Va vol 41 no 4 jul aug 2013

JULY/AUGUST 2013

•Junkers Trimotor•Sun ’n Fun in Pictures

The Jimmie Allen

Stearman

Unique Experiences• Chicago in Concert: Monday 7:00 pm next to the Ford

Hangar

• All-New Lincoln Pavilion: See the entire lineup and exciting new Lincoln MKZ

• USAF Thunderbirds Edition Mustang: One-of-a-kind build for the Young Eagles benefit

• Fly-In Theater: Nightly Sunday-Saturday @ Camp Scholler: Special pre-premiere screening of Disney’s Planes, others include: Skyfall, Star Trek Into Darkness, Iron Man 2, The Avengers, Octopussy and Those Magnificent Men in Their Flying Machines

• Meet Henry Ford: Commemorate the 150th Anniversary of the birth of Henry Ford

• Atlas Concept Truck: The future of trucks @ the Ford Hangar

• EcoBoost Launch: The extreme bungee launch

• Raptor Rock Wall, Raptor Racing and Tough Tumblers: Fun for the entire family

• Ford Autograph HQ: Autographs from living legends

• Free Ice Cream: Nightly deliveries; watch for the Transit Connect

• Da Blooze Bros. Live Concert: Saturday night next to the Ford Hangar

• Free stuff: Hats, tattoos and more

• Ford Fun Factory: Connect your world with free e-mail stations, social media contests and new this year – Transit Talent Search

• Model T Experience: Model T rides @ the Ford Hangar

The Privilege of Partnership EAA members are eligible for special pricing on Ford Motor Company vehicles through Ford’s Partner Recognition Program. To learn more on this exclusive opportunity for EAA members to save on a new Ford vehicle, please visit www.eaa.org/ford.

Ford Takes Flight at AirVenture

EAA_Divis_July_Visit_Ad-with_concert-053113.indd 1 5/31/13 3:32 PM

EAA Publisher . . . . . . . . .Jack J . Pelton, . . . . . . . . . . . . . . . . . . . . . . .Chairman of the Board

Director of EAA Publications J . Mac McClellan

Editor . . . . . . . . . . . . . Jim Busha . . . . . . . . . . . . . . . . . [email protected]

VAA Executive Administrator Theresa Books920-426-6110 . . . . . . . . . [email protected]

Advertising Director . . . . . Katrina Bradshaw202-577-9292 . . . . . . . . . [email protected]

Advertising Manager . . . . Sue Anderson920-426-6127 . . . . . . . . . [email protected]

Art Director . . . . . . . . . . Livy Trabbold

VAA, PO Box 3086, Oshkosh, WI 54903

Website: www.VintageAircraft.org

Email: [email protected]

www.VintageAircraft.org 1

Unique Experiences• Chicago in Concert: Monday 7:00 pm next to the Ford

Hangar

• All-New Lincoln Pavilion: See the entire lineup and exciting new Lincoln MKZ

• USAF Thunderbirds Edition Mustang: One-of-a-kind build for the Young Eagles benefit

• Fly-In Theater: Nightly Sunday-Saturday @ Camp Scholler: Special pre-premiere screening of Disney’s Planes, others include: Skyfall, Star Trek Into Darkness, Iron Man 2, The Avengers, Octopussy and Those Magnificent Men in Their Flying Machines

• Meet Henry Ford: Commemorate the 150th Anniversary of the birth of Henry Ford

• Atlas Concept Truck: The future of trucks @ the Ford Hangar

• EcoBoost Launch: The extreme bungee launch

• Raptor Rock Wall, Raptor Racing and Tough Tumblers: Fun for the entire family

• Ford Autograph HQ: Autographs from living legends

• Free Ice Cream: Nightly deliveries; watch for the Transit Connect

• Da Blooze Bros. Live Concert: Saturday night next to the Ford Hangar

• Free stuff: Hats, tattoos and more

• Ford Fun Factory: Connect your world with free e-mail stations, social media contests and new this year – Transit Talent Search

• Model T Experience: Model T rides @ the Ford Hangar

The Privilege of Partnership EAA members are eligible for special pricing on Ford Motor Company vehicles through Ford’s Partner Recognition Program. To learn more on this exclusive opportunity for EAA members to save on a new Ford vehicle, please visit www.eaa.org/ford.

Ford Takes Flight at AirVenture

EAA_Divis_July_Visit_Ad-with_concert-053113.indd 1 5/31/13 3:32 PM

EAA Oshkosh is just around the corner now! Your association is again fully engaged in our commitment to being a large part of the World’s Greatest Aviation Celebration. Be assured that this event is shap-ing up to be one of our best ever. While attending the recent EAA board of directors meetings in Oshkosh, our worthy chairman of the board stated, “EAA Oshkosh is now less than 90 days from opening day.” What? No way is that correct! Is it? I quickly did the math in my head, and lo and behold Jack’s math was indeed spot on.

So be it, and now the time has arrived. With two weekend work parties now under our belt in the VAA area of operations we are well on our way to getting prepared for the masses. Your VAA board of directors can never sufficiently thank the dozens of volunteers who consistently drive or fly the 400-500 miles to Oshkosh to engage themselves in our family of VAA volunteers and perform nearly all of the heavy lifting necessary to prepare and repair the facilities in preparation of this event every year.

These individuals travel to Oshkosh not once but several times throughout the spring, summer, and fall to offer their assistance. Hun-dreds of volunteer hours are logged long before the gates ever open in Oshkosh. A large number of volunteers will also arrive in Oshkosh a full week before the event starts to put the final touches on the VAA facili-ties in anticipation of opening day. These men and women are among our most talented and dedicated volunteers who support the efforts of your organization. Many thanks to each of you!

You are holding in your hands an expanded Vintage Airplane maga-zine this month. As previously announced, the magazine will now have 68 pages of content every month of publication. As always, we are very much interested in any feedback the membership has to offer. Whether it’s negative or positive we appreciate any comments you may have. I hope you all enjoy the additional content!

Please help us get the word out to the hundreds of individuals who are regular participants at the VAA Aeromart operation in the Fly Market area at Oshkosh. Please pass along that the beginning and ending dates for operations at the Aeromart have been changed. The Aeromart will open and close one day earlier than last year. The Aeromart will open on Satur-day, July 27, at noon and operate until 5:00 p.m., and on Sunday, July 28, it will operate from 9:00 a.m. until 5:00 p.m. Saturday and Sunday hours are available only for checking in your parts. No parts will be sold on these

Straight & Level Vintage AirplaneSTAFF

EAA Oshkosh 2013—Where has the time gone?

GEOFF ROBISONVAA PRESIDENT, EAA 268346, VAA 12606

continued on page 63

VINTAGE AIRCRAFT ASSOCIATIONCurrent EAA members may join the Vin-

tage Aircraft Association and receive VINTAGE AIRPLANE magazine for an additional $42 per year.

EAA Membership, VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $52 per year (SPORT AVIATION magazine not included). (Add $7 for International Postage.)

FOREIGN MEMBERSHIPSPlease submit your remittance with a

check or draft drawn on a United States bank payable in United States dollars. Add required Foreign Postage amount for each membership.

Membership ServicePO Box 3086

Oshkosh, WI 54903-3086 Monday–Friday, 8:00 AM—6:00 PM CST

Join/Renew 800-564-6322 [email protected]

EAA AirVenture Oshkoshwww.airventure.org

888-322-4636

TM

ophillip

Sticky Note

This arrow is an indicator for Theresa to double check prices.

jbusha

Sticky Note

Check with Kelly but mac titile may have changed.

2 JULY/AUGUST 2013

C O N T E N T SVol. 41, No. 4 2013

JULY/AUGUST

COLUMNS1 Straight and Level EAA Oshkosh 2013—Where has the time gone? Geoff Robison

4 Friends of the Red Barn

6 News

12 How to? Using a tap tester tool Robert G. Lock

14 The Vintage Instructor Mentoring Steve Krog, CFI

17 Ask the AME MOC asks, “I have been diagnosed with diabetes. Can I still fly?” John Patterson, M.D.

18 Good Old Days

52 Around the Pylons Part II Existing Pre-War National Air Racers Don Berliner


C O V E R SFRONT COVER: Photo Jim Koepnick

BACK COVER: Photo Jeff Skiles

For missing or replacement magazines, or any other membership-related ques-tions, please call EAA Member Services at 800-JOIN-EAA (564-6322).

ANY COMMENTS?Send your thoughts to the

Vintage Editor at: [email protected]

22Dad’s CubRobert Bailey

24Lessons LearnedLighting the way with the Jimmie Allean StearmanSarah “Pancho” Wilson

34Sun ’n Fun in Pictures

44Uncovering the Mysteries of the JU-52Flying German’s Tin GooseJeff Skiles

58 The Vintage Mechanic Approaching a restoration project— Part 4 Robert G. Lock

62 Book Review Flying on Film by Mark Carlson

63 Vintage Trader@EAAupdate facebook.com/EAAHQ

jbusha

Sticky Note

change to Germany's

jbusha

Sticky Note

Jim Koepnick captures Sarah Wilson at the controls of her freshly restored Jimmie Allen Stearman. Sarah and her Stearman were awarded Grand Champion Antique at SNF 2013

jbusha

Sticky Note

Allen

jbusha

Sticky Note

Back cover The JU-52- tin covered elegance

4 JULY/AUGUST 2013

VAA members like you are passionate about your affiliation with vintage aviation, and it shows. You’re the most loyal of all EAA members, renewing your VAA membership each and every year at a rate higher than any other group within the EAA family. We appreciate your dedication! Each year about this time we give you another opportunity to strengthen your bond with the VAA by inviting you to become a Friend of the Red Barn.

This special, once-a-year opportunity helps VAA put together all the components that make the Vin-tage area of EAA AirVenture a unique and exciting part of the World’s Greatest Aviation Celebration. This special fund was established to cover a signifi-cant portion of the VAA’s expenses related to serv-ing VAA members during EAA AirVenture Oshkosh, so that no dues money is used to support the con-vention activities.

This is a great opportunity for Vintage members to join together as key financial supporters of the Vintage division. It’s a rewarding experience for each of us as individuals to be a part of supporting

the finest gathering of Antique, Classic, and Con-temporary airplanes in the world.

At whatever level is comfortable for you, won’t you please join those of us who recognize the tre-mendously valuable key role the Vintage Aircraft Association has played in preserving the irreplace-able grassroots and general aviation airplanes of the last 100 years? Your participation in EAA’s Vin-tage Aircraft Association Friends of the Red Barn will help ensure the very finest in EAA AirVenture Oshkosh Vintage programs.

To participate in this year’s campaign, fill out the donation form included in this month’s Vintage Air-plane or visit our website at www.VintageAircraft.org/programs/redbarn.html to make an online contribu-tion. And to each and every one of you who has al-ready contributed, or is about to, a heartfelt “thank you” from the officers, directors, staff, and volunteers of the Vintage Aircraft Association!

Friends of the Red Barn!Your support is crucial to the success of VAA’s AirVenture activities and programs

CONTRIBUTIONLEVELS ↓

DonorAppreciationCertificate

SpecialFORBBadge

Access toAir-ConditionedVolunteerCenter

A “6-pack”of ColdBottledWater!

Two Passesto VAAVolunteerParty

10 Minute Chair Back Massage at AV2013

Breakfast at Tall PinesCafé

Tri-Motor OR HelicopterRideCertificate

Two Ticketsto VAA Picnic

Close AutoParking

SpecialAir ShowSeating

EAA PHPCenter Access

DIAMOND PLUS $1,500 & higher

X X X X X 2 people, full week

2 tickets X Full week 2 people,full week

2 people, full week

DIAMOND $1,000 - $1,499


2 tickets X Full week 2 people,1 day

PLATINUM$750 - $999


1 ticket X 2 days

GOLD$500 - $749

X X X X X 1 person,full week

1 ticket

SILVER $250 - $499

X X X X X

BRONZE PLUS$150 - $249

X X X X

BRONZE$100 - $149

X X X

LOYALSUPPORTER$99 and under

X

#VAA Friends of the Red Barn

Name________________________________________________ ____________ EAA #___________ VAA #___________Address____________________________________________________________________________________________City/State/Zip_______________________________________________________________________________________Phone___________________________________________________E-Mail_____________________________________Please choose your level of participation:

n Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.)

n Please charge my credit card for the amount of: ____________

Credit Card Number _____________________________ Expiration Date _________

Signature_________________________________________

Badges for Bronze Level and Above:

n Yes, prepare a name badge to read: n No badge wanted for this year .

_________________________________________________________________ First Last (Please print just as you wish your badge to read.)

Certificates:

n Yes, I want a Certificate n No, I do not want a Certificate for this year .

The Vintage Aircraft Association is a non-profit educational organization under IRS 501c3 rules. Under Federal Law, the deduction from Federal Income tax for charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed exceeds the value of the goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons.

Mail your contribution to:VAA FORB

PO Box 3086OSHKOSH, WI 54903-3086

or contribute online atwww.vintageaircraft.org/programs/redbarn.html

____ Diamond Plus $1,500.00 or above ____ Diamond Level Gift - $1,000.00 - $1,499.00 ____ Platinum Level Gift - $750.00 - $999.00 ____ Gold Level Gift - $500.00 - $749.00

____ Silver Level Gift - $250.00 - $499.00 ____ Bronze Plus Gift - $150.00 - $249.00 ____ Bronze Level Gift - $100.00 - $149.00 ____ Loyal Supporter Gift - ($99.00 and under)

All donors at all levels will have their name listed in Vintage Airplane magazine, on VintageAircraft.org, and at the VAA Red Barn during AirVenture .

Special for 2013, all donors for Gold Level and above will be entered into a random drawing for a limited edition, 21”w x 18”h, signed, numbered print by Randall Mytar shown at right .


6 JULY/AUGUST 2013

Vintage News

With AirVenture fast ap-proaching we encourage all owners of round-engine aircraft who are planning to join us for the Round Engine Rodeo this year to call or go online to pre-register. It will greatly help us with preparations. Call Dana at 608-235-9696 or go to www.EAAvintage.org/round-engine-rodeo and click on the form to fill out and mail or e-mail it to us.

What Is It?The Vintage Aircraft Association

(VAA), serving as the official host for this historic event, is inviting the round-engine universe to at-tend and participate in EAA Air-Venture Oshkosh 2013—July 29 through August 4, 2013.

All owners, pilots, and enthusi-asts of round-engine aircraft are formally invited to fly their beau-tiful airships to Oshkosh and par-ticipate in this event, a weeklong gathering to get together with oth-ers who share the passion for these fantastic old airplanes and engines. •Special handling and parking will

be provided to all who fly their round-engine aircraft to Oshkosh.

•The VAA is working on an attrac-tive package of incentives pro-vided to all who fly these beautiful round-engine aircraft to Oshkosh. This will include a special compli-mentary dinner Tuesday evening.

Others will be able to attend at a reasonable cost.

•One full day of AirVenture will be dedicated exclusively to the rec-ognition and display of these air-planes in the Vintage area. Period costumes worn by the pilots/own-ers are suggested and welcome.

•Each day of AirVenture a differ-ent round-engine make-and-model aircraft will be featured during Vintage in Review (at In-terview Circle in front of the VAA Red Barn and Vintage Hangar). Interviewer extraordinaire Ray Johnson will conduct a live in-terview with the featured aircraft owner/pilot.

• G u i d e d t o u r s t h r o u g h t h e round-engine parking area will be conducted by knowledgeable VAA volunteers.

Rest StopThe weekend prior to the open-

ing of AirVenture—July 26-28—the Hartford airport (HXF) will serve as a gathering point and rest stop for all. •HXF features two turf runways

as well as one hard surface runway.

•HXF is located approximately 45 miles due south of OSH.

•Fuel, both 100LL and 92 oc-tane auto, will be readily avail-able at a very competitive price.

•Food, refreshments, camping, mo-tels, transportation, and enter-

tainment will be available to all.Last year 154 aircraft and more

than 300 people gathered at HXF to partake in the pre-convention weekend activities—a great relax-ing time enjoyed by everyone!

What’s NextIt’s time to complete your plans

for attending EAA AirVenture 2013 and playing an active part in all the activities in the Vintage area. Click on the Round Engine Rodeo picture at the top of the VintageAircraft.org homepage to locate the pre-registration form and complete your reg-istration. Please let us k n o w yo u a re coming , even i f y o u d o n ’ t plan to stop in Hartford.

Round Engine Rodeo 2013Round ’em up and head to Oshkosh!Steve Krog, VAA Director

DAVE BROWN


Aeromart Has New Days!Aeromart will once again be avail-

able to take your parts and other avi-ation-related items and offer them for sale to the public during EAA Air-Venture Oshkosh 2013. New this year, Aeromart will be open for selling and purchasing, starting on Monday, July 29, 2013, at 9 a.m. Aeromart will be open from 9 a.m. to 5 p.m. Monday to Friday and 9 a.m. to noon Saturday. Also new this year, Aeromart vendors can start checking in their items on Saturday, July 27, 2013, be-ginning at noon. The deadline for bringing in items to sell is 2 p.m. Thursday, August 1, 2013. Any mer-chandise not sold must be picked up by 2 p.m., Saturday, August 3, 2013. This is a hard deadline; any items left after 2 p.m. on Saturday will then be the property of the EAA Vintage Aircraft Association. Participating in the Aeromart is a great opportunity to clean out your hangar and make a few bucks, as well as to get that “just what I needed” airplane part. Read more at http://EAAvintage.org/events/airventure/aeromart/.

Vintage AirMail—VAA’sBimonthly E-Newsletter—Are You Getting It?

VAA launched the Vintage Air-

Mail e-newsletter in February, mail-ing it to all members whose e-mails we have in the EAA database. The newsletter includes news from Pres-ident Geoff Robison, the Mystery Plane, news of vintage Airport Ac-tion around the country, and other news we need to get to you between magazines. If you haven’t begun receiving the Vintage AirMail e-newsletter, the best thing for you to do is to call EAA Members Services at 800-564-6322; ask them to add your e-mail to the database and get you signed up for Vintage Online.

Volunteer, Meet New People, Have Fun!

Want to have some fun and meet many new people at EAA Air-Venture Oshkosh? Then give vol-unteering a try.

The VAA Gift Shop located in the VAA Red Barn is in need of a few good people. Shop Chairman Bob Lumley is in search of several volunteers to assist in retail sales and to assist customers during the week of AirVenture. Schedules are very flexible. If you would be in-terested in volunteering for a cou-ple of hours for each of the two to three days during AirVenture, then please contact Theresa Books as soon as possible so that she can add your name to the schedule. Her

e-mail address is: [email protected]. Or give her a call on her direct line at 920-426-6110. If you like meet-ing people and having fun while at AirVenture, then volunteering in the VAA Gift Shop would be a good fit for you.

Other areas of opportunity and the people to contact include: •Vintage Flightline, Patty,

[email protected]•Aeromart, Matt,

[email protected]•Recharging Station, JoAnne,

[email protected]•Other VAA areas, Gerry,

[email protected] why so many volun-

teers continue to return year after year to our Vintage family.

What’s in the Vintage Hangar?Monday through Friday you’ll

find your favorite airplane type clubs, ready to talk Waco or Funk or Stinson or Cub and a host of others. Come in and visit. The metal-shap-ing workshops are in the sound-proof room on the south side of the hangar. And several friendly vin-tage aircraft restorers will be shar-ing their knowledge of things you can do to maintain your airplane. They’ll be in the front of the hangar, in Paul’s Workshop area. Check the sign in that area to confirm topics and times.

8 JULY/AUGUST 2013

VAA’s Portable Electronics Charging Station

Do your rechargeable personal electronics such as your cell phone or computer go dead before AirVen-ture’s over? VAA has the solution to your problem!

Immediately west of the VAA Red Barn we will be providing the ability to revitalize those indispensable cell phones, computers, iPods, etc. Turn off your item and bring it and its 120 VAC charger to our charging station. Leave it with the attendant—we’ll give you a claim check. Bring back the claim check in a few hours and receive your equipment all charged up and ready to go. VAA and its vol-unteers are providing this service to EAA members for whatever dona-tion you feel is appropriate.

Breakfast at Tall Pines Café (and Pre-ConventionWeekend Dinner!)

The VAA Tall Pines Café will be in operation again this year with the expanded schedule prior to EAA AirVenture Oshkosh. The meal is known as “the best breakfast on the field,” so come enjoy a tremen-dous selection of breakfast food during EAA AirVenture. Starting on Friday morning, July 26, and continuing through Sunday, July 28, the VAA Tall Pines Café will be open for breakfast (6:30 a.m. to 9:30 a.m.) and dinner (4:30 p.m. to 7:30 p.m.). Starting Monday, July 29, only breakfast will be served at the Tall Pines Café (6:30 a.m. to 9:30 a.m.) through Saturday, Au-gust 4, 2013.

Are You a Friend of the VAA Red Barn?

If so, be sure to check in at the

information desk inside the VAA Red Barn. There we’ll issue you your special name badge and other appropriate items. If you have any questions, feel free to ask for The-resa Books, the VAA executive ad-ministrator. If you need to reach her in advance of your arrival, call her at the VAA headquarters num-ber 920-426-6110.

Our thanks to each of you who have contributed to the VAA Friends of the Red Barn 2013 cam-paign. We’ll have the list of contrib-utors on a large poster at the Red Barn during AirVenture, as well as in a fall edition of Vintage Airplane. We also update the total listing on the web in the fall.

VAA Picnic Join us for the annual VAA Pic-

nic. It will be held Wednesday, July 31 at the EAA Nature Center. Tick-ets will be available for sale at the VAA Red Barn. Tickets must be pur-chased in advance so we’ll know how much food to order. The de-licious meal will be served from 5:30 p.m. to approximately 8 p.m. If you need transportation, trams will begin leaving the VAA Red Barn around 5 p.m. and will make return trips after the picnic. Type clubs may also hold their annual ban-quets during the picnic. Call Lynne Dunn (704-236-8723), and she will reserve seating so your type club can sit together.

Shawano Fly-Out The annual fly-out to Shawano is

Saturday, August 3, 2013. The sign-up sheet will be at the informa-tion desk inside the VAA Red Barn, and the briefing will be at 7 a.m. the morning of the f ly-out. The

community of Shawano, approxi-mately an hour north of Oshkosh, puts forth a lot of effort to spon-sor this event. Shawano’s residents do a great job of hosting us, and we hope you’ll help us thank Shawano by joining us on the flight.

VAA Red Barn Store—New Authors Corner!

The VAA Red Barn Gift Shop, chock-full of VAA logo merchandise and other great gifts, will be open all week long, Monday through Sat-urday, 8 a.m. until 6 p.m. Early-bird arrivals can shop on the pre-con-vention weekend as well.

New in 2013: We will have your favorite authors on deck each afternoon to sign books for you. The schedule will be available at a later date.

VAA Judging Categoriesand Awards

The VAA’s internationally recog-nized judging categories for 2013 remain as:•Antique: Aircraft built prior to

September 1, 1945•Classic: September 1, 1945 to

December 31, 1955•Contemporar y: Januar y 1,

1956 to December 31, 1970Any aircraft built within those

years is eligible to park in the Vin-tage parking and camping areas. If you wish to have your aircraft judged, let the volunteer know when you register your aircraft and camping area. If you want your aircraft to be judged by VAA volunteer judges, you need to be a current Vintage Aircraft Asso-ciation member. VAA contributes a significant portion of the costs related to the EAA awards that are

Vintage News


presented to the award winners. Judging closes at noon on Friday, August 2, 2013. The very special Awards Ceremony will be held Saturday evening, August 3, at 6 p.m. in the Vintage Hangar just south of the VAA Red Barn.

Aircraft RegistrationTo help members who fly in to un-derstand the layout of the con-vention area administered by the VAA, we’ve prepared this simpli-fied map.

Once you arrive, you’ll need to register your aircraft and/or camp-site. In addition to roving regis-tration vehicles, there is one main Vintage Aircraft Registration building, located just south of the VAA Red Barn.

CampgroundsThe E AA convention camp-

grounds are private campgrounds and are not open to non-EAA mem-bers. Each campsite must be regis-tered by a current EAA member.

Memberships EAA and VAA memberships are

available at both Vintage Aircraft Registration and the membership booth located under the VAA Wel-come Arch, northeast of the Red Barn at the corner of Wittman Road and Vern Avenue as well as inside the Red Barn, near the information desk. An immediate benefit of VAA membership is your free VAA Air-Venture Oshkosh 2013 Participant Plaque, which you can pick up in the rear of the Red Barn.

EAA AirVenture Is Almost Here. . . Are You Ready?

Just a few short weeks from now, many of you will make the annual pilgrimage to Oshkosh for EAA AirVenture 2013. Are you ready? Here are several handy online tools on the AirVenture web-site that can help you take care of any last-minute concerns.

Visit www.AirVenture.org and find out what you need to know about The World’s Greatest Aviation Celebration.

Admission, Parking, and Hourswww.AirVenture.org/planning/admission.html

Find or Share a Ride to Oshkoshwww.AirVenture.org/rideshare

Site Schedules and Mapswww.AirVenture.org/planning/schedules_maps.html

Where to Staywww.AirVenture.org/planning/where_to_stay.html

AirVenture NOTAMwww.AirVenture.org/flying

Alternate Airports and Waypoints – Special Offers for Pilotswww.AirVenture.org/flying/alternate_airports.html

Vintage QR CodesHere are your major QR codes for

quick easy access toimportant VAA information

VAA AirVenture Activities and maps

VAA Flight Line Field Updates

VAA Security

VAA AirVenture Area Map

VAA Showplane Arrivals

10 JULY/AUGUST 2013

Vintage News

Longtime EAA Vintage Aircraft Association member Susan Dusenbury has been selected as the 2013 VAA Hall of Fame inductee. The induction ceremony will take place the evening of Thursday, November 14, 2013.

Susan began flying at the age of 15 on a private airport (Overton Field) located near her shared hometowns of Andrews and Pawleys Island, South Carolina.

She earned her private pilot certificate during her senior year in high school. Susan is a graduate of Francis Marion University, holding a degree in accounting and business administration. While in college Susan earned her commercial, multiengine,

instrument, and flight instructor certificates. Af-ter college Susan enrolled in a two-year airframe and powerplant mechanics course and gradu-ated with an associate degree in aviation mainte-nance technology. Susan is a longtime EAA and

VAA member and volunteer and is currently serving as president of Vintage Chapter 3. Susan recently retired from the EAA board of di-rectors after serving for 20 years and also recently retired from ABX Air (formerly Airborne Freight Cor-poration) after f lying 25 years of night freight. Over time Susan has owned and/or restored several vin-tage airplanes including an Aeronca 7AC Champ, a Luscombe 8A, an In-land Sport, a KR-21, and a Culver Cadet. She now owns and f lies a 1953 Cessna 180 and a 1937 Tay-lor J-2 Cub from her farm in North Carolina and is currently restoring a 1935 Stinson SR-6 Reliant.

We’ll have more on Susan in a future issue of Vintage Airplane; in

the meantime, join us in congratulating her as this year’s honoree of the VAA Hall of Fame.

VAA 2013 Hall of Fame InducteeSusan Dusenbury, Walnut Cove, North Carolina


To nominate someone is easy. It just takes a little time and a little reminiscing on your part.•Think of a person; think of his or her contributions to vintage aviation.•Write those contributions in the various categories of the nomination form.•Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that

may substantiate your view.•If at all possible, have another individual (or more) complete a form or write a letter about this person, confirming why the

person is a good candidate for induction. We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame; nominations for the honor are kept on file for 3 years, after which the nomination must be resubmitted.

Mail nominating materials to: VAA Hall of Fame, c/o Charles W. Harris, Transportation Leasing Corp. PO Box 470350 Tulsa, OK 74147 E-mail: [email protected], your “contemporary” may be a candidate; nominate someone today!

Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy (920-426-6110), or on your own sheet of paper, simply include the following information:

•Date submitted.•Name of person nominated.•Address and phone number of nominee.•E-mail address of nominee.•Date of birth of nominee. If deceased, date of death.•Name and relationship of nominee’s closest living relative.•Address and phone of nominee’s closest living relative.•VAA and EAA number, if known. (Nominee must have been or is a VAA member.)•Time span (dates) of the nominee’s contributions to vintage aviation.

(Must be between 1950 to present day.)•Area(s) of contributions to aviation.•Describe the event(s) or nature of activities the nominee has undertaken in aviation to

be worthy of induction into the VAA Hall of Fame.•Describe achievements the nominee has made in other related fields in aviation.•Has the nominee already been honored for his or her involvement in aviation and/or the

contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received.

•Any additional supporting information.•Submitter’s address and phone number, plus e-mail address.•Include any supporting material with your petition.

Nominate your favorite vintage aviator for the EAA Vin-tage Aircraft Association Hall of Fame. A great honor could be bestowed upon that man or woman working next to you on your airplane, sitting next to you in the chapter meeting, or walking next to you at EAA AirVenture Oshkosh. Think about the people in your circle of aviation friends: the mechanic, historian, photographer, or pilot who has shared innumerable tips with you and with many others. They could be the next VAA Hall of Fame inductee—but only if they are nominated.

The person you nominate can be a citizen of any coun-try and may be living or deceased; his or her involvement in vintage aviation must have occurred between 1950 and

the present day. His or her contribution can be in the areas of flying, design, mechanical or aerodynamic developments, administration, writing, some other vital and relevant field, or any combination of fields that support aviation. The per-son you nominate must be or have been a member of the Vintage Aircraft Association or the Antique/Classic Divi-sion of EAA, and preference is given to those whose ac-tions have contributed to the VAA in some way, perhaps as a volunteer, a restorer who shares his expertise with others, a writer, a photographer, or a pilot sharing sto-ries, preserving aviation history, and encouraging new pilots and enthusiasts.

CALL FOR VINTAGE AIRCRAFT ASSOCIATION

Nominations

12 JULY/AUGUST 2013

With the advent of advanced composites, tap testing became the most widely used method to determine delaminations and disbonds near the sur-face of a part. Tapping and listening to the resulting sound gave the mechanic a sense of where a disbond or delamination was located. I have experimented using this technique (which I taught at the college) and adapted it to a steel tube structure. In my shop is an old Command-Aire fuselage frame, and the ex-perimenting took place on it because I know where bad tubing is located. Chromoly tubing can rust from the inside, thus thinning the wall and making the tube unairworthy. The practice is to tap on a tube you know is good and then tap on a tube you know is bad, listening intently to the resulting sound. Take a new piece of tubing and tap it with the tool, and the re-

sulting sound will be a “metallic ring.” Tap on a tube that has internal corrosion and thinned walls, and it will have a “dead” sound. This process is just another way, but not the only way, to detect internal corro-sion in structural tubing.

So what does the composite tap testing tool look like? Well, it’s a very simple tool, and one that can be made using a short piece of welding rod and a swage ball end used on a cable assembly. Photo 1 shows a typical tap testing tool.

Tap testing should begin at the tail post of the lower longerons and proceed forward, tapping on the bottom of the longerons. Tap a diagonal or cross tube and lis-ten to the sound it makes, then tap along those longe-rons and the lower tail post. If there ever was moisture from condensation, that is where it usually settles.

How to?

Using a tap tester tool

ROBERT G . LOCK

Photo 1


Photo 1 shows tap testing an 83-year old longeron on a Com-mand-Aire fuselage frame. The lower longerons are all rusted out on the inside to a point where holes have eaten through the tub-ing and are visible to the naked eye. This longeron was a good practice piece to work on my tap testing of steel tubing. Start by taking a new section of 4130 tube and tap using this special tool. Listen to the sound it makes, then go to the fuselage frame and tap on top longerons, cross and diago-nal tubes, and listen to the sound. If it sounds like the new tube, it is good. If it sounds dull or it does not have a good “ringy” sound, it’s probably bad on the inside. Lo-cate the areas where the sound is dead and cut open with a hacksaw to observe the inside. This is good practice to learn how to use the tap tester. Once you’ve mastered using the tool it is amazing what you can accomplish in a short pe-riod of time.

Once dull or dead areas are mapped out, take a small center punch and a small ball-peen ham-mer and tap in those areas. If the wall is thin, the punch will go right through and you’ll know immedi-ately. I always complete my testing by using the punch/ball-peen ham-mer routine.

Right in photo 2, the left lower aft longeron with my trusty punch stick through the tube, indicating that the inside has corroded and there is very little wall left.

This is how you do it.

Photo 2

14 JULY/AUGUST 2013

The Vintage Instructor

Mentoring

STEVE KROG, VAA DIRECTOR AND CFI

Are you ready to take the “mentor challenge”?When many of us began our lifelong love of air-

planes and flying, the world of aviation was quite different. We could ride a bicycle or hitch a ride to the nearest airport. There were no security fences or locked gates preventing us from admiring the aircraft and talking to pilots. Rather, one could walk up to most any of the airplanes kept there and enjoy their beauty. If the owner was around, we would shyly ask if it would be okay to sit in it. I recall doing this when I was no more than 6 or 7 years old. I remember riding my bicycle about a mile to a nearby privately owned airport and han-gar flying any one of several airplanes kept there.

The first thing I noticed was the smell of the air-

plane. Aviation fuel had a different, pleasant aroma. The fabric and dope used to cover the airplane also emitted a unique smell. Once in the airplane with the seat belt firmly cinched, my imagination would run wild. I could envision myself climbing, diving, doing slow rolls, and shooting down enemy aircraft

just like I had seen in a movie. I never tired of this adventure, but within a year or two the airfield and airplanes went away. The three T-hangars remained, but the two perpendicular runways became corn-fields. Even then I would pedal to the T-hangars and slowly walk through them, dreaming of airports and flying airplanes.

It wasn’t until I was a teenager that I found a men-tor who took me flying. I’ll never forget that first takeoff and watching the ground slowly drop away as we climbed for the clouds. It was an awe-inspiring ex-perience; one that I will never forget.

My mentor, Carroll Bressler, was a World War II pilot. Even though he wasn’t in a position to provide me with regular airplane flights, I never missed an opportunity to visit with him and talk about airplanes and flying. He instilled in me a love of flying that I still have to this day. After learning to fly and eventually acquiring an air-plane, an Aeronca Champ followed by a Piper PA-12, I never made a flying trip to my hometown without contacting Carroll and having him fly with me. These are memories that I will cherish for as long as I’m able.

Carroll made a positive lasting impression on me—an impression of “helping out the next genera-tion guy (or gal) learn to fly”! I have tried to follow in his footsteps and mentor young folks as often and as much as I can. Most any time on weekends and every day during the summer, you will find any-where from one to four young folks at my hangar. In exchange for cleaning, fueling, and moving air-planes, as well as handling many other assorted du-ties, they earn flight time.

I could envision myselfclimbing, diving, doing slow rolls, and shooting downenemy aircraft just like I had seen in a movie.


Recently, I came across a small piece of aviation market research that was quite enlightening. Individ-uals were asked the question: Why did you decide to learn to fly?

Approximately one-third of the respondents stated, “A family member or other pilot introduced me to aviation.” Another 26 percent answered, “I enjoyed watching airplanes.” So, what is one to take from these responses? There are many people who have an interest in aviation, but it will take a mentor, like you, to direct their enthusiasm in the proper direction.

It’s TimeThe state of general aviation is in a downward spi-

ral. The number of new pilots entering the field does not come anywhere near approaching the number of pilots dropping off the FAA roles.

What is out there in today’s consumer world to attract new pilots? Gone are the days of watching “Sky” King and his niece Penny flying the Song Bird every Saturday morning solving crimes. Whirlybirds was another aviation TV series. Every Saturday evening Chuck and Pete used their Bell 47 heli-copter to aid a rancher in distress or solve a crime

in the Southwest. There were 111 episodes, and I think I’ve watched every one of them several times. Airplane models, both balsa wood and plastic, were another fascination.

Years ago we were exposed to any number of things aviation-related that piqued our interest in aviation. Today we don’t have a Sky King to look up to.

What have you done personally to promote the enthusiasm for general aviation and pleasure fly-ing? Perhaps it’s time we each took a turn wearing a Sky King hat and did something to preserve and expand aviation as we know it.

There are many people who have an interest in aviation, but it will take a mentor, like you, to direct their enthusiasm in the proper direction.

Fifteen-year-old Luke Lachendro is breaking in his new assistant, 6-year-old Jason Gehring .

16 JULY/AUGUST 2013

We, the owners and caretakers of vintage air-planes, are a special breed with deep-seated in-terest in preserving, protecting, promoting, and safely flying these beautiful airplanes and the colorful history represented by each make and model. But who are we going to sell our airplanes to when it comes time to pass them on to the next

generation of caretakers? It’s time we all take a renewed interest in sharing our love of airplanes with others.

Over the past half-dozen years I’ve had the plea-sure of mentoring a number of young pilot wan-nabes. The first was a young gal of 14. She and her father stopped by my hangar one snowy winter Sat-

urday. Her father had to coax her to speak due to her shyness, but finally she told me of her interest in wanting to learn to fly. During the next four years she never missed showing up on Saturday, and no task was too menial for her. By the time she graduated from high school and left to seek an advanced education, she had earned a pri-vate license and was checked out to freely fly every airplane I owned. The day she took and passed the checkride, the day of her 17th birthday, her mother was her first passenger. The very next day she gave eight or nine Young Eagle rides and the following day flew her father to a fly-in breakfast. Any time a young person came to the air-port, she offered the person a ride, provided the individual had parental consent.

Currently, I have three teen-agers, 15, 16, and 17, working weekends cleaning airplanes, sweeping the hangar, mowing grass, handling office work, and doing most anything I ask. In exchange we fly. All should earn a private license by the time they graduate from high school. The 15-year-old has already recruited his replace-ment, a 6-year-old who not only loves to hang out at the airport but also loves to fly!

Are you ready to take the mentor challenge? What role are you willing to play to help attract new pilots into our elite group of aviation enthusiasts?

Jamie Weber is 17 years old and works after school and on weekends, trading her work hours for flight time .

Sixteen-year-old Ryan Overstreet can be found with a cleaning rag in hand every weekend and several days a week after school .

The short answer is yes, but . . . diabetes is one of the specifically disqualifying conditions for flying and is defined as an excess of sugar in the bloodstream. Sugar, or glucose, is the substance that fuels our cells.

There are two broad types of diabetes. Type 1—juvenile, or insulin-dependent, diabetes—gener-ally is caused by destruction of the islet cells of the pancreas resulting in a lack of insulin. Insulin is required to get sugar into the cells for use. Con-stituting 5 percent of patients with diabetes, Type 1 is thought to occur due to a genetic predisposi-tion and some kind of trigger for the disease such as a virus. Currently patients with Type 1 diabetes can be approved for flying, but only with a Class 3 medical. The applicant can have “no recurrent (two or more) episodes of hypoglycemia in the past five years and none in the last year resulting in a lack of consciousness, seizure, impaired cognitive func-tion or requiring intervention, or occurring with-out warning.” This is the “sudden incapacitation” theme. Because both forms of diabetes can have ef-fects on vision, blood vessels (especially the heart and brain), nerves in the form of neuropathy (lack of feeling usually in the lower extremity), and kid-ney, all these areas must be free or relatively free of disease side effects. A hemoglobin A1c blood test represents a measure of the sugar level over a long period of time and averages out the highs and the lows during the day. This is an important determi-nation of the applicant’s glucose control.

The more common Type 2 diabetes or adult on-set can be approved for all classes of medical and is

usually not treated with insulin. These individuals usually produce some insulin and/or their cells are insensitive to the insulin they make. The rationale for treatment then is to increase the production of insulin from the pancreas or increase the sensitiv-ity of the cells to insulin. Other medications may be used to block the production of sugar by the liver or inhibit sugar, or in this case, carbohydrate absorption from the gastrointestinal tract.

Almost all the medications are approved indi-vidually. Because many diabetics also have high blood pressure, they are commonly treated with beta-blocker medication such as metoprolol or pro-pranolol. These medications work by slowing the heart and decreasing the stress on the heart even with exercise. Usually hypoglycemia is recognized by the diabetic in advance of serious side effects by an increase in heart rate, anxiety, or sweating. The beta-blocker will inhibit these symptoms. A late side effect of hypoglycemia is confusion, irrational behavior, and loss of consciousness—again, “sud-den incapacitation.” So a combination of a common treatment for hypertension and certain medications for diabetes are not allowed. Several types of dia-betes medications can cause hypoglycemia. These are primarily the sulfonylureas such as Diabinese (chlorpropamide), DiaBeta (glyburide), and Gluco-trol (glipizide), and so they’re not approved in com-bination with beta-blockers. But there are many medications that are not predisposed to hypoglyce-mia and are approved in combination. Examples in-clude Actos (pioglitazone), Glucophage (metformin),


Ask the AMEJOHN PATTERSON, M .D ., AME

MOC asks, “I have been diagnosed with diabetes . Can I still fly?”

continued on page 62

SCRAPBOOK

Good Old Days

From the pages of the past . . .

18 JULY/AUGUST 2013

Business Speedster Brochure

Cloudboy Brochure

SCRAPBOOK

Take a quick look through history by enjoying images pulled from past publications .


Junior Speedmail

Advertisements from AeroDigest,October 1936

Classified AdsWhat would you have found . . .

Aero Digest, October 1936

20 JULY/AUGUST 2013

Classified Ads


22 JULY/AUGUST 2013

A friend of mine once said that the advertise-ments in old magazines were quite often more interesting than some

of the articles. I can imagine that there are many interesting stories be-hind some of the advertisements. For example, the advertisement shown below for the Taylor Aircraft Com-pany from the October 1937 issue of Aero Digest seems hard to believe.

The pilot of the J-2 Cub that ap-pears to be in a steep climb over the trees was my father, John Bailey. The airport is Brizee Field, in Pittsford, New York. The airplane was a stan-dard Taylor J-2 Cub, NC16708.

Brizee Field closed in the mid-1960s and is now the site of a hous-ing development. One of the pilots who flew at the airport was a pho-tographer, and he was hired by Tay-lor to produce the photograph for this advertisement.

The photograph for the ad has been creatively retouched. The photo was printed backward. Although

the trees are in the proper position, their height is exaggerated. The air-plane that appears to be climbing over the trees was actually in level flight when the photo was taken and was superimposed in the picture of the airport. In fact, the airplane in flight is the same airplane that is sit-ting on the ground facing the han-gar in the picture below.

My father began flying in 1934. He was a flight instructor during the CPT program and was a CAA flight in-spector from 1942 until cutbacks in

the CAA in 1944. Although he took a job outside aviation, he continued to flight instruct part-time until 1966. He was a fairly early EAA member, number 3815. His last flight was in my Bucker Jungmann in 1994.

Dad’s CubRobert Bailey,

EAA 22875 & VAA 714634

jbusha

Sticky Note

change to above

24 JULY/AUGUST 2013

JIM KOEPNICK


At Le Bourget Field in Paris at 10:22 p.m. on May 21, 1927, Charles Lindbergh landed the Spirit of St. Louis which had car-ried him more than 3,600 miles in 33.5 hours. The entire world cheered in unison as it saw some ref lection of their hopes and

themselves in this tall, soft-spoken pilot, this everyman. Upon landing, his small silver plane, the Spirit of St. Louis, was torn apart by the crowds of peo-ple on the field that night, souve-nir hunters wanting a memento.

Almost every ounce of fabric

Lighting the way with the Jimmie Allen Stearman

Sarah “Pancho” Wilson

was peeled off, handful by hand-ful, and carried away by the men, women, and children wanting something to take home with them, something to connect them to the possibility of what flying could bring to their lives. There was no fear in the crowd on that day of any airplane in the world, only hope. Their tear-ing pieces of fabric wasn’t van-dalism; it was optimism. Most people only dream of what pilots have seen, the best they can do is grasp at pieces of fabric to help connect them to what we know.

LessonsLearned

26 JULY/AUGUST 2013

After Jim Busha’s article came out in EAA Sport Avia-tion, I started to receive letters, pages overflowing with incredi-bly kind and thoughtful words. These letters came mostly from complete strangers, telling me they were a Jimmie Allen Fly-ing Club member, or wanting to say they thought Kimball’s restoration was a work of art, and some even shared stories of their own flying adventures. I was overwhelmed with how

generous each email and letter was, and they taught me a very impor-tant lesson of how I should choose to look at my Speedmail.

jbusha

Sticky Note

Dudley and Charles Lindbergh


JIM KOEPNICK

28 JULY/AUGUST 2013

About a week after the arti-cle, I got an email forward from Jim from a well-known histo-rian, John Underwood. It was a wonderful letter, chock-full of all sorts of history and it included one good-to-know fact about my plane, and one great-to-know fact. The good-to-know fact was that a Stearman 4E had cost $16,000 not $1,600, but mine had only cost Richfield $12,500 because it was a Model 4C when it left the factory. Being horrible with numbers, I was not surprised that I had the math all wrong when I talked with Jim Busha originally. He forgives my blonde mistakes all the time.

Now the great-to-know fact was that Charles Lindbergh had made a single solo flight in my Stearman at Burbank Airport in California

on April 2, 1930, for 30 minutes. Mr. Underwood wrote that he had gleaned the actual flight records from fragments of information from Lindbergh’s private papers at Yale University, while working with the Lindbergh family in the ’90s, at-tempting to complete an accounting of all the aircraft that he had flown.

Mr. Underwood explained that it was a project that Lindbergh him-self had initiated, not too long be-fore he died. Learning that Charles Lindbergh had flown my plane was like being given the biggest and best surprise present ever, but when I ex-amined it, I found a completely dif-ferent gift wrapped inside John’s news. It made me realize I am part of a much bigger community than my happy band of barnstormers and vintage fliers. While I love talking

about tailwheel flying and flocking with them in the summers all across the country, I have a responsibility to share my plane with a bigger world if I truly care about him. More person-ally, I need the world to care about my plane as much as I do, so some-one will love him long after I’m gone.

Endangered Species I read that pilots are currently

less than 2 percent of the U.S. pop-ulation, and have been in a decline or plateau since peaking in 1980. I am a woman ATP. I think that makes me about one hundredth of one percent of the U.S. population. It appears pilots are becoming a bit of an endangered species, perhaps much of our own making. Licensed pilots are harder to teach than non-pilots how to fly. This statement has


to be rightly attributed to my great friend and fellow instructor pilot Chuck Gardner. Of course he uses it mostly when complaining about having to un-teach nosewheel-trained pilots to fly the T-6 or P-51. He is correct, in that it is far easier to teach than to un-teach anyone, and Chuck knows from experience as he spent lots of time un-teaching me when I first got my PT-17.

I feel we’re in a period of un-teaching ourselves about what we thought aviation would be by now. I hear a lot of hopeless words pour-ing out of pilots sitting in the shade of my Speedmail, and I understand their fear and uncertainly of who will be the future caretakers of our planes. I know there are many big-ger brains working on a solution for reforesting a world of pilots.

But in my small world, one woman with one biplane, I choose to be-lieve a solution starts with mak-ing a connection to what airplanes held to everyone in the world dur-ing the ’20s and ’30s, and reaching out beyond the aviation commu-nity to give it back to them.

Making Our Own HistoryWhile I loved researching the his-

tory of my Speedmail’s restoration, and personally read mostly non-fiction, I am not a historian. If you are looking for more historic detail, please contact Walt House at the Kansas Aviation Museum (http://www.kansasaviationmuseum.org/) with questions or better yet visit their Jimmie Allen Flying Club ex-hibit to learn about the history of the original Flying Club and radio

series, Air Adventures of Jimmie Al-len. Walt has helped so many learn about the history of their planes that I cannot speak highly enough of him, so give him a call. I believe the most important legacy of the origi-nal Flying Club was that oil compa-nies like Richfield and Skelly saw an opportunity to sell their products, to tap into kids’ imaginations and natural curiosity of flying things and where they could take them. They built a community of loyal brand buyers by letting kids play with air-planes, dream about adventures, and listen to stories about another kid named Jimmie Allen, so that they would coax their parents into their local service station to “filler-up” and do some shopping.

Sponsors poured in and a movie, Sky Parade, was made, and eventu-ally those kids grew up and younger ones started watching their air ad-ventures on TV. The point is kids want to see and hear about other kids; they relate to their peers. They don’t want to hear about us. If you believe as I do that history’s greatest value is how we use it to connect to our present and learn from that con-nection, then you will see the obvi-ous flight lesson here. We need to be very cautious in repeatedly remind-ing kids about our history, and we would be wiser in helping and en-couraging them to make their own!

Lane of LightRichfield was the first oil com-

pany to establish a separate depart-ment for aviation sales and service. They were already the “gasoline of power,” on land and sea, and wanted to be first in the air as well. Some of the aircraft in Richfield Oil Company’s fleet were a Fokker 10, Stearman C3B, Waco 10, Stearman Model 4, and a Northrop Delta – all flown in promotion of Richfield Aviation Products and the Rich-

30 JULY/AUGUST 2013

field Beacon Airway. The Beacon Air way was the

brainchild of a group of Los An-geles executives who partnered with Richfield Oil to form Highway Communities, Inc., in July, 1928. The plan was to create a “Lane of Light” for their chain of hotels, ser-vice stations and restaurants, and it would stretch all the way from Mexico to Canada. Their market-ing plan was to target automobile travelers equally with air travel-ers with each Beacon Oasis being strategically located near an air-field. They budgeted $10,000,000 to set up a series of dramatic 125-foot-high towers, topped by high-powered aeronautical beacons running the entire length of the West Coast at 50-mile intervals. The towers spelled out R-I-C-H-F-I-E-L-D and were intended to be seen by all travelers navigating the night. The genius of their plan was that the beacons had a far greater market than just aviators; motorists could see the beacons for miles, drawing them to the Richfield village gas stations, restaurants called Beacon cafes, and a small grocery store. Some even offered a hotel.

They created a village for all trav-elers. The beacon route thrived un-til the 1950s when the growing U.S. interstate system provided a faster

route for faster cars to transport people faster from here to there with-out stopping, and di-verted people off the two lanes. At the same time, jet airliners intro-duced tourist class and were transporting peo-ple in pressurized tubes faster and higher above our world in the air than ever before. It seems that with all this rush to travel faster and far-

ther, an important human connec-tion for travelers, to meet in villages under the light of a beacon, was lost. The towers were taken down and the “Lane of Light” was closed.

CaretakersI have stood on airplane ramps

for almost 20 years now as a pro-fessional pilot and I have never seen anyone but the pilot or main-tenance crew walk up to a jet and pet it. The general public stands away, arms behind their backs, in awe of the engineering and just ob-serves. But place a candy-colored, fabric-and-wood airplane next to a big jet on the same ramp, and ev-eryone has to touch it. They cannot resist the connection, and my bi-plane’s fabric, engine, and propel-ler are smeared with fingerprints always. This used to make me so mad, until I discovered it is the same reason strangers walk up and ask to pet your dog, or wiggle your baby’s toes. It’s the same reason the Spirit of St. Louis had to have the fuselage repaired and recov-ered at Le Bourget.

We touch things we relate to. We touch things we admire, that are beautiful or whimsical, that delight us or that we see our secret desires in. We can’t help but pick up things we are connected to, even when we

can see them perfectly clear from arm’s length. With my childlike ob-session for touching, I have never wanted to touch a Learjet (and I flew them) or a Beechcraft King Air (I flew them too), unless I was pre-flighting. I touch and kiss my Speedmail Buddy always.

If you are the caretaker of a vin-tage airplane, you hold a special tool. You have the power to recon-nect everyone in the world to these planes because they see them as the handcrafted works of art each one is. Everyone who knows me says, “Sarah can’t fix ’em; she just flies ’em”—wisely started by my good friend and A.I./wing builder/caretaker Jack McCloy.

I have no knowledge or talent to build anything, let alone some-thing that flies. If you could see how someone like me looks at the skill and talent it takes to build or design these airplanes, you would see what we see in all of you. You’re artisan builders of the air! The vin-tage and antique caretakers are the best aviation ambassadors on the planet because we’ve seen, felt, and smelled exactly what Lind-bergh saw. We know how impor-tant these planes are.

But if these beautiful planes you make and f ly are collected sim-ply for the sake of collecting, and hidden away behind closed han-gar doors, how can anyone see or touch the treasures our planes re-ally are? Not to play on people’s fears because there is already too much fear associated with flying, but sharing your planes with a big-ger world than your local vintage flying circle of friends is a vital step in solving this problem. How can young people or any people care about these planes if they rarely get to see them, and more impor-tantly why should they care?

Sorry if I disappoint Vintage read-

Sarah “Pancho” Wilson


ers here. I am sure many of you want to hear about the story of my restoration and feel cheated in detail. I can-not write that story because my plane was restored by the Kimballs and their craftsman and it is their story, not mine to tell. I just helped them along with hun-dreds of other contributors, most notably Mirco Perco-rari, to build their masterpiece that I am lucky enough to fly. I can provide plenty of pictures for compensa-tion, as they say it better than my words could anyway.

This story is a bit like the original Jimmie Allen Fly-ing Club Flight Lessons. The original lessons were writ-ten with children’s attention spans in mind, which suits me perfectly. Each flight lesson featured a picture and a short story about an important event in aviation. Then maybe a few lesson questions on the back page. So my picture of Charles Lindbergh and the story about what he taught me about my choice to be part of a larger community is my short story, but it needs a few ques-tions to think about to end it properly.

As I am touring with the CAF B-29 Airpower tour from May through October this year to be part of a bigger community, I am perhaps more aware than most about the high price of operating our planes. Flying now behind a Pratt R985 is double the gas con-sumption of my PT-17’s Continental W670, and I worry about finding gas money along with all of you this summer. So my questions to you are frugal ones.

What does it cost to pull your plane out of the han-gar in the sunlight and invite neighbors and their chil-dren over for an afternoon open house?

What does is cost to contact your local school and ask if the art teacher, science teacher, or shop teacher would want to take a field day to draw or explore your plane and let the students play their music, and ask them what they think about airplanes and flying?

What does it cost to take pictures of your plane and tell its story on cards, emails, message boards, on Facebook or a free blog, and share it with everyone in-cluding your local newspaper?

What does is it cost to sell parts and projects you will never use to others at a fair price on the condition they will use or build them, instead of stockpiling them? If you’re particularly generous, you could donate them to great organizations like the Wathen Center at Flabob, California, or the 88 Charlies in Wisconsin so kids can learn your craft while you get a tax benefit.

What does it cost to talk to a kid or non-pilot at a fly-in or airport before you start talking with your fellow pilots?

The correct answer is the same to each question. It costs us nothing, but I believe it will cost us all a great deal if we don’t start doing it right now.

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Creating the MasterpieceProfessor Hugo Junkers was a

gifted inventor and industrialist who dabbled in everything from heating systems to high-rise steel buildings. He received more than 380 patents for his inventions, and late in his lifetime, he steered his company into aircraft produc-tion. In 1915, Junkers produced

one of the first all-metal aircraft, the Junkers J1. Like most aircraft manufacturers of the day, the pro-duction count of any specific model could be calculated on one hand, but then, in 1932, Junkers created his aeronautical masterpiece, the Junk-ers (pronounced Yunkers) JU-52.

The JU-52 was originally de-signed as a single-engine cargo

aircraft of the sturdiest construc-tion. In its 20-year production cy-cle 1,845 JU-52s were produced by Junkers Flugzeugwerk AG. Hugo Junkers, however, wouldn’t live to see it happen. Like many in Ger-many at the time, he refused to support the rising scourge of Na-tional Socialism and was dispos-sessed of his companies in 1933.

Uncovering theMysteries of the

JU-52


Flying Germany’s Tin Goose Article and photos by Jeff Skiles

He died shortly thereafter. But, his JU-52 design carried on to become a mainstay airliner operated by Lufthansa throughout the 1930s and 1940s.

The JU-52 was also produced in many variants for the German mili-tary in World War II. While it was mostly used as a troop and cargo transport, less successful versions

were produced that bristled with machine guns and, in one of the more inventive adaptations of an airplane, a bomber version.

The JU-52 “bomber” was affixed with what looked remarkably like a simple metal trash can suspended below the cabin of the airplane. Af-ter takeoff, a man would climb down through a hatch in the floor into the

canister and would be able to drop bombs on targets below or fire a ma-chine gun as necessary.

The JU-52 is a solidly-built air-plane designed for strength and ease of maintenance. Like the Ford Trimotor, it will forever be known for its sturdy duralumin-corrugated skin, but it also has many inventive and unusual systems.

46 JULY/AUGUST 2013

The Heart and Soulof the JU-52

First and foremost, and at the heart of any aircraft, are the BMW motors. The JU has three 660-hp motors. The nose-mounted motor sits so high that the propeller hub is 10 feet of the ground. All radial engines must be turned over before start to ward against hydraulic lock and the JU is no exception. Each engine must be manually pulled through 18 blades before each new day of f lying. A long pole with a hose loop on the end is used to fa-


cilitate this for the center engine.The wing-mounted motors are

not mounted symmetrically with the fuselage, rather they are toed outward quite noticeably. This is designed to improve engine-out handling by providing a thrust vec-tor in opposition to the natural en-gine out yaw tendency. Even so, the JU is still quite a handful after an engine failure.

On the rear portion of the en-gine nacelles are two protrusions allowing for the fuel and oil quanti-ties to be monitored by simple cork floats similar to the fuel gauge on a J-3 Cub. These are the only fuel gauges in the airplane.

Each motor has two smallish-looking oil coolers hanging below it. Many oil coolers have a door that you can close to limit the air-f low through the cooler to keep the oil warm in winter. The JU has valve-operated controls that limit the oil flowing through the cooler. The series of valves reside on the lower First Officer’s panel and look just like an exterior water spigot available at any hardware store.

The brakes on the JU are pneu-

48 JULY/AUGUST 2013

matic, not hydraulic. A JU taxi-ing on the ground sounds like a truck stop at dinner time, and they are controlled, not by heel or toe brakes, or even by a brake lever; they are controlled by the throt-tles. The throttles of all three en-gines work conventionally in the power range, but they can be pulled below the idle position to operate the brakes, much like the reverse range in a turboprop. The levers are spring loaded to the idle position.

The center throttle of the trimo-

JU-Air & RimowaIn 1939, only four weeks into the war in Europe, the

Swiss Air Force took delivery of three Junkers JU-52s. These were operated in various capacities for 40 years. They transported Swiss Air Force staff members and equipment, and they were able to transport engines for their Vampire jets in Britain through a specially con-structed hatch in the roof of the cabin. During the so-called Avalanche Winter of 1951, the JUs supplied high mountain valleys cut off from the outside world with supplies and fuel.

In 1980, however, the Swiss military decided to retire the three JU-52s that they owned. A committee to save the aircraft was formed, and a large Swiss newspaper spearheaded a “Ja zur JU” campaign (“Yes to U”) that raised $1 million in a single day to preserve the aircraft. Keep in mind this was in a country that numbered only 4 million people.

Thus, JU-Air was born and still thrives today. The three aircraft, and a fourth JU license built in Spain by CASA in 1949, fly passengers on sightseeing trips out of Zurich’s Dubendorf Airfield. JU-Air operates much like EAA’s Ford Trimotor with a small paid support staff and strictly volunteer pilots, flight attendants, and mechan-ics devoted to keeping the JUs in the air.

There are a total of eight surviving JUs n the world: the four operated by JU-Air, one operated by Lufthansa, and three others located in France, the United States, and South Africa. Only the four JU-Air JU-52s and the one operated by Lufthansa are allowed to carry passengers.

In 2012, Rimowa, a manufacturer of high quality metal and polycarbonate luggage, brought one of the JUs, HB-HOT, to the United States for a summer tour. Rimowa sponsors one of the JUs and along with JU-Air is rebuild-ing an original Junkers design, the Junkers F13 single-engine airliner set for completion in 2014.

In flight, you don’t holda heading as much as you hold a generalized direction with the nose yawing back and forth.


tor operates both brakes in unison. Differential braking is accomplished by pulling the left or right throttle into the braking range operating its respective brake alone. A right turn is generally accomplished with both hands on the throttles gunning the left throttle while braking the right wheel. Part of the final landing check is to abruptly pull the center motor in the braking range, look for symmetrical rise in brake pressure on gauge, and hear the trucker’s air brake sound.

The most distinctive feature of the JU is the Doppelflügel which means, quite literally, “double wing.” The ailerons, flaps, and ele-vators are separated from the wing and tail surfaces with a noticeable gap that can be seen from a great distance. Several Junkers designs displayed this arrangement of the control surfaces with the most no-table being the Ju-52 and the Ju-87 Stuka dive bomber.

The flaps are also pneumatic and are operated by a large wood wheel attached to the side of the pilot’s seat, much like the elevator control of a blimp. This wheel also doubles as the trim wheel with a lever to switch between the two functions. Lower-ing the flaps requires pulling the le-ver upwards and cranking the wheel back which simultaneously lowers the flaps and trims the elevator to compensate, then pushing the le-ver down to fine tune the trim, then pulling the lever upwards again for more flaps . . . you get the idea. The Junkers is a handful on approach.

The rudder pedals have an un-u s u a l con f i g u rat ion . O n t he Captain’s side, they operate con-ventionally and have leather straps to hold the pilot’s shoes into the pedals. Giant levers operate the rudder trim by simply recentering the neutral position of the cables rather than messing with an actual

BMWThe JU-52s operated by JU-Air in Switzerland are powered by

three 9-cylinder BMW radial engines (BMW 132A/3) . The BMW 132 radial is actually an outgrowth of the American Pratt & Whitney Hornet engines that BMW produced under license beginning in 1928 . The so-called BMW Hornet engine was, at first, an exact copy of the Pratt & Whitney engine producing 525 horsepower . However, BMW engineers began to modify the design and, by 1932, had introduced the BMW 132 that was produced in six dif-ferent variants . While the JU-52’s engines produced 660 horse-power, some BMW 132 models employed fuel injection ranges as high as 1,200 horsepower . Over the course of their production, 21,000 BMW 132 engines were produced .

50 JULY/AUGUST 2013

trim tab. The Copilot’s side, how-ever, has rudder controls that pivot around a central axis looking like a Lazy Susan mounted to the floor. Handling engine failures from the right seat can be a challenge.

The landing gear on the JU-Air aircraft have been modified with DC-3 tires and wheels because of the lack of availability of the nar-row tall tires that the JUs used to sport when new.

Flying the big TrimotorSo what does the JU f ly like?

Well, first of all, let’s start out with a disclaimer: HB-HOT is a 72-year-old airplane. No airplane of that vintage that I have ever been as-sociated with is without unusual quirks all its own. I suspect HB-HOT is no exception to that rule. It has a tremendous amount of vibration in flight. Holding on to the control wheel is like grabbing hold of a sander, and it wags its tail quite ferociously in just about any form of turbulence.

In flight, you don’t hold a head-

ing as much as you hold a gener-alized direction with the nose yawing back and forth. Likewise, it is not particularly stable in pitch. I’m not sure if it has a built in phu-goid oscillation or people were just moving about in the cabin, but it requires a lot of work with the big trim wheel. This is not a hands-off-the-controls airplane by any means.

The pitch attitude in just about any flight regime is tail down as the big wing rides up over the air rather than slicing through it. On landing, as you might imagine, with a wing as big as a Boeing 737, but at only one-seventh the gross weight, the Junkers flies like, well . . . a Piper Cub.

HB-HOT is equipped with mod-ern gauges and radios and I was pleasantly surprised when I saw a fairly flush number registered on the airspeed indicator. That is until I saw the Kilometers/Hour printed on the gauge. As you might guess with all the induced drag from its gigantic wing, not to mention the parasitic drag from all the protru-

sions and the giant fixed landing gear, the JU is no speed demon. Plan on cruising at 110 mph. Maybe that’s not such a sacrifice with the closely spaced cities of Europe, but when covering the vast distances we face in America, that’s a burden.

Much the same as the Douglas DC-3, the JU-52 began as an airliner in the 1930s but gained its greatest fame as a military transport during World War II. So versatile was the design that even after the war, 545 more of the outdated aircraft were built in France and Spain.

The importance of the JU in Euro-pean aviation was signified in 2008 when historic Tempelhof Airport, Berlin’s “City Airport” was closed. Tempelhof’s first operation was as early as 1909 and it bore witness to Lufthansa’s first flights and the Ber-lin Airlift. At exactly four and a half minutes to midnight a Junkers and a DC-3, two iconic aircraft for Ber-liners, took off in parallel and arced off into the night sky. The runway lights were extinguished for the fi-nal time thereafter.

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In 1925, Walter Beech, Clyde Cessna and Lloyd Stearman established the Travel Air Manufacturing Company. Four years later, their Travel Air Mystery S carried Doug Davis to victory in Event #26 of the Cleveland National Air Races. The Golden Age of Air Racing had begun with a flourish.

By out-flying the best the American military could offer, as well as a variety of other fast civilian air-planes, Davis opened the door to a great rush of cre-ativity. The new Thompson Trophy became the object of hundreds of pilots’ lives, hundreds of thousands of spectators’ cheers and millions of boys’ dreams.

“More power” and “better streamlining” became the watchwords of a new way of life, bringing with them the possibility of at least some brief respite from the hunger and frustration of the Great Depression. The airport on Cleveland’s west side became a symbol of hope.

Hundreds of new designs packing the most horse-power into the smallest possible airframe began to take shape on drawing boards and sketchpads and bar napkins. Most got no further, as reality started to sink in. Designing faster airplanes demanded more knowl-edge of the aeronautical sciences than most teams

ExistingPre-War National Air Racers

Part IIDon Berliner

EAA 5654, Past President, Society of Air Racing Historians

Around the Pylons

Steve Wittman’s original Chief Oshkosh . Now in the Na-tional Air & Space Museum as modified into Buster .


had, while even the simplest of airplanes cost more money than most could spare.

Yet dozens of new racers soon moved from the ta-bletop to the shop floor, as piles of wood and cloth and metal were turned into shapes that soon resembled airplanes. Of the close to 200 racers that filled the entry lists, almost 150 of them were either custom-built original versions or highly modified production types. Of these, more than 50 have survived the ef-fects of time and weather and cannibalizing, along with crashes and fires. Most of these have been re-stored to as-good-as-new condition and thus continue to live on.

Bird N114K. Raced by Melba Beard, at last report owned by her daughter, Arlene, in Clovis, California.

Brown B-1 NX-83Y. Designed and built by Larry Brown as a lower-powered version of his B-2 Miss Los Angeles. Raced in 1934 at Lake Ponchