction with his resort and charter business with the majority of his hours on floats It all started in the early 1960s with a J-3 Cub on 1500 PK floats I strongly suspec t his experienshyces over all these years and hours would fi lIthe pages of a rat her la rge book (The line forms on the kft)

We wish to thank Garland and hi s wife Ma xi ne for se nding us th e photos and story of the deHavilland Beaver N902R It is another case of a classic a irplane c10ing it s job every summer without fuss or fanfare bull

Fresh from military surplus the Beaver is completely d ismantled and checked for corrosion before the rebuild begins

10 SEPTEMBER 1990

New interior features new instruments new avionics and a pleasant paint scheme Note throw over yoke common to Beavers Toe brake pedals look a bit superfluous on a floatpane

The Wipaire modifications are pretty well done in this photo prior to finishing the interior and exterior Note dual windows over extended baggage compartment and larger baggage outside door

The finished Wipaire Beaver waits at Garland Bernhardts dock on the Rainey River for the next load of fisherman

VINTAGE AIRPLANE 11

by ~()r-m Veter-sen

This pretty tan and brown Beechcratt Staggerwing N1174V SIN 6892 is a 017-5 built in 1944 and completely restored in 1988 by its owners John and Marianne Mihalka (EAA 85112 AIC 1027) of Carmen Idaho Photographed over Wild horse Nevada by David Dunbar the pristine Staggerwing features a zero-timed 450 P amp W amp prop new wood Stits covering and finish new wiring and electrical systems (24 volt) with alternator and all new fuel systems with electric boost pump and primer The panel sports a King radio package complete with IFR certified loran and HSI system In addition and S-Tech autopilot is awaiting certification The interior is all leather including rug and headliner In short this is one complete airplane

12 SEPTEM BER 1990

This 1953 Cessna 180 N180RW SIN 30574 is the proud possession of Rob Westcott (EAA 356828) of Pontiac Michigan Built near the tail end of the 1953 production as N2273C the 180 was delivered to Buffalo New York to its first owner On Fathers Day of 1988 Ron bought the Cessna from the estate of the original owner It had 1061 hours total time on aircraft and engine Ron spent the summer of 88 re-doing the aircraft and polishing the exterior to a bright shine He has since flown the Cessna to 18 different states and Canada putting abut 250 very pleasant hours on the machine In short Ron Westcott really enjoys the 180 and as you can see it shows

Bob and Lori Kitslaar (EAA 97283 AC 4095) of Luxemburg Wisconsin kindly sent in these two photos of their Stearman N4784V SIN 75-5434 which they have been rebuilding for five years Beside refurbishing the fuselage they fabricated all four wing panels from scratch plus a new center section The best part was when all parts were assembled - they fit Bob and Lori are presently covering the Stearman and we look forward to seeing the big biplane in the skies of Wisconsin

VI NTAGE AIRPLANE 13

On August 26 1989 Dirk and Donna Leeward were married at the Leeward Air Ranch in Ocala Florida What followed was one of aviations unique honeymoons covering the country in a Vintage Ryan sew Tracing the map at left you can follow the couples route as they flew from Florida around the United States and back again This issues cover photo and the photo collage on these two pages were all taken at EAA Oshkosh 90 and you can see that the Ryan is still going strong - and for Dirk and Donna Leeward the honeymoon is just the beginning

HONEYMOON RYAN

When Dirk and Donna Leeward were married they flew off on their honeymoon in a Vintage Ryan sew

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VINTAGE AIRPLANE 15

CUTE AS A BUTTON This New Jersey beauty is exactly what he wanted in an airplane

by Wallace Murray

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

Qj 0 0 J c u (I)

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Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

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VINTAGE AIRPLANE 21----------------------------------------------------~

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Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

tionessentially comes within our imshymediate purview Spooner continued The flying world is about to grow up we are preparing to grow with it Clearshyly one of the principle tasks that lies immediately before us is to stimulate a keen interest in the science and art of flight with the intelligent public of this country

The first issue of FLIGHT consisted of 16 pages though most of the content was of short briefs giving a retrospect of the past year There were three articles The first provided a full account of the Paris Aeronautical Exhibition the second was a survey ofaeroplane design and construction the third an examinashytion of the flying machines of the Wrights and Voisin done by FW Lanchester the famous British scientist

PARIS EXHIBITION - The Paris Aeronautical Exhibition which was the first in France and the second in the world opened on December 24 1909 Though presented as an adjunct to the Annual Automobile Salon it was the 16 flying machines on display that drew the largest crowds Among the machines shown were Aders A vion No3 and the Voisin designed for Henry Farman known as the Farman I Other machines included the Delagrange and the Bleriot biplanes the latter a three-seater Monoplanes 6 SEPTEMBER 1990

Wright Flyer - Outside its shed in France

included the Bleriot REP and Anshytoinette Breguet exhibited his aeroplane-helicopter and the Wright Flyer with which Wilbur Wright was touring Europe also appeared

The editor lamented the short term that the Salon was open to the public To anyone already interested in the exshyperimental side of the problem of flight it may readily be believed that the show is all too short a time for even such a small number of machines to be studied in detail especially as it is not customary for Englishmen to spend their Christmas holidays at exhibitions

The editor presented the argument that the flying industry was already born even though not generally acshyknowledged by the pUblic It is not alone in the fashion of complete aeroplanes and in the designing of light engines that the present Salon has developed an industrial aeronautical side There is even stronger proof of our contention that the industry is born in the fact that there have already sprung into existence some firms who are devoting special attention to the making of parts Propellers frames radiators and surface materials are among the pieces detache appertaining to flight

AEROPLANE DESIGN - In the article entitled Aeroplane Design and Construction the first issue of FLIGHT

examined various details of the aircraft shown at the Paris Exhibition Of the 16 aircraft at the show nine were monoplanes five were biplanes one was a tandem wing and the last a biplane-helicopter from Breguet The engines for these aircraft ranged from two to 16 cylinders and ran from 17 to 50 horsepower The most popular enshygine with six installations was the 50shyhp eight-cylinder Antoinette

Wood was the favorite material for the framework of the machines and at this early time in the development of the airplane two firms at the exhibit were specializing in the manufacture of holshylow wood beams and struts Only two machines the very large Breguet biplane-helicopter and the REP (Robert Esnault-Pelterie) had steel tube frames

The most popular covering material for the surfaces of wings was Egyptian cotton treated with rubber and manufacshytured by the Continental Tyre Comshypany The Bleriot No9 monoplane used a vellum-like paper covering the Bayard-Clement monoplane was covered with varnished silk and the Anshytoinette used varnished linen

WRIGHT AND VOISIN MACHINES - The third article in the first issue of FLIGHT was by famous British scientist and aerodynamicist

Paris Aero Salon - Voisin biplane built for Henry Farman

FW Lanchester He examined some of the different characteristics of the Wright Brothers Flyer and the VoisinshyDelagrange biplane Lanchester conshysidered the Wright and the Voisin the most successful types of flying machines at the time He had examined them both and seen them fly in France In the fall of 1908 Wilbur Wrights longest flight was approaching two hours and Henry Farman in a Voisin had flown close to an hour

Lanchester wrote The first point to which we may direct our inquiry is that of the difference in weight the Voisin

machine is 40 percent heavier than that of the Brothers Wright Since the passhysenger accommodation of the two machines is identical (two people) it might be supposed that the less weight of the Wright machine is a definite adshyvantage

There is however one feature in which the machines differ and which is unquestionably responsible for much of the difference in weight The Voisin machine is fitted with a chassis with four wheels mounted to swivel freely this being an essential feature of a well designed alighting mechanism the

front wheels are provided with a spring suspension to diminish the shock of landing on rough ground The Wright machine has no such provision but posshysesses instead a pair of wooden runners of comparatively little weight

After calculating the effective horseshypower of both machines and the effecshytive pitch of eac h Lanchester determined that the Wright design was the more efficient of the two

It would appear that in addition to being considerably less efficient in its screw propeller the Voisin is also slightly less efficient as a glider that is

Voisin-Delagrange biplane

VINTAGE AIRPLANE 7

JANUARY 2 1909

PROGRESS OF MECHANICAL FLIGHT PROGRESSIVE RECORDS

THE following table IS interesting as showing the gradual progress or the solution 01 the problem of mechanical flight shy

Distance or Time

300 metre Few seconds 7- 8 metres 50 metres 60 metres 82 6 metres 220 metres 363 metre~ 403 metres 771 metres 1500 kiloms 2004 kiloms 2 5 kiloms 3925 kiloms 5 kiloms 9 kiloms 125 kiloms 17 kiloms 197 kms (20m 19 ) 24 middot727kms (29m 535 ) 57m 315 Ih 2m 305 Ih Sm SiS Ih 10m 50S I h I Sm 203

Ih 31m 255 Auvours Ih 54m 22is Le Mans

Wilbur Wright holds the record for passenger flight having carried M P Painleve for Ih 9m 455 and covering a distance of about 80 kiloms at Auvours on October loth

INDIVIDUAL PERFORMANCES TO DATE TilE accompanying table gives the performances which have been made by the most prominent aviators of the last few years shy

_ __D_a_t_e__ _ -----_ __I__la_ce__ __~D uralion _ _ ~istance_

I ADER

h m sl 14 Oct 1897 Satory 300 metres

SANTOS DUMONT (biplane rudder in front) 2Z Aug 906 1 Bagatelle Few metres 14 Sept 1906 0 8 0 24 Qct 1906 50 metres 13 Nov 1906 60 0

826 o 0 211 220

SANTOS DUMONT (second biplane with rear rudder) 17 Nov 1907 IIssy 1 120) metres

SANTOS DUMONT (monoplane)

21 Nov 1907 1Bagatelle 1 I 145 metres

VUIA (monoplane) 8 Oct 1906 5 metres Tssy middot 1

Mar 1907 5 13agelle 17 July 1907 6gt

DE LA V AULX (monoplane)

18 Nov~ 1907 St Cyr 1 60 metres

8 SEPTEMBER 1990

Place

Satory Bagatelle

to

Issy

Rome

Mitan Gand Issy Fort Meyer

Aeronaut Date

1Ader 114 Oct 1897 Santos Dumont 22 Aug 1906

14 Sept 1906

l24 Oct 1906 13 Nov 1906

Ij J~ I~8 21 Mar 1908 10 April 1908

1 J 27 May 1908

30 22 June 1908

Ilen Farman 6 July 1908 Delagrange 6 Sep 1908 Orville Wright 9

10

II bull I2

Wilbur Wight 21 18 Dec 1908

16 Mar 1907

t~ 18 20 tt

21 24 10 April 1908

II 27 May 1908

30 tt22 June 1908

9 July 1908 6 Sept 1908

17

5 April 1907 II July 1907 25 tt

6 Aug 1907 17 Sept 1907

I Dec 1907 4 6

17 J~~e I~8 29

4 July 1908

6 21 Oct 1908 ]1

15 Oct 1907 26 30 Dec 1907 13 Jan 1908 21 March 1908 29 t

2 June 1908 6 July 1908

29 Sept 1908 0

3 2 Oct 1908 28 30

31

ESNAULT-PELTERIE (monoplane) 19 Oct 22 1907 27

8 June 1~8

8 Aug 1908 II Il

JJ tt

3 Sept 1908 5

10 t 16

21 25 28 tt

3 Oct 1908 6

10 18 Dec 908

12 Au~ 1908 19

1 13c 1 (first flight) 30 metres

ISO 1 12 kiloms

WILBUR WRIGHT (biplane) I I unaudieres o

o o o

Auvours o o o o o I

10

o o 1

LeMans

FERBER (biplane)

I~~y t

DELAGRANGE (biplane) Bagatelle

Issy

Rome 0 15 25 Milan Turin

24 727 kmso 29 53 Issy 030 27

BLERIOT (monoplane)

Bagatelle 1 0 6 0

I~s

o 5 47 o 8 45

T~ury 0 0

FARMAN (biplane) Issy

I 28

Ghent

o 20 19R 19 7 Chalon~ o 42 0 39

043 0 41 o 44 32 40 o 4 0 2 + o 17 0 27 Height pr ize 25 metres

I 45 3 43 6 56 8 13~

10 40 19 481 2 431 39 18f

2 20 t 31 25~

9 I ~ 35 + 55 37H

4 261+ 9 45lt

54 22~

IFirst flight 256 metr~s

i 50 0

10 metres 200 600

15 kilums 2 5 392 5 9

12 5 7 200 metres+

30 metres So 143 186 200 metres 600 600 700 6 kiloms

7 kiloms 14

285 metres 77 1 bull

15 kiloms 2 004 138 metrest

124 kms+

Paris Aero Salon - Front view of Aders Avion No3

to say its gliding angle is not quite as good as that of the Wright machine the machine is aerodynamically less effi shycient

The Wright Flyer also appeared to be the more practical In the fall of 1908 in Europe Wilbur Wright had fl own five flights close to or over one hour in duration and in competition for the Michelin Cup had flown for close to two hours Also the design was very popular with 15 aircraft either comshypleted or under construction in France by January 1909

Under the heading News of the

Wee k th e iss ue had severa l short entries of current note For instance

Wilbur Wright does not like the co ld weather (in northern France) Very soon now however he will migrate to a warmer climate for it is expected that he will start for Pau (southern France) late in January

It is reported from Berlin that an engineer named Grade has succeeded in making flight s of from 100 to 400 meters at an altitude of about one meter and at speeds varying from 30 to 40 kilometers per hour

With the obj ect of asce rt a ining

whether the worki ng of wireless telegshyraphy from airships would in any way prove a source of da nger to the ocshyc up a nt s th e Ge rm a n milit a ry authorities have recently been carrying out extensive experiments Apparently the results have been entirely satisfacshytory and saw that no danger need be anti cipated

By the end of its first yea r FLIGHT publi shed more th an 800 pages of coverage o f the Euro pea n avia tion scene Glancing over the pages one can see the phenomenal growth of aviation ill Eu rope in 1909 bull

Second Englishman to Fly - JTc Moore-Brabazon

VINTAGE AIRPLANE 9

In response to the picture of his Beechcraft C 18-S on floats in the June 1990 issue of VINTAGE AIRPLANE Garland Bernhardt of Baudette Minshynesota has been kind enough to send in photos of the rebuild of his deHavilland DHC-2 Beaver (N9028 SIN 54-1672) Purchased from military surplus the Beaver was totally restored and modified by Wipaire Inc of Inver Grove Heights Minnesota

Equipped with a set of new Wipline 6000 floats the Beaver has an ex tended cabin section new cabin windows seating for eight people and large storage lockers in the

by Norm Petersen

floats Wi th a majored PampW R-985 up front the new Beaverwill haul a 1700shypound load with ease and cruise at 103 knots As Garland says It is the most incredible airplane I have ever had for hauling big loadsin thewi lderness

Since receiving the modified 1954 Beaver in 1987 Garland has flown it some 1700 hou rs hauling fishermen from the Minnesota-Canadian border area near Baudette to the many wi lderness lakes of Ontario This winter the engine will be replaced with another freshly majored R-985 ready for the spring fishing season once again

In the past 25-plus yea rs Garl and Bernhardt has logged over 12000 hours in conjunction with his resort and charter business with the majority of his hours on floats It all started in the early 1960s with a J-3 Cub on 1500 PK floats I strongly suspec t his experienshyces over all these years and hours would fi lIthe pages of a rat her la rge book (The line forms on the kft)

We wish to thank Garland and hi s wife Ma xi ne for se nding us th e photos and story of the deHavilland Beaver N902R It is another case of a classic a irplane c10ing it s job every summer without fuss or fanfare bull

Fresh from military surplus the Beaver is completely d ismantled and checked for corrosion before the rebuild begins

10 SEPTEMBER 1990

New interior features new instruments new avionics and a pleasant paint scheme Note throw over yoke common to Beavers Toe brake pedals look a bit superfluous on a floatpane

The Wipaire modifications are pretty well done in this photo prior to finishing the interior and exterior Note dual windows over extended baggage compartment and larger baggage outside door

The finished Wipaire Beaver waits at Garland Bernhardts dock on the Rainey River for the next load of fisherman

VINTAGE AIRPLANE 11

by ~()r-m Veter-sen

This pretty tan and brown Beechcratt Staggerwing N1174V SIN 6892 is a 017-5 built in 1944 and completely restored in 1988 by its owners John and Marianne Mihalka (EAA 85112 AIC 1027) of Carmen Idaho Photographed over Wild horse Nevada by David Dunbar the pristine Staggerwing features a zero-timed 450 P amp W amp prop new wood Stits covering and finish new wiring and electrical systems (24 volt) with alternator and all new fuel systems with electric boost pump and primer The panel sports a King radio package complete with IFR certified loran and HSI system In addition and S-Tech autopilot is awaiting certification The interior is all leather including rug and headliner In short this is one complete airplane

12 SEPTEM BER 1990

This 1953 Cessna 180 N180RW SIN 30574 is the proud possession of Rob Westcott (EAA 356828) of Pontiac Michigan Built near the tail end of the 1953 production as N2273C the 180 was delivered to Buffalo New York to its first owner On Fathers Day of 1988 Ron bought the Cessna from the estate of the original owner It had 1061 hours total time on aircraft and engine Ron spent the summer of 88 re-doing the aircraft and polishing the exterior to a bright shine He has since flown the Cessna to 18 different states and Canada putting abut 250 very pleasant hours on the machine In short Ron Westcott really enjoys the 180 and as you can see it shows

Bob and Lori Kitslaar (EAA 97283 AC 4095) of Luxemburg Wisconsin kindly sent in these two photos of their Stearman N4784V SIN 75-5434 which they have been rebuilding for five years Beside refurbishing the fuselage they fabricated all four wing panels from scratch plus a new center section The best part was when all parts were assembled - they fit Bob and Lori are presently covering the Stearman and we look forward to seeing the big biplane in the skies of Wisconsin

VI NTAGE AIRPLANE 13

On August 26 1989 Dirk and Donna Leeward were married at the Leeward Air Ranch in Ocala Florida What followed was one of aviations unique honeymoons covering the country in a Vintage Ryan sew Tracing the map at left you can follow the couples route as they flew from Florida around the United States and back again This issues cover photo and the photo collage on these two pages were all taken at EAA Oshkosh 90 and you can see that the Ryan is still going strong - and for Dirk and Donna Leeward the honeymoon is just the beginning

HONEYMOON RYAN

When Dirk and Donna Leeward were married they flew off on their honeymoon in a Vintage Ryan sew

gtlt

co

Co

o ~

E =gt

VINTAGE AIRPLANE 15

CUTE AS A BUTTON This New Jersey beauty is exactly what he wanted in an airplane

by Wallace Murray

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

Qj 0 0 J c u (I)

( u

Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

- u C 0

o ~

E

VINTAGE AIRPLANE 21----------------------------------------------------~

u C 0 CD o

gtlt E =

Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

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Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

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The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

Paris Aero Salon - Voisin biplane built for Henry Farman

FW Lanchester He examined some of the different characteristics of the Wright Brothers Flyer and the VoisinshyDelagrange biplane Lanchester conshysidered the Wright and the Voisin the most successful types of flying machines at the time He had examined them both and seen them fly in France In the fall of 1908 Wilbur Wrights longest flight was approaching two hours and Henry Farman in a Voisin had flown close to an hour

Lanchester wrote The first point to which we may direct our inquiry is that of the difference in weight the Voisin

machine is 40 percent heavier than that of the Brothers Wright Since the passhysenger accommodation of the two machines is identical (two people) it might be supposed that the less weight of the Wright machine is a definite adshyvantage

There is however one feature in which the machines differ and which is unquestionably responsible for much of the difference in weight The Voisin machine is fitted with a chassis with four wheels mounted to swivel freely this being an essential feature of a well designed alighting mechanism the

front wheels are provided with a spring suspension to diminish the shock of landing on rough ground The Wright machine has no such provision but posshysesses instead a pair of wooden runners of comparatively little weight

After calculating the effective horseshypower of both machines and the effecshytive pitch of eac h Lanchester determined that the Wright design was the more efficient of the two

It would appear that in addition to being considerably less efficient in its screw propeller the Voisin is also slightly less efficient as a glider that is

Voisin-Delagrange biplane

VINTAGE AIRPLANE 7

JANUARY 2 1909

PROGRESS OF MECHANICAL FLIGHT PROGRESSIVE RECORDS

THE following table IS interesting as showing the gradual progress or the solution 01 the problem of mechanical flight shy

Distance or Time

300 metre Few seconds 7- 8 metres 50 metres 60 metres 82 6 metres 220 metres 363 metre~ 403 metres 771 metres 1500 kiloms 2004 kiloms 2 5 kiloms 3925 kiloms 5 kiloms 9 kiloms 125 kiloms 17 kiloms 197 kms (20m 19 ) 24 middot727kms (29m 535 ) 57m 315 Ih 2m 305 Ih Sm SiS Ih 10m 50S I h I Sm 203

Ih 31m 255 Auvours Ih 54m 22is Le Mans

Wilbur Wright holds the record for passenger flight having carried M P Painleve for Ih 9m 455 and covering a distance of about 80 kiloms at Auvours on October loth

INDIVIDUAL PERFORMANCES TO DATE TilE accompanying table gives the performances which have been made by the most prominent aviators of the last few years shy

_ __D_a_t_e__ _ -----_ __I__la_ce__ __~D uralion _ _ ~istance_

I ADER

h m sl 14 Oct 1897 Satory 300 metres

SANTOS DUMONT (biplane rudder in front) 2Z Aug 906 1 Bagatelle Few metres 14 Sept 1906 0 8 0 24 Qct 1906 50 metres 13 Nov 1906 60 0

826 o 0 211 220

SANTOS DUMONT (second biplane with rear rudder) 17 Nov 1907 IIssy 1 120) metres

SANTOS DUMONT (monoplane)

21 Nov 1907 1Bagatelle 1 I 145 metres

VUIA (monoplane) 8 Oct 1906 5 metres Tssy middot 1

Mar 1907 5 13agelle 17 July 1907 6gt

DE LA V AULX (monoplane)

18 Nov~ 1907 St Cyr 1 60 metres

8 SEPTEMBER 1990

Place

Satory Bagatelle

to

Issy

Rome

Mitan Gand Issy Fort Meyer

Aeronaut Date

1Ader 114 Oct 1897 Santos Dumont 22 Aug 1906

14 Sept 1906

l24 Oct 1906 13 Nov 1906

Ij J~ I~8 21 Mar 1908 10 April 1908

1 J 27 May 1908

30 22 June 1908

Ilen Farman 6 July 1908 Delagrange 6 Sep 1908 Orville Wright 9

10

II bull I2

Wilbur Wight 21 18 Dec 1908

16 Mar 1907

t~ 18 20 tt

21 24 10 April 1908

II 27 May 1908

30 tt22 June 1908

9 July 1908 6 Sept 1908

17

5 April 1907 II July 1907 25 tt

6 Aug 1907 17 Sept 1907

I Dec 1907 4 6

17 J~~e I~8 29

4 July 1908

6 21 Oct 1908 ]1

15 Oct 1907 26 30 Dec 1907 13 Jan 1908 21 March 1908 29 t

2 June 1908 6 July 1908

29 Sept 1908 0

3 2 Oct 1908 28 30

31

ESNAULT-PELTERIE (monoplane) 19 Oct 22 1907 27

8 June 1~8

8 Aug 1908 II Il

JJ tt

3 Sept 1908 5

10 t 16

21 25 28 tt

3 Oct 1908 6

10 18 Dec 908

12 Au~ 1908 19

1 13c 1 (first flight) 30 metres

ISO 1 12 kiloms

WILBUR WRIGHT (biplane) I I unaudieres o

o o o

Auvours o o o o o I

10

o o 1

LeMans

FERBER (biplane)

I~~y t

DELAGRANGE (biplane) Bagatelle

Issy

Rome 0 15 25 Milan Turin

24 727 kmso 29 53 Issy 030 27

BLERIOT (monoplane)

Bagatelle 1 0 6 0

I~s

o 5 47 o 8 45

T~ury 0 0

FARMAN (biplane) Issy

I 28

Ghent

o 20 19R 19 7 Chalon~ o 42 0 39

043 0 41 o 44 32 40 o 4 0 2 + o 17 0 27 Height pr ize 25 metres

I 45 3 43 6 56 8 13~

10 40 19 481 2 431 39 18f

2 20 t 31 25~

9 I ~ 35 + 55 37H

4 261+ 9 45lt

54 22~

IFirst flight 256 metr~s

i 50 0

10 metres 200 600

15 kilums 2 5 392 5 9

12 5 7 200 metres+

30 metres So 143 186 200 metres 600 600 700 6 kiloms

7 kiloms 14

285 metres 77 1 bull

15 kiloms 2 004 138 metrest

124 kms+

Paris Aero Salon - Front view of Aders Avion No3

to say its gliding angle is not quite as good as that of the Wright machine the machine is aerodynamically less effi shycient

The Wright Flyer also appeared to be the more practical In the fall of 1908 in Europe Wilbur Wright had fl own five flights close to or over one hour in duration and in competition for the Michelin Cup had flown for close to two hours Also the design was very popular with 15 aircraft either comshypleted or under construction in France by January 1909

Under the heading News of the

Wee k th e iss ue had severa l short entries of current note For instance

Wilbur Wright does not like the co ld weather (in northern France) Very soon now however he will migrate to a warmer climate for it is expected that he will start for Pau (southern France) late in January

It is reported from Berlin that an engineer named Grade has succeeded in making flight s of from 100 to 400 meters at an altitude of about one meter and at speeds varying from 30 to 40 kilometers per hour

With the obj ect of asce rt a ining

whether the worki ng of wireless telegshyraphy from airships would in any way prove a source of da nger to the ocshyc up a nt s th e Ge rm a n milit a ry authorities have recently been carrying out extensive experiments Apparently the results have been entirely satisfacshytory and saw that no danger need be anti cipated

By the end of its first yea r FLIGHT publi shed more th an 800 pages of coverage o f the Euro pea n avia tion scene Glancing over the pages one can see the phenomenal growth of aviation ill Eu rope in 1909 bull

Second Englishman to Fly - JTc Moore-Brabazon

VINTAGE AIRPLANE 9

In response to the picture of his Beechcraft C 18-S on floats in the June 1990 issue of VINTAGE AIRPLANE Garland Bernhardt of Baudette Minshynesota has been kind enough to send in photos of the rebuild of his deHavilland DHC-2 Beaver (N9028 SIN 54-1672) Purchased from military surplus the Beaver was totally restored and modified by Wipaire Inc of Inver Grove Heights Minnesota

Equipped with a set of new Wipline 6000 floats the Beaver has an ex tended cabin section new cabin windows seating for eight people and large storage lockers in the

by Norm Petersen

floats Wi th a majored PampW R-985 up front the new Beaverwill haul a 1700shypound load with ease and cruise at 103 knots As Garland says It is the most incredible airplane I have ever had for hauling big loadsin thewi lderness

Since receiving the modified 1954 Beaver in 1987 Garland has flown it some 1700 hou rs hauling fishermen from the Minnesota-Canadian border area near Baudette to the many wi lderness lakes of Ontario This winter the engine will be replaced with another freshly majored R-985 ready for the spring fishing season once again

In the past 25-plus yea rs Garl and Bernhardt has logged over 12000 hours in conjunction with his resort and charter business with the majority of his hours on floats It all started in the early 1960s with a J-3 Cub on 1500 PK floats I strongly suspec t his experienshyces over all these years and hours would fi lIthe pages of a rat her la rge book (The line forms on the kft)

We wish to thank Garland and hi s wife Ma xi ne for se nding us th e photos and story of the deHavilland Beaver N902R It is another case of a classic a irplane c10ing it s job every summer without fuss or fanfare bull

Fresh from military surplus the Beaver is completely d ismantled and checked for corrosion before the rebuild begins

10 SEPTEMBER 1990

New interior features new instruments new avionics and a pleasant paint scheme Note throw over yoke common to Beavers Toe brake pedals look a bit superfluous on a floatpane

The Wipaire modifications are pretty well done in this photo prior to finishing the interior and exterior Note dual windows over extended baggage compartment and larger baggage outside door

The finished Wipaire Beaver waits at Garland Bernhardts dock on the Rainey River for the next load of fisherman

VINTAGE AIRPLANE 11

by ~()r-m Veter-sen

This pretty tan and brown Beechcratt Staggerwing N1174V SIN 6892 is a 017-5 built in 1944 and completely restored in 1988 by its owners John and Marianne Mihalka (EAA 85112 AIC 1027) of Carmen Idaho Photographed over Wild horse Nevada by David Dunbar the pristine Staggerwing features a zero-timed 450 P amp W amp prop new wood Stits covering and finish new wiring and electrical systems (24 volt) with alternator and all new fuel systems with electric boost pump and primer The panel sports a King radio package complete with IFR certified loran and HSI system In addition and S-Tech autopilot is awaiting certification The interior is all leather including rug and headliner In short this is one complete airplane

12 SEPTEM BER 1990

This 1953 Cessna 180 N180RW SIN 30574 is the proud possession of Rob Westcott (EAA 356828) of Pontiac Michigan Built near the tail end of the 1953 production as N2273C the 180 was delivered to Buffalo New York to its first owner On Fathers Day of 1988 Ron bought the Cessna from the estate of the original owner It had 1061 hours total time on aircraft and engine Ron spent the summer of 88 re-doing the aircraft and polishing the exterior to a bright shine He has since flown the Cessna to 18 different states and Canada putting abut 250 very pleasant hours on the machine In short Ron Westcott really enjoys the 180 and as you can see it shows

Bob and Lori Kitslaar (EAA 97283 AC 4095) of Luxemburg Wisconsin kindly sent in these two photos of their Stearman N4784V SIN 75-5434 which they have been rebuilding for five years Beside refurbishing the fuselage they fabricated all four wing panels from scratch plus a new center section The best part was when all parts were assembled - they fit Bob and Lori are presently covering the Stearman and we look forward to seeing the big biplane in the skies of Wisconsin

VI NTAGE AIRPLANE 13

On August 26 1989 Dirk and Donna Leeward were married at the Leeward Air Ranch in Ocala Florida What followed was one of aviations unique honeymoons covering the country in a Vintage Ryan sew Tracing the map at left you can follow the couples route as they flew from Florida around the United States and back again This issues cover photo and the photo collage on these two pages were all taken at EAA Oshkosh 90 and you can see that the Ryan is still going strong - and for Dirk and Donna Leeward the honeymoon is just the beginning

HONEYMOON RYAN

When Dirk and Donna Leeward were married they flew off on their honeymoon in a Vintage Ryan sew

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VINTAGE AIRPLANE 15

CUTE AS A BUTTON This New Jersey beauty is exactly what he wanted in an airplane

by Wallace Murray

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

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Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

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VINTAGE AIRPLANE 21----------------------------------------------------~

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Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

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PREMIERE ISSUE Aviation

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VINTAGE AIRPLANE 31

JANUARY 2 1909

PROGRESS OF MECHANICAL FLIGHT PROGRESSIVE RECORDS

THE following table IS interesting as showing the gradual progress or the solution 01 the problem of mechanical flight shy

Distance or Time

300 metre Few seconds 7- 8 metres 50 metres 60 metres 82 6 metres 220 metres 363 metre~ 403 metres 771 metres 1500 kiloms 2004 kiloms 2 5 kiloms 3925 kiloms 5 kiloms 9 kiloms 125 kiloms 17 kiloms 197 kms (20m 19 ) 24 middot727kms (29m 535 ) 57m 315 Ih 2m 305 Ih Sm SiS Ih 10m 50S I h I Sm 203

Ih 31m 255 Auvours Ih 54m 22is Le Mans

Wilbur Wright holds the record for passenger flight having carried M P Painleve for Ih 9m 455 and covering a distance of about 80 kiloms at Auvours on October loth

INDIVIDUAL PERFORMANCES TO DATE TilE accompanying table gives the performances which have been made by the most prominent aviators of the last few years shy

_ __D_a_t_e__ _ -----_ __I__la_ce__ __~D uralion _ _ ~istance_

I ADER

h m sl 14 Oct 1897 Satory 300 metres

SANTOS DUMONT (biplane rudder in front) 2Z Aug 906 1 Bagatelle Few metres 14 Sept 1906 0 8 0 24 Qct 1906 50 metres 13 Nov 1906 60 0

826 o 0 211 220

SANTOS DUMONT (second biplane with rear rudder) 17 Nov 1907 IIssy 1 120) metres

SANTOS DUMONT (monoplane)

21 Nov 1907 1Bagatelle 1 I 145 metres

VUIA (monoplane) 8 Oct 1906 5 metres Tssy middot 1

Mar 1907 5 13agelle 17 July 1907 6gt

DE LA V AULX (monoplane)

18 Nov~ 1907 St Cyr 1 60 metres

8 SEPTEMBER 1990

Place

Satory Bagatelle

to

Issy

Rome

Mitan Gand Issy Fort Meyer

Aeronaut Date

1Ader 114 Oct 1897 Santos Dumont 22 Aug 1906

14 Sept 1906

l24 Oct 1906 13 Nov 1906

Ij J~ I~8 21 Mar 1908 10 April 1908

1 J 27 May 1908

30 22 June 1908

Ilen Farman 6 July 1908 Delagrange 6 Sep 1908 Orville Wright 9

10

II bull I2

Wilbur Wight 21 18 Dec 1908

16 Mar 1907

t~ 18 20 tt

21 24 10 April 1908

II 27 May 1908

30 tt22 June 1908

9 July 1908 6 Sept 1908

17

5 April 1907 II July 1907 25 tt

6 Aug 1907 17 Sept 1907

I Dec 1907 4 6

17 J~~e I~8 29

4 July 1908

6 21 Oct 1908 ]1

15 Oct 1907 26 30 Dec 1907 13 Jan 1908 21 March 1908 29 t

2 June 1908 6 July 1908

29 Sept 1908 0

3 2 Oct 1908 28 30

31

ESNAULT-PELTERIE (monoplane) 19 Oct 22 1907 27

8 June 1~8

8 Aug 1908 II Il

JJ tt

3 Sept 1908 5

10 t 16

21 25 28 tt

3 Oct 1908 6

10 18 Dec 908

12 Au~ 1908 19

1 13c 1 (first flight) 30 metres

ISO 1 12 kiloms

WILBUR WRIGHT (biplane) I I unaudieres o

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Auvours o o o o o I

10

o o 1

LeMans

FERBER (biplane)

I~~y t

DELAGRANGE (biplane) Bagatelle

Issy

Rome 0 15 25 Milan Turin

24 727 kmso 29 53 Issy 030 27

BLERIOT (monoplane)

Bagatelle 1 0 6 0

I~s

o 5 47 o 8 45

T~ury 0 0

FARMAN (biplane) Issy

I 28

Ghent

o 20 19R 19 7 Chalon~ o 42 0 39

043 0 41 o 44 32 40 o 4 0 2 + o 17 0 27 Height pr ize 25 metres

I 45 3 43 6 56 8 13~

10 40 19 481 2 431 39 18f

2 20 t 31 25~

9 I ~ 35 + 55 37H

4 261+ 9 45lt

54 22~

IFirst flight 256 metr~s

i 50 0

10 metres 200 600

15 kilums 2 5 392 5 9

12 5 7 200 metres+

30 metres So 143 186 200 metres 600 600 700 6 kiloms

7 kiloms 14

285 metres 77 1 bull

15 kiloms 2 004 138 metrest

124 kms+

Paris Aero Salon - Front view of Aders Avion No3

to say its gliding angle is not quite as good as that of the Wright machine the machine is aerodynamically less effi shycient

The Wright Flyer also appeared to be the more practical In the fall of 1908 in Europe Wilbur Wright had fl own five flights close to or over one hour in duration and in competition for the Michelin Cup had flown for close to two hours Also the design was very popular with 15 aircraft either comshypleted or under construction in France by January 1909

Under the heading News of the

Wee k th e iss ue had severa l short entries of current note For instance

Wilbur Wright does not like the co ld weather (in northern France) Very soon now however he will migrate to a warmer climate for it is expected that he will start for Pau (southern France) late in January

It is reported from Berlin that an engineer named Grade has succeeded in making flight s of from 100 to 400 meters at an altitude of about one meter and at speeds varying from 30 to 40 kilometers per hour

With the obj ect of asce rt a ining

whether the worki ng of wireless telegshyraphy from airships would in any way prove a source of da nger to the ocshyc up a nt s th e Ge rm a n milit a ry authorities have recently been carrying out extensive experiments Apparently the results have been entirely satisfacshytory and saw that no danger need be anti cipated

By the end of its first yea r FLIGHT publi shed more th an 800 pages of coverage o f the Euro pea n avia tion scene Glancing over the pages one can see the phenomenal growth of aviation ill Eu rope in 1909 bull

Second Englishman to Fly - JTc Moore-Brabazon

VINTAGE AIRPLANE 9

In response to the picture of his Beechcraft C 18-S on floats in the June 1990 issue of VINTAGE AIRPLANE Garland Bernhardt of Baudette Minshynesota has been kind enough to send in photos of the rebuild of his deHavilland DHC-2 Beaver (N9028 SIN 54-1672) Purchased from military surplus the Beaver was totally restored and modified by Wipaire Inc of Inver Grove Heights Minnesota

Equipped with a set of new Wipline 6000 floats the Beaver has an ex tended cabin section new cabin windows seating for eight people and large storage lockers in the

by Norm Petersen

floats Wi th a majored PampW R-985 up front the new Beaverwill haul a 1700shypound load with ease and cruise at 103 knots As Garland says It is the most incredible airplane I have ever had for hauling big loadsin thewi lderness

Since receiving the modified 1954 Beaver in 1987 Garland has flown it some 1700 hou rs hauling fishermen from the Minnesota-Canadian border area near Baudette to the many wi lderness lakes of Ontario This winter the engine will be replaced with another freshly majored R-985 ready for the spring fishing season once again

In the past 25-plus yea rs Garl and Bernhardt has logged over 12000 hours in conjunction with his resort and charter business with the majority of his hours on floats It all started in the early 1960s with a J-3 Cub on 1500 PK floats I strongly suspec t his experienshyces over all these years and hours would fi lIthe pages of a rat her la rge book (The line forms on the kft)

We wish to thank Garland and hi s wife Ma xi ne for se nding us th e photos and story of the deHavilland Beaver N902R It is another case of a classic a irplane c10ing it s job every summer without fuss or fanfare bull

Fresh from military surplus the Beaver is completely d ismantled and checked for corrosion before the rebuild begins

10 SEPTEMBER 1990

New interior features new instruments new avionics and a pleasant paint scheme Note throw over yoke common to Beavers Toe brake pedals look a bit superfluous on a floatpane

The Wipaire modifications are pretty well done in this photo prior to finishing the interior and exterior Note dual windows over extended baggage compartment and larger baggage outside door

The finished Wipaire Beaver waits at Garland Bernhardts dock on the Rainey River for the next load of fisherman

VINTAGE AIRPLANE 11

by ~()r-m Veter-sen

This pretty tan and brown Beechcratt Staggerwing N1174V SIN 6892 is a 017-5 built in 1944 and completely restored in 1988 by its owners John and Marianne Mihalka (EAA 85112 AIC 1027) of Carmen Idaho Photographed over Wild horse Nevada by David Dunbar the pristine Staggerwing features a zero-timed 450 P amp W amp prop new wood Stits covering and finish new wiring and electrical systems (24 volt) with alternator and all new fuel systems with electric boost pump and primer The panel sports a King radio package complete with IFR certified loran and HSI system In addition and S-Tech autopilot is awaiting certification The interior is all leather including rug and headliner In short this is one complete airplane

12 SEPTEM BER 1990

This 1953 Cessna 180 N180RW SIN 30574 is the proud possession of Rob Westcott (EAA 356828) of Pontiac Michigan Built near the tail end of the 1953 production as N2273C the 180 was delivered to Buffalo New York to its first owner On Fathers Day of 1988 Ron bought the Cessna from the estate of the original owner It had 1061 hours total time on aircraft and engine Ron spent the summer of 88 re-doing the aircraft and polishing the exterior to a bright shine He has since flown the Cessna to 18 different states and Canada putting abut 250 very pleasant hours on the machine In short Ron Westcott really enjoys the 180 and as you can see it shows

Bob and Lori Kitslaar (EAA 97283 AC 4095) of Luxemburg Wisconsin kindly sent in these two photos of their Stearman N4784V SIN 75-5434 which they have been rebuilding for five years Beside refurbishing the fuselage they fabricated all four wing panels from scratch plus a new center section The best part was when all parts were assembled - they fit Bob and Lori are presently covering the Stearman and we look forward to seeing the big biplane in the skies of Wisconsin

VI NTAGE AIRPLANE 13

On August 26 1989 Dirk and Donna Leeward were married at the Leeward Air Ranch in Ocala Florida What followed was one of aviations unique honeymoons covering the country in a Vintage Ryan sew Tracing the map at left you can follow the couples route as they flew from Florida around the United States and back again This issues cover photo and the photo collage on these two pages were all taken at EAA Oshkosh 90 and you can see that the Ryan is still going strong - and for Dirk and Donna Leeward the honeymoon is just the beginning

HONEYMOON RYAN

When Dirk and Donna Leeward were married they flew off on their honeymoon in a Vintage Ryan sew

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VINTAGE AIRPLANE 15

CUTE AS A BUTTON This New Jersey beauty is exactly what he wanted in an airplane

by Wallace Murray

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

Qj 0 0 J c u (I)

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Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

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VINTAGE AIRPLANE 21----------------------------------------------------~

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Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

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AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

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with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

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PREMIERE ISSUE Aviation

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Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

Paris Aero Salon - Front view of Aders Avion No3

to say its gliding angle is not quite as good as that of the Wright machine the machine is aerodynamically less effi shycient

The Wright Flyer also appeared to be the more practical In the fall of 1908 in Europe Wilbur Wright had fl own five flights close to or over one hour in duration and in competition for the Michelin Cup had flown for close to two hours Also the design was very popular with 15 aircraft either comshypleted or under construction in France by January 1909

Under the heading News of the

Wee k th e iss ue had severa l short entries of current note For instance

Wilbur Wright does not like the co ld weather (in northern France) Very soon now however he will migrate to a warmer climate for it is expected that he will start for Pau (southern France) late in January

It is reported from Berlin that an engineer named Grade has succeeded in making flight s of from 100 to 400 meters at an altitude of about one meter and at speeds varying from 30 to 40 kilometers per hour

With the obj ect of asce rt a ining

whether the worki ng of wireless telegshyraphy from airships would in any way prove a source of da nger to the ocshyc up a nt s th e Ge rm a n milit a ry authorities have recently been carrying out extensive experiments Apparently the results have been entirely satisfacshytory and saw that no danger need be anti cipated

By the end of its first yea r FLIGHT publi shed more th an 800 pages of coverage o f the Euro pea n avia tion scene Glancing over the pages one can see the phenomenal growth of aviation ill Eu rope in 1909 bull

Second Englishman to Fly - JTc Moore-Brabazon

VINTAGE AIRPLANE 9

In response to the picture of his Beechcraft C 18-S on floats in the June 1990 issue of VINTAGE AIRPLANE Garland Bernhardt of Baudette Minshynesota has been kind enough to send in photos of the rebuild of his deHavilland DHC-2 Beaver (N9028 SIN 54-1672) Purchased from military surplus the Beaver was totally restored and modified by Wipaire Inc of Inver Grove Heights Minnesota

Equipped with a set of new Wipline 6000 floats the Beaver has an ex tended cabin section new cabin windows seating for eight people and large storage lockers in the

by Norm Petersen

floats Wi th a majored PampW R-985 up front the new Beaverwill haul a 1700shypound load with ease and cruise at 103 knots As Garland says It is the most incredible airplane I have ever had for hauling big loadsin thewi lderness

Since receiving the modified 1954 Beaver in 1987 Garland has flown it some 1700 hou rs hauling fishermen from the Minnesota-Canadian border area near Baudette to the many wi lderness lakes of Ontario This winter the engine will be replaced with another freshly majored R-985 ready for the spring fishing season once again

In the past 25-plus yea rs Garl and Bernhardt has logged over 12000 hours in conjunction with his resort and charter business with the majority of his hours on floats It all started in the early 1960s with a J-3 Cub on 1500 PK floats I strongly suspec t his experienshyces over all these years and hours would fi lIthe pages of a rat her la rge book (The line forms on the kft)

We wish to thank Garland and hi s wife Ma xi ne for se nding us th e photos and story of the deHavilland Beaver N902R It is another case of a classic a irplane c10ing it s job every summer without fuss or fanfare bull

Fresh from military surplus the Beaver is completely d ismantled and checked for corrosion before the rebuild begins

10 SEPTEMBER 1990

New interior features new instruments new avionics and a pleasant paint scheme Note throw over yoke common to Beavers Toe brake pedals look a bit superfluous on a floatpane

The Wipaire modifications are pretty well done in this photo prior to finishing the interior and exterior Note dual windows over extended baggage compartment and larger baggage outside door

The finished Wipaire Beaver waits at Garland Bernhardts dock on the Rainey River for the next load of fisherman

VINTAGE AIRPLANE 11

by ~()r-m Veter-sen

This pretty tan and brown Beechcratt Staggerwing N1174V SIN 6892 is a 017-5 built in 1944 and completely restored in 1988 by its owners John and Marianne Mihalka (EAA 85112 AIC 1027) of Carmen Idaho Photographed over Wild horse Nevada by David Dunbar the pristine Staggerwing features a zero-timed 450 P amp W amp prop new wood Stits covering and finish new wiring and electrical systems (24 volt) with alternator and all new fuel systems with electric boost pump and primer The panel sports a King radio package complete with IFR certified loran and HSI system In addition and S-Tech autopilot is awaiting certification The interior is all leather including rug and headliner In short this is one complete airplane

12 SEPTEM BER 1990

This 1953 Cessna 180 N180RW SIN 30574 is the proud possession of Rob Westcott (EAA 356828) of Pontiac Michigan Built near the tail end of the 1953 production as N2273C the 180 was delivered to Buffalo New York to its first owner On Fathers Day of 1988 Ron bought the Cessna from the estate of the original owner It had 1061 hours total time on aircraft and engine Ron spent the summer of 88 re-doing the aircraft and polishing the exterior to a bright shine He has since flown the Cessna to 18 different states and Canada putting abut 250 very pleasant hours on the machine In short Ron Westcott really enjoys the 180 and as you can see it shows

Bob and Lori Kitslaar (EAA 97283 AC 4095) of Luxemburg Wisconsin kindly sent in these two photos of their Stearman N4784V SIN 75-5434 which they have been rebuilding for five years Beside refurbishing the fuselage they fabricated all four wing panels from scratch plus a new center section The best part was when all parts were assembled - they fit Bob and Lori are presently covering the Stearman and we look forward to seeing the big biplane in the skies of Wisconsin

VI NTAGE AIRPLANE 13

On August 26 1989 Dirk and Donna Leeward were married at the Leeward Air Ranch in Ocala Florida What followed was one of aviations unique honeymoons covering the country in a Vintage Ryan sew Tracing the map at left you can follow the couples route as they flew from Florida around the United States and back again This issues cover photo and the photo collage on these two pages were all taken at EAA Oshkosh 90 and you can see that the Ryan is still going strong - and for Dirk and Donna Leeward the honeymoon is just the beginning

HONEYMOON RYAN

When Dirk and Donna Leeward were married they flew off on their honeymoon in a Vintage Ryan sew

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VINTAGE AIRPLANE 15

CUTE AS A BUTTON This New Jersey beauty is exactly what he wanted in an airplane

by Wallace Murray

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

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Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

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VINTAGE AIRPLANE 21----------------------------------------------------~

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Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

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with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

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PREMIERE ISSUE Aviation

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Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

In response to the picture of his Beechcraft C 18-S on floats in the June 1990 issue of VINTAGE AIRPLANE Garland Bernhardt of Baudette Minshynesota has been kind enough to send in photos of the rebuild of his deHavilland DHC-2 Beaver (N9028 SIN 54-1672) Purchased from military surplus the Beaver was totally restored and modified by Wipaire Inc of Inver Grove Heights Minnesota

Equipped with a set of new Wipline 6000 floats the Beaver has an ex tended cabin section new cabin windows seating for eight people and large storage lockers in the

by Norm Petersen

floats Wi th a majored PampW R-985 up front the new Beaverwill haul a 1700shypound load with ease and cruise at 103 knots As Garland says It is the most incredible airplane I have ever had for hauling big loadsin thewi lderness

Since receiving the modified 1954 Beaver in 1987 Garland has flown it some 1700 hou rs hauling fishermen from the Minnesota-Canadian border area near Baudette to the many wi lderness lakes of Ontario This winter the engine will be replaced with another freshly majored R-985 ready for the spring fishing season once again

In the past 25-plus yea rs Garl and Bernhardt has logged over 12000 hours in conjunction with his resort and charter business with the majority of his hours on floats It all started in the early 1960s with a J-3 Cub on 1500 PK floats I strongly suspec t his experienshyces over all these years and hours would fi lIthe pages of a rat her la rge book (The line forms on the kft)

We wish to thank Garland and hi s wife Ma xi ne for se nding us th e photos and story of the deHavilland Beaver N902R It is another case of a classic a irplane c10ing it s job every summer without fuss or fanfare bull

Fresh from military surplus the Beaver is completely d ismantled and checked for corrosion before the rebuild begins

10 SEPTEMBER 1990

New interior features new instruments new avionics and a pleasant paint scheme Note throw over yoke common to Beavers Toe brake pedals look a bit superfluous on a floatpane

The Wipaire modifications are pretty well done in this photo prior to finishing the interior and exterior Note dual windows over extended baggage compartment and larger baggage outside door

The finished Wipaire Beaver waits at Garland Bernhardts dock on the Rainey River for the next load of fisherman

VINTAGE AIRPLANE 11

by ~()r-m Veter-sen

This pretty tan and brown Beechcratt Staggerwing N1174V SIN 6892 is a 017-5 built in 1944 and completely restored in 1988 by its owners John and Marianne Mihalka (EAA 85112 AIC 1027) of Carmen Idaho Photographed over Wild horse Nevada by David Dunbar the pristine Staggerwing features a zero-timed 450 P amp W amp prop new wood Stits covering and finish new wiring and electrical systems (24 volt) with alternator and all new fuel systems with electric boost pump and primer The panel sports a King radio package complete with IFR certified loran and HSI system In addition and S-Tech autopilot is awaiting certification The interior is all leather including rug and headliner In short this is one complete airplane

12 SEPTEM BER 1990

This 1953 Cessna 180 N180RW SIN 30574 is the proud possession of Rob Westcott (EAA 356828) of Pontiac Michigan Built near the tail end of the 1953 production as N2273C the 180 was delivered to Buffalo New York to its first owner On Fathers Day of 1988 Ron bought the Cessna from the estate of the original owner It had 1061 hours total time on aircraft and engine Ron spent the summer of 88 re-doing the aircraft and polishing the exterior to a bright shine He has since flown the Cessna to 18 different states and Canada putting abut 250 very pleasant hours on the machine In short Ron Westcott really enjoys the 180 and as you can see it shows

Bob and Lori Kitslaar (EAA 97283 AC 4095) of Luxemburg Wisconsin kindly sent in these two photos of their Stearman N4784V SIN 75-5434 which they have been rebuilding for five years Beside refurbishing the fuselage they fabricated all four wing panels from scratch plus a new center section The best part was when all parts were assembled - they fit Bob and Lori are presently covering the Stearman and we look forward to seeing the big biplane in the skies of Wisconsin

VI NTAGE AIRPLANE 13

On August 26 1989 Dirk and Donna Leeward were married at the Leeward Air Ranch in Ocala Florida What followed was one of aviations unique honeymoons covering the country in a Vintage Ryan sew Tracing the map at left you can follow the couples route as they flew from Florida around the United States and back again This issues cover photo and the photo collage on these two pages were all taken at EAA Oshkosh 90 and you can see that the Ryan is still going strong - and for Dirk and Donna Leeward the honeymoon is just the beginning

HONEYMOON RYAN

When Dirk and Donna Leeward were married they flew off on their honeymoon in a Vintage Ryan sew

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VINTAGE AIRPLANE 15

CUTE AS A BUTTON This New Jersey beauty is exactly what he wanted in an airplane

by Wallace Murray

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

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Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

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VINTAGE AIRPLANE 21----------------------------------------------------~

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Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

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PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

New interior features new instruments new avionics and a pleasant paint scheme Note throw over yoke common to Beavers Toe brake pedals look a bit superfluous on a floatpane

The Wipaire modifications are pretty well done in this photo prior to finishing the interior and exterior Note dual windows over extended baggage compartment and larger baggage outside door

The finished Wipaire Beaver waits at Garland Bernhardts dock on the Rainey River for the next load of fisherman

VINTAGE AIRPLANE 11

by ~()r-m Veter-sen

This pretty tan and brown Beechcratt Staggerwing N1174V SIN 6892 is a 017-5 built in 1944 and completely restored in 1988 by its owners John and Marianne Mihalka (EAA 85112 AIC 1027) of Carmen Idaho Photographed over Wild horse Nevada by David Dunbar the pristine Staggerwing features a zero-timed 450 P amp W amp prop new wood Stits covering and finish new wiring and electrical systems (24 volt) with alternator and all new fuel systems with electric boost pump and primer The panel sports a King radio package complete with IFR certified loran and HSI system In addition and S-Tech autopilot is awaiting certification The interior is all leather including rug and headliner In short this is one complete airplane

12 SEPTEM BER 1990

This 1953 Cessna 180 N180RW SIN 30574 is the proud possession of Rob Westcott (EAA 356828) of Pontiac Michigan Built near the tail end of the 1953 production as N2273C the 180 was delivered to Buffalo New York to its first owner On Fathers Day of 1988 Ron bought the Cessna from the estate of the original owner It had 1061 hours total time on aircraft and engine Ron spent the summer of 88 re-doing the aircraft and polishing the exterior to a bright shine He has since flown the Cessna to 18 different states and Canada putting abut 250 very pleasant hours on the machine In short Ron Westcott really enjoys the 180 and as you can see it shows

Bob and Lori Kitslaar (EAA 97283 AC 4095) of Luxemburg Wisconsin kindly sent in these two photos of their Stearman N4784V SIN 75-5434 which they have been rebuilding for five years Beside refurbishing the fuselage they fabricated all four wing panels from scratch plus a new center section The best part was when all parts were assembled - they fit Bob and Lori are presently covering the Stearman and we look forward to seeing the big biplane in the skies of Wisconsin

VI NTAGE AIRPLANE 13

On August 26 1989 Dirk and Donna Leeward were married at the Leeward Air Ranch in Ocala Florida What followed was one of aviations unique honeymoons covering the country in a Vintage Ryan sew Tracing the map at left you can follow the couples route as they flew from Florida around the United States and back again This issues cover photo and the photo collage on these two pages were all taken at EAA Oshkosh 90 and you can see that the Ryan is still going strong - and for Dirk and Donna Leeward the honeymoon is just the beginning

HONEYMOON RYAN

When Dirk and Donna Leeward were married they flew off on their honeymoon in a Vintage Ryan sew

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VINTAGE AIRPLANE 15

CUTE AS A BUTTON This New Jersey beauty is exactly what he wanted in an airplane

by Wallace Murray

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

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Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

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VINTAGE AIRPLANE 21----------------------------------------------------~

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Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

by ~()r-m Veter-sen

This pretty tan and brown Beechcratt Staggerwing N1174V SIN 6892 is a 017-5 built in 1944 and completely restored in 1988 by its owners John and Marianne Mihalka (EAA 85112 AIC 1027) of Carmen Idaho Photographed over Wild horse Nevada by David Dunbar the pristine Staggerwing features a zero-timed 450 P amp W amp prop new wood Stits covering and finish new wiring and electrical systems (24 volt) with alternator and all new fuel systems with electric boost pump and primer The panel sports a King radio package complete with IFR certified loran and HSI system In addition and S-Tech autopilot is awaiting certification The interior is all leather including rug and headliner In short this is one complete airplane

12 SEPTEM BER 1990

This 1953 Cessna 180 N180RW SIN 30574 is the proud possession of Rob Westcott (EAA 356828) of Pontiac Michigan Built near the tail end of the 1953 production as N2273C the 180 was delivered to Buffalo New York to its first owner On Fathers Day of 1988 Ron bought the Cessna from the estate of the original owner It had 1061 hours total time on aircraft and engine Ron spent the summer of 88 re-doing the aircraft and polishing the exterior to a bright shine He has since flown the Cessna to 18 different states and Canada putting abut 250 very pleasant hours on the machine In short Ron Westcott really enjoys the 180 and as you can see it shows

Bob and Lori Kitslaar (EAA 97283 AC 4095) of Luxemburg Wisconsin kindly sent in these two photos of their Stearman N4784V SIN 75-5434 which they have been rebuilding for five years Beside refurbishing the fuselage they fabricated all four wing panels from scratch plus a new center section The best part was when all parts were assembled - they fit Bob and Lori are presently covering the Stearman and we look forward to seeing the big biplane in the skies of Wisconsin

VI NTAGE AIRPLANE 13

On August 26 1989 Dirk and Donna Leeward were married at the Leeward Air Ranch in Ocala Florida What followed was one of aviations unique honeymoons covering the country in a Vintage Ryan sew Tracing the map at left you can follow the couples route as they flew from Florida around the United States and back again This issues cover photo and the photo collage on these two pages were all taken at EAA Oshkosh 90 and you can see that the Ryan is still going strong - and for Dirk and Donna Leeward the honeymoon is just the beginning

HONEYMOON RYAN

When Dirk and Donna Leeward were married they flew off on their honeymoon in a Vintage Ryan sew

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VINTAGE AIRPLANE 15

CUTE AS A BUTTON This New Jersey beauty is exactly what he wanted in an airplane

by Wallace Murray

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

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Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

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VINTAGE AIRPLANE 21----------------------------------------------------~

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Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

This 1953 Cessna 180 N180RW SIN 30574 is the proud possession of Rob Westcott (EAA 356828) of Pontiac Michigan Built near the tail end of the 1953 production as N2273C the 180 was delivered to Buffalo New York to its first owner On Fathers Day of 1988 Ron bought the Cessna from the estate of the original owner It had 1061 hours total time on aircraft and engine Ron spent the summer of 88 re-doing the aircraft and polishing the exterior to a bright shine He has since flown the Cessna to 18 different states and Canada putting abut 250 very pleasant hours on the machine In short Ron Westcott really enjoys the 180 and as you can see it shows

Bob and Lori Kitslaar (EAA 97283 AC 4095) of Luxemburg Wisconsin kindly sent in these two photos of their Stearman N4784V SIN 75-5434 which they have been rebuilding for five years Beside refurbishing the fuselage they fabricated all four wing panels from scratch plus a new center section The best part was when all parts were assembled - they fit Bob and Lori are presently covering the Stearman and we look forward to seeing the big biplane in the skies of Wisconsin

VI NTAGE AIRPLANE 13

On August 26 1989 Dirk and Donna Leeward were married at the Leeward Air Ranch in Ocala Florida What followed was one of aviations unique honeymoons covering the country in a Vintage Ryan sew Tracing the map at left you can follow the couples route as they flew from Florida around the United States and back again This issues cover photo and the photo collage on these two pages were all taken at EAA Oshkosh 90 and you can see that the Ryan is still going strong - and for Dirk and Donna Leeward the honeymoon is just the beginning

HONEYMOON RYAN

When Dirk and Donna Leeward were married they flew off on their honeymoon in a Vintage Ryan sew

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VINTAGE AIRPLANE 15

CUTE AS A BUTTON This New Jersey beauty is exactly what he wanted in an airplane

by Wallace Murray

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

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Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

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Bud Dakes Monocoupe 90Al

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Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

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MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

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VINTAGE AIRPLANE 31

On August 26 1989 Dirk and Donna Leeward were married at the Leeward Air Ranch in Ocala Florida What followed was one of aviations unique honeymoons covering the country in a Vintage Ryan sew Tracing the map at left you can follow the couples route as they flew from Florida around the United States and back again This issues cover photo and the photo collage on these two pages were all taken at EAA Oshkosh 90 and you can see that the Ryan is still going strong - and for Dirk and Donna Leeward the honeymoon is just the beginning

HONEYMOON RYAN

When Dirk and Donna Leeward were married they flew off on their honeymoon in a Vintage Ryan sew

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VINTAGE AIRPLANE 15

CUTE AS A BUTTON This New Jersey beauty is exactly what he wanted in an airplane

by Wallace Murray

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

Qj 0 0 J c u (I)

( u

Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

- u C 0

o ~

E

VINTAGE AIRPLANE 21----------------------------------------------------~

u C 0 CD o

gtlt E =

Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

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ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

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MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

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Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

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VINTAGE AIRPLANE 31

CUTE AS A BUTTON This New Jersey beauty is exactly what he wanted in an airplane

by Wallace Murray

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

Qj 0 0 J c u (I)

( u

Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

- u C 0

o ~

E

VINTAGE AIRPLANE 21----------------------------------------------------~

u C 0 CD o

gtlt E =

Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

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VINTAGE AIRPLANE 31

During my flying career I have owned a clipped-wing Cub a PA- 12 and a PA-16 among other airplanes The Cub of course is extremely limited in what it can be used for except what it was meant to be used for That of course is training I had the PA-16 next and enjoyed many hours of flying in it I also got my commcrcial pilots license in the PA- 16 But the stick was in the way I didnt like the gas tank in the fuselage and I thought it needed more power Some years later I acquired the PA-12 that I hac completely rebuilt for a customer many years before in my early days as lt1n AampP The grade-A fabric was still testing good and I did a top overhaul on the engine painted it and flew it many hours over the next fOUf years I thought the PA-12 really needed the STC that gave it 150 hp and that it would have been better as a short wing airplane Also I wanted my passhysenger to sit alongside of me I finally sold the PA-12 for virtually peanuts with the fabric still testing okay Little did I know the asking prices that PA-12s would command

Over the years the Piper PA-20 has always held a special interest to me First of all I just liked the way it looks - like a big radio controlled model perky and cute as a button After 14 years without an airplane a little more time on my hands and a two-and-a-half car garage equipped as a shop at my house the time seemed right to start looking for that PA-20 I always wanted This was one classic Piper that I always thought did not need many changes Four place control wheels fuel in the wings balanced controls flaps adeshyquate power - and it just looks nice I began looking in Trade-a-Plane not yet knowing about the Short Wing Piper

VINTAGE AIRPLANE 17

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

Qj 0 0 J c u (I)

( u

Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

- u C 0

o ~

E

VINTAGE AIRPLANE 21----------------------------------------------------~

u C 0 CD o

gtlt E =

Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

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1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

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CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

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HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

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VINTAGE AIRPLANE 31

Club when an airport breakfast convershysation revealed a PA-2220 that was about to be put on the market

It was in Lancaster Pennsylvania and was owned for more than 10 years by a 91-year-old gentleman who was still flying it He allowed that he may be getting a little too old to fly but would continue with his motorcycle riding mountain climbing and pole vaulting I drove out to look at Piper PA-22 serial number 5557 It was manufactured in 1957 and converted to a taildragger in 1979 was complete and airworthy but it needed a lot of TLc It had a low airframe time of 1400-plus hours and about 425 hours since major on that 150-hp engine that I wanted standard on the PA-22 but not on the PA-20 Also I have been told there is about two inches more shoulder room in the TrishyPacer than in the Pacer

We made a deal almost immediately and I bought N136JM on August 21 1987 and flew it home to Cross Keys Airport in New Jersey What a thrill that solo ride was I finally had my Pacer

Between August 1987 and November 1987 I put about 50 hours on 136JM and really enjoyed every minute as much as I knew I would The airplane flew great but I had plans for it that winter Actually there were a few

problems The engine was leaking oil from the dry seals and living in the Northeast Corridor the single 360 chanshynel Bendix radio forced me around under and over the TCAs that overlap in my area Besides that I didnt like the color I had decided when I bought the airplane I would fabricate a new instrushyment panel upgrade the radios put in a new interior and paint it Winter 1987shy88 was the time

November 21 dawned bitter cold and windy but we forged ahead and had 136JM disassembled and loaded on a truck in about two and a half hours I put the fuselage on its gear in the garage and hung the wings from the ceiling I bought an additional outside tool shed and put all the rest of the pans in it Even when you have completed one of these projects before you just cant remember how labor intensive they are I guess its just one of those mental blocks where you put all that pain and aggravation out of your mind Every time I would open something up to reach something else I would look in and find a big problem that had to be taken care of

As soon as I got the airplane home the first thing I did was test all the fabric to 80 pound with the Maule Tester in all the known weakest places It passed with flying colors There just was no

sense to rip off that kind of fabric and recover the airplane and I had already cut out enough work for myself

Aside from th e e ngine which rece ived a very complete top overhaul rebuilt magnetos and new harness the bigjob was the new instrument panel I left the border and cut out all the inteshyrior I made an overlay panel first on cardboard then out of 116- inch plywood and finally out of 063 aluminum When you make changes like this you have to realize everything is sitting in a different position and you are going to have placement problems You cant cut tubing back there to make it fit It wasnt really that tough though I used the first metal panel that I made I covered the panel with a type of forshymica that is used on the cabinets of a Learjet 55

The doors were in pretty bad shape and needed a lot of work and a new front door lock No small problem I insushylated the doors with T45093 meeting FAR 25853B The relatively low aircraft time was a blessing as far as sheet metal was concerned but I still farmed out some repair and welding on the nosebowl After getting prices from vendors on those cowling pieces it doesn ttake long to see you can do some extensive repairs and still come out ahead I made the repairs to the flat

18 SEPTEMBER 1990

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

Qj 0 0 J c u (I)

( u

Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

- u C 0

o ~

E

VINTAGE AIRPLANE 21----------------------------------------------------~

u C 0 CD o

gtlt E =

Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

pieces of cowling myself as well as replacing almost all the fairing ie wing-to-fuselage and gear-to-fuselage etc I replaced all the side glass which later crystallized when I painted the fuselage apparently by the l20-degree F baking ovens The glass had to be replaced again I did all the silk screen work myself by simply using Rub-On type letters that can be bought at an office supply store and covering them with a clear lacquer spray to protect them I didnt want to use any kind of stick-on placards on the instrument panel so I had it engraved and filled in the letters with a white china marker pencil

By early spring of 1989 I was beginshyning to see the bottom of the barrel and the heavyweight complicated work was about done Now it was time to make up fairings strip paint and spend endless days of sanding everything in sight with 320 wet-and-dry sandpaper Apparently the rebuilders of 136JM had used the brush more than they used the spray gun Even though I did a lot of sanding when the shiny Irnron went on the brush strokes showed up more than I would have liked

I did the prescribed Maule test on the

lift struts and found them to be airworshythy I treated all four with linseed oil and had the forks subjected to metal particle inspection and returned them to service I think with any aircraft of this type the key question is was it hanshygared all the time as 135JM was If it was you have eliminated most tubing and strut problems However struts should also be completely stripped of paint to check the leading edges

At the end of the 1989 summer I towed the fuselage to Cross Keys Airshyport and into AI-Ron Avionics Shop for radio installation These guys know Narco radios from the Super Homer forshyward and will do all they can to satisfy a customer I installed a new Mark 12D a new Narco LRN 840 Loran C a new David Clark Iso Comm a new ACK-Ashy30 Blind Encoder a used King KT-76 transponder with a new face plate and a marker beacon receiver

With that finished I pushed the airplane about 300 feet to Johns Upholstery Shop There are a number of shops that provide ready-made inteshyriors around the country and there is a very famous one near me in Pennsylshyvania across the river However anyone who has done much rebuilding

would recognize one of these off-theshyshelf interiors immediately What I wanted was a custom interior and John provided that in spades He is a craftsman and a gentleman who will go out of his way to give you exactly what you want in a first quality job

In the meantime parts have been trucked back and forth to Lanzettas Body Shop in Turnersville New Jersey near the airport The owner Roy Rosenthal is a pilot whom I met someshytime ago when he fixed a dented fender on my car When he found out what I was doing he offered to paint my airplane for me What a pal

When the painting was completed the aircraft was reassembled and pushed over to Al Lewis Air Service for weighing and relicense All they need on Cross Keys is an engine shop and a paint shop and I would not have had to leave the airport boundaries

I started up 136JM on December 10 1989 it ran like a champ and to my amazement everything worked Im looking forward to some happy hours of flying in this little airplane that I wanted for such a long time And as far as I am concerned its just the way I wanted it

VINTAGE AIRPLANE 19

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

Qj 0 0 J c u (I)

( u

Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

- u C 0

o ~

E

VINTAGE AIRPLANE 21----------------------------------------------------~

u C 0 CD o

gtlt E =

Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

Tom Hulls Classic Grand Champion Cessna 195

EAA aSH Robert Gillmans rare Meyers 145 was at EAA Oshkosh 90 hidden in the North 40 camping area

20 SEPTEM BER 1990

Qj 0 0 J c u (I)

( u

Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

- u C 0

o ~

E

VINTAGE AIRPLANE 21----------------------------------------------------~

u C 0 CD o

gtlt E =

Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

Qj 0 0 J c u (I)

( u

Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee

KOSH 90 The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930s style

- u C 0

o ~

E

VINTAGE AIRPLANE 21----------------------------------------------------~

u C 0 CD o

gtlt E =

Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

u C 0 CD o

gtlt E =

Bud Dakes Monocoupe 90Al

Flying

Out

To

Shawano

22 SEPTEMBER 1990

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

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VINTAGE AIRPLANE 31

Bob Lumley props his Chief and struts his stuff

Every year at EAA Oshkosh the AntiqueClassic Division informally flies out to Shawano Wisconsin due north of Oshkosh about an hours flight in a Cub to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in This year some 30 aircraft and their pilots provided the days entertainment for the residents of Shawano and had themselves a good time in the bargain

Before he could disembark from his Culver this pilot was crowded with interested onlookers

VINTAGE AIRPLANE 23

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

TAILWHEEL TAMER

by Joseph Angelone

24 SEPTEMBER 1990

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

T his dissertation was originally put together in 1981 to help my brother (a Cessna 150 pilot) and my son (exshyperienced in my Bellanca Cruisair) transhysition to my Piper PA-20 I recently dug this up at the request of a friend of mine It may be of value to others transitioning into less-than-docile taildraggers (the Bellanca is a pussycat) Some of it is general and applicable to any airplane and some of it is very specific to the PA-20 These specific areas may need to be modified for other applications I would hope that the identification and

modification of those areas would be helpful in the transition to other aircraft I havent learned to walk on water yet so I am sure there is room for debate on some of what I have written If thi s does no more than cause thinking and discusshysion it has been worthwhile

1 General In the PA-20 as in all aircraft a good

landing is much easier to make from a good approach When landing under any conditions that might tax your skills (such as short runways narrow runshyways over obstacl es at night or in

c rossw inds) be particularly insistent upon hav ing a s tab ili zed approach This means establi shing yourself on apshyproach speed with a good glide slope and steady power setting (except fo r minor adjustments ) Any of the followshying conditions shou ld demand a goshyaround low dragged in approach high fa st approach slow approach failure to remain lined up with the runway centershyline inability to estab lish a consistent crosswind correction (except for gust corrections) Dont expect to get your act together and land at the last minute

VINTAGE AIRPLANE 25

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

Be sure to allow enough fuel to permit several go-a rounds under trying condishytions

2 Key Position Final Approach The position from which the final

descent to land is initiated is the most important key to a good approach Regardless of the type of pattern flown ie straight in rectangular 360 degree overhead or base leg entry this position is fairly constant for given winds air density aircraft configurations and weight There are other important points in your landing pattern but there is time and space to make flight path corrections between these earlier points and this final key without distraction from the final approach task The final approach key position should be reached on approach speed in the landshying configuration and with control forshyces trimmed This position should be at sufficient altitude and distance from the touchdown spot to permit a low power or power off approach There should also be adequate time and distance remaining to establish a stabilized crosswind slip correction if needed A properly set up final key thus leaves the pilot with a minimum of tasks Le minor glide path corrections to reach the touchdown spot and determination and correction of crosswind component Adding other tasks during this phase of your landing approach will only detract from your ability to execute a good landing Where is this final key positon A good altitude number is 300 feet above the ground Starting your turn to final without flaps at 400 feet will place you close to this altitude If flaps will be used on final then the turn should be started a little higher to allow for lowering flaps after completing the turn and prior to reaching the key posishytion

The other factor in the key position - distance from the landing spot shywill depend upon variables such as winds density altitude aircraft weight flap usage and power used during apshyproach The distance will be detershymined by experience and judgment Correct distance will satisfy the other requirements addressed earlier in this paragraph

3 Slips You will find that the Pacer slips very

well and will run out of aileron far before it reaches full rudder deflection Slips are very effective with or without flaps for losing altitude on [mal apshyproach Slip entry should be smooth

26 SEPTEMBER 1990

Violent slips should be avoided as they make it difficult to control airspeed and ground roll Recovery should be smooth and well above touch down to allow for re-establishment of glide atshytitude before the flare This last point is critical late recoveries may result in a bleed-off of speed as a properly exshyecuted slip is slightly nose high and the nose must be lowered to re-establish glide attitude during recovery Late recoveries tend to leave the nose high and allow the speed to bleed off excesshysively This establishes a high sink rate

at about the flare point and a hard landshying or a severe bounce may result

4 Flare and Touch Down The flare for landing initially requires

very little elevator force even with the center of gravity near the forward limit With aft cg over-rotation will result unless a very light touch is used for the initial flare The initial flare is that movement necessary to stop the sink rate or glide This leveling should be smooth not abrupt and end just above the runway If you watch the runway too closely over the nose the flare will be high Looking too far down the runshy

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

way results in a late flare and hitting the runway before the glide is checked Alignment with the centerline is conshytrolled by using the rudder to keep the nose pointed at the far end of the runshyway As the glide is checked smooth continuously increasing aft pressure is applied to hold the airplane off the ground As the nose rises and blocks your straight ahead view you must adshyjust your visual perception to include the runway boundaries that are visible on either side of the nose Concentratshying on your side will result in landing on that side of the centerline As a three-

point attitude is reached and the airplane contacts the ground full up elevator should be reached The elevator must be full up against the stop at forward cg With aft cg the elevator need not be full up to achieve a three-point attitude - but it must be brought full up immeshydiately after touchdown or the tail will bounce during the roll out Relaxing elevator pressure on any roll out will result in the tail bouncing Application of full up elevator will immediately stop the tail bouncing Once on the ground the steerable tail wheel is your most powerful means of directional control

except for adding throttl e Therefore it is imperative that the tailwheel be kept firmly on the ground during rollout Failure to continue visual awareness of the runway on each side of the nose during roll out will result in movement to the side you concentrate on - your side This is particularly likely to hapshypen at night as you may see more runshyway lights on your side than the opposite side and thus tend to use them more for guidance

S Aileron Control The elevator force necessary to comshy

plete the flare and hold full up elevator

VINTAGE AIRPLANE 27

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

is high enough to mask any aileron presshysure that you may unintentionally exert Therefore it is imperative that your atshytention span include roll attitude and not be limited to pitch attitude alone The ai lerons must be used to maintain the desired wing position - level for no crosswind into the wind for crosswinds and into the tum when making large directional corrections on the runway during roll out The ailerons are very effective during roll out - any unintenshytional application will roll the airplane thus making it imperative that your atshytention span include roll attitude

6 Crosswinds The Pacers narrow main landing

gear and high wing cause it to heel over in a crosswind The rudder is highly effective however and easily offsets weathervaning if properly used Thereshyfore unlike some aircraft in a crosswind weathervaning is not the problem but being blown to the downwind side of the runway is Thereshyfore the airplane should be landed on the upwind half in crosswinds using the slip-into-the-wind technique After touchdown the upwind aileron must be kept up to hold that wing at least level and preferably down into the wind with the airplane rolling on the upwind main wheel and tailwheel until full aileron deflection is reached Full aileron should be applied gradually as the airplane slows and held throughout the remaining roll out Directional control must be maintained with the rudder and tailwheel Always plan your touchshydown point on the runway to allow ample distance for a go-around Apshyplication of full throttle and proper conshytrol usage will pull you out of any directional control problem if done promptly Do not fight a deteriorating situation - go around Do not use brakes to correct a directional control problem on the runway unless your speed is very slow A go-around is alshyways the best answer if you have adeshyquate runway and obstacle clearance room Use of brakes can easily pitch the airplane onto its back at modest speeds If brakes must be used keep the elevator full up to aid in holding the tail down A final word of caution limit your crosswind component to about five mph until this can be handled with precision You will find that there is inadequate aileron to land in crosswinds exceeding about 12 mph so avoid these Plan all flights with winds in mind and have alternate landing fields runways or

28 SEPTEMBER 1990

cross runways on sod alternates avai lshyable unless assured mild winds prevail Do not accept wind reports as accurate information The only accurate wind information would be that measured at the touch down point at the moment of touch down - which usually is not available But your experience with the amount of slip (and thus crosswind) that you have handled before is your best measure of the crosswind ex isting for your landing Learn to recognize the amount of slip you can handle with conshyfidence and insist upon establishing your slip into the wind early during your

IF YOU BOUNCE BADLY GO AROUND

final approach so that you can assess the wind conditions Remember winds may decay as you get close to the ground during flare and thus change your slip requirements Gusts must be responded to if your flight path is to be maintained Strive to never touch down in a crab or drift - the cg being aft of the main gear will cause a diverging swerve contrary to that experienced with nosewheel aircraft If you touch down while drifting downwind it could raise the upwind wing

7 Wheel Landings The Pacer is difficult to wheel land

without practice Initia l efforts may be more successful using low power and flying onto the runway at 80 mph trimmed very slightly nose heavy relaxing elevator back pressure at conshytact and then retarding the throttle to idle Do not push forward on the control wheel Very smooth wheel contact must be made or they will bounce It is extremely difficult to recover from this bounce without the pilots correction being out of phase with the airplane and thus resulting in ever diverging bounces and decaying airspeed This is very dangerous as structural damage or loss of control may occur If you bounce badly go around With practice tailshylow wheel landings with power off or on can be made very nicely at 70 mph Why practice wheel landings They permit touching down precisely when

and where you wan t in gusty winds Y o u merely maintain power and a irspeed until your posi ti on over the runway and a ircraft attitude satisfy your con tro lled touchdown requirements When flying in gusty winds add half the gust value to you r norma l ai rspeed on approach This will reduce any settling of the aircraft caused by sudden reducshytions in wind ve loci ty

8 Usc of Flaps Flaps are used to provide steeper desshy

cents over obstac les They are also used to dec rease land ing roll by reduc ing land in g speed and increasi ng drag during ro ll -out Full flaps cause a strong nose-up pitch which must be trimmed off Speed drops rapidly once the landshying glide is checked and the fl are must be continued more aggressively than without flaps in order to get the tail down before touchdown Flaps should not be used in strong crosswi nds as it will be more difficu lt to prevent the upwind wing from risi ng and the ai rplane IS

already aileron limited in this regard 9 Trim The Pacer has a trimmable horizonshy

ta l ta il wh ich is significan tly different than an e levator trim If one flies an approach trimmed nose heavy with a trimma b le e levator full elevator th row and maxi mum longi tudinal conshytrol power is still ava ilable The pilot will mere ly have to pull harder to ge t it during flare and to uchdown If one does the sa me thing with a trimmable hori zonta l ta il full e leva to r th row is still ava il able but longitudinal pitch control power is reduced from wha t it could be as the horizontal ta il is not set at as hi gh a nega ti ve incidence as it could have been It is very important to trim to zero forces on the approach if yo u want adequa te pitch control power which you will need with a forward cg An o th e r important reason to trim for zero forces is to aid in mainta ining approach speed A trimmed a irpl ane te nds to s tay on speed until control forces are app lied When one is holding forces slight disshytractions tend to change these forces and thus the airspeed A trimmed airplane and light hand on the wheel will also he lp avoid a tendency to raise the nose s light ly during the last part of the approach as the runway comes up This tendency if permitted results in speed bleed off prior to the initial flare and usual ly a high sink rate land ing and resulting genero us bounce again - GO AROUND

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

PASS IT TO ~~1Juck An information exchange column with input from readers

by Buck Hilbert (EAA 21 Al e 5) PO Box 424 Union IL 60180

AMATEUR P ILOTS TRAINING

--- __ -- ASSOCIATION

OUAHOIo4A CITy OtltIA

Dear Buck Enclosed is a copy of a letter I just

mailed to Robert Cravey regarding the Wiley Post airplane he found (Pass It To Buck July)

Sincerely RG Beeler

Dear Sir I just read in Buck Hilberts column

about your good fortune of finding a Wiley Post airplane Sorry I cant furshynish any drawings on the airplane but I am enclosing a copy of an original brochure I have in my files The reason for the brochures existence is that I was flying NC 13952 (the subject airplane) for the aerial shots and my wife saved it My logbook shows that I also logged some time in NC 13951 I was in Okshylahoma City at the time as part of the refueling crew for a womans enshydurance flight

I hope the dimensions and general characteristics plus the factory perforshymance figures will be of some help to you If and when you sell this project place my name on the list of prospecti ve buyers

Sincerely RG Beeler (EAA 10668 AIC 5561)

WILEY POST AIRCRAFT CORPORATION

WILEY POST AIRPORT OKLAHOMA CITY OKLAHOMA

VINTAGE AIRPLANE 29

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

NNOUNCIN9 TJI E

AT-C 561

THE TRAINING SHIP FOR AMERICAN YOUTH

30 SEPTEMBER 1990

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

THE PAST We have posters postcards videos pins airmail cachets etc We also have RC documentation exclusive to this historic aircraft Sale of these items support operating expense to keep this Jenny flying for the aviation publ ic We appreciate your help Write for your free price list Virginia Aviation Co RDv-5 Box 294 Warrenton VA 22186 (c11-90)

For Sale - Original 193040s winged STINshySON logo lapel pins Solid sterling silver Where The Sellers and Buyers Meet 1-14 inch span $19 each ppd Curtiss Aldrich POB-21 Big Oak Flat CA 95305

25e per word $500 minimum charge Send your ad to (9-1)The Vintage Trader EAA Aviation Center Oshkosh WI 54903-2591

AIRCRAFT Yes a 1940 Stinson 10 - This fine old aircaft $950000 (Canadian) Springhouse Aviation Box 38 RR 1 Widgeon Drive Williams Lake BC V2G 2P1 604392-2186 (9-5)

1941 Culver LFA Cadet - 90 hp Franklin 1800 RR 118 SMOH Excellent restoration Always Hangared fresh annual $1350000 708683-3199 (9-1)

Fairchild F24W-41 - Aircraft is complete less FWF for Warner engine Have engine mount and cowling for Ranger conversion also Ranger engine 507263-2414 (9-2)

ENGINES Engine Parts - for Continental A50 65 75 80 and their accessories - cylinder cases cams rods gears everything but crankshafts Send want list to Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 call 501394-1022 (-591)

Good Used Ignition Harnesses - tested okay Fuel pumps in boxes Rod bolts in plastic bags All properly Identified as removed from engines going in for overhaul Air Salvage of Arkansas Rt 1 Box 8020 Mena Arkansas 71953 501394-1022 (shy591)

MISCELLANEOUS NEW EAA REFERENCE GUIDE - Now in one volume Covering all EM journals 1953 through 1989 Newly organized easier to read MUCH REDUCED PRICE Past purshychasers $7 50 USD plus $1 50 UPSpostage $300 Canadian $700 other new purchasers $15 USD plus $1 50 UPSpostage $300 Canadian $700 other VISAMASTERCARD accepted John B Bershygeson 6438 W Millbrook Road Remus MI 49340 517561-2393 Note Have all jourshynals Will make copy of any article(s) from any issue at 25cent per page ($300 minimum)

1910-1950 Original Plane and Pilot Items - Buy - sell- trade 44-page catalog over 350 items available $500 Airmailed John Aldrich POB-706 - Airport Groveland CA 95321 209962-6121 (9-6)

Leather 10 Patches - with Velcro backing Gold or silver-winged insignia personalized

with your name and a second line of your choice Send name along with N-number plane type or be creative Send $10 plus $1 S amp H or SASE for information to Petes Company PO Box 3002Suite 218 Agawam MA 01001-3002 (11-3)

Super Cub PA18 fuselages repaired or rebuilt - in precision master fixtures All makes of tube assemblies or fuselages repaired or fabricated new JE Soares Inc 7093 Dry Creek Road Belgrade Montana 59714 406388-6069 Repair Station D65shy21 (UFN)

CURTISS JN4-D MEMORABILIA - You can now own memorabilia from the famous Jenny as seen on TREASURES FROM

Nostalgic Airline Poster Art - Colorful publicity of the Airlines of the World FREE DETAILS Gerard 3668-VA Hilaire Seaford NY 11783 (12-4)

HANGARS Quonset Style Steel Buildings - Ideal for airplane hangars equipment and workshops Easy to erect and disassemble Buy factory direct and save up to 40 percent US ARCH BUILDINGS CORPORATION National 1-800-527-4044 (-591)

Airplane Hangars - Save up to 50 on Arch Style Steel Buildings Factory clearance on 50 x 40 60 x 60 50 x 50 and others EX 50 x 40 arches only $3 79400 Atlas Steel Building Corp 1-800-338-8457 (12-4)

Ready for Takeoff

The Magazine That Presents New and Exciting Chapters in the History of Military and Civil

PREMIERE ISSUE Aviation

$295 at Bookstores and Newsstands Nationwide

Or call 1~800~238~1199 for a 1year (6 issue) subscription for only $1495

VINTAGE AIRPLANE 31

THE ARCHIVES ~~pn~~~c~

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fo r homebuilders

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WITHOUT THEM

Information every builder needs with all the right answers at ones fingermiddot tips Prepared by Tony Bingelis specifically for EAA and SPORT AVIATION these publications are profusely illustrated with photos cutaway drawings and easy to understand descriptions that clearly resolve the most complimiddot cated problem Invaluable material for anyone designing building restoring or maintaining sport aircraft Order your copies today SPORTPLANE BUILDER $1795 IAircrah Construction Methods - 320 pagesl SPECIAL FIREWALL FORWARD $1995 IEngine Installation Methods - 304 pagesl OFFER

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po box 88 madison north carolina 27025 (919) 427-0216

AWWA MEMBER

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TANI( PAINTlNb AND REPA IRING

SANOilASTING TANK LI NUS AND COAT INGS PREVENTIVE TANX AINHNANC E INSPE(1I0N SERV IC E l ADDER SAftTY EOUIPENT

RESERvOIR LINUS AND ROOfS

DISANTLING AND OVING TANKS

NEW USED AND I ECONDITIONED TANKS

VINTAGE AIRPLANE 33

by George Hardie Jr

H eres another for the air racing fans The airplane is a refmement of a preshyvious product by a well-known designer The photo is from the Major Sheak colshylection via Hardie Answers will be pubshylished in the November 1990 issue of VINTAGE AIRPLANE Deadline for that issue is October 10 1990

Truman C Pappy Weaver of New Baden Illinois had the answer for the June Mystery Plane He writes

The racer started life as the FlaggshySnyder Special built for the 1930 Cirrus Derby license R-12040 The racer was destroyed in a hangar fire prior to the Cirrus race

It again appeared at the 1933 American Air Races at Chicago Illinois in July 1933 It had been rebuilt at the Bendix Airport (and Lloyds garage) Mishawaka Indiana and was now known as the Butz Special An inverted Cirrus engine with special crankshaft no oil rings was mounted Normal 115 hp at 1900 rpm to 150 hp at 2800 rpm 350 cubic inch class 4 12-inch bore 4 34-inch stroke compression ratio 56 to one weight 288 pounds metal

34 SEPTEMBER 1990

propeller six feet nine inches diameter gas consumption 10 gallons per hour oil 15 pints

Wingspan was 19 feet s ix inches length 17 feet three inches height four feet six inches Wing cord was 48 inches Fuel capacity 20 ga ll ons oil three gallons Empty weight was 512 pounds loaded 852 pounds High speed 190 mph cruise 170 mph land shy

ing 75 -80 mph Best pylon speed at Chicago was 9991 mph

Other correct answers were received from Charley Hayes Park Forest Il shylinois Glenn Buffington El Dorado Ari zona Jeff Shafer Fond du Lac Wisconsin Wayne Van Valkenburgh Jasper Georgia Lynn Towns Brookl y Michigan and Herbert de Bruyn Belshylevue Washi ngton bull

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VINTAGE AIRPLANE 33

by George Hardie Jr

H eres another for the air racing fans The airplane is a refmement of a preshyvious product by a well-known designer The photo is from the Major Sheak colshylection via Hardie Answers will be pubshylished in the November 1990 issue of VINTAGE AIRPLANE Deadline for that issue is October 10 1990

Truman C Pappy Weaver of New Baden Illinois had the answer for the June Mystery Plane He writes

The racer started life as the FlaggshySnyder Special built for the 1930 Cirrus Derby license R-12040 The racer was destroyed in a hangar fire prior to the Cirrus race

It again appeared at the 1933 American Air Races at Chicago Illinois in July 1933 It had been rebuilt at the Bendix Airport (and Lloyds garage) Mishawaka Indiana and was now known as the Butz Special An inverted Cirrus engine with special crankshaft no oil rings was mounted Normal 115 hp at 1900 rpm to 150 hp at 2800 rpm 350 cubic inch class 4 12-inch bore 4 34-inch stroke compression ratio 56 to one weight 288 pounds metal

34 SEPTEMBER 1990

propeller six feet nine inches diameter gas consumption 10 gallons per hour oil 15 pints

Wingspan was 19 feet s ix inches length 17 feet three inches height four feet six inches Wing cord was 48 inches Fuel capacity 20 ga ll ons oil three gallons Empty weight was 512 pounds loaded 852 pounds High speed 190 mph cruise 170 mph land shy

ing 75 -80 mph Best pylon speed at Chicago was 9991 mph

Other correct answers were received from Charley Hayes Park Forest Il shylinois Glenn Buffington El Dorado Ari zona Jeff Shafer Fond du Lac Wisconsin Wayne Van Valkenburgh Jasper Georgia Lynn Towns Brookl y Michigan and Herbert de Bruyn Belshylevue Washi ngton bull

SPECIAL OFFER

I V I V f 1 c r

November IC)~7

15 cents

by George Hardie Jr

H eres another for the air racing fans The airplane is a refmement of a preshyvious product by a well-known designer The photo is from the Major Sheak colshylection via Hardie Answers will be pubshylished in the November 1990 issue of VINTAGE AIRPLANE Deadline for that issue is October 10 1990

Truman C Pappy Weaver of New Baden Illinois had the answer for the June Mystery Plane He writes

The racer started life as the FlaggshySnyder Special built for the 1930 Cirrus Derby license R-12040 The racer was destroyed in a hangar fire prior to the Cirrus race

It again appeared at the 1933 American Air Races at Chicago Illinois in July 1933 It had been rebuilt at the Bendix Airport (and Lloyds garage) Mishawaka Indiana and was now known as the Butz Special An inverted Cirrus engine with special crankshaft no oil rings was mounted Normal 115 hp at 1900 rpm to 150 hp at 2800 rpm 350 cubic inch class 4 12-inch bore 4 34-inch stroke compression ratio 56 to one weight 288 pounds metal

34 SEPTEMBER 1990

propeller six feet nine inches diameter gas consumption 10 gallons per hour oil 15 pints

Wingspan was 19 feet s ix inches length 17 feet three inches height four feet six inches Wing cord was 48 inches Fuel capacity 20 ga ll ons oil three gallons Empty weight was 512 pounds loaded 852 pounds High speed 190 mph cruise 170 mph land shy

ing 75 -80 mph Best pylon speed at Chicago was 9991 mph

Other correct answers were received from Charley Hayes Park Forest Il shylinois Glenn Buffington El Dorado Ari zona Jeff Shafer Fond du Lac Wisconsin Wayne Van Valkenburgh Jasper Georgia Lynn Towns Brookl y Michigan and Herbert de Bruyn Belshylevue Washi ngton bull

SPECIAL OFFER

I V I V f 1 c r

November IC)~7

15 cents

SPECIAL OFFER

I V I V f 1 c r

November IC)~7

15 cents

I V I V f 1 c r

November IC)~7

15 cents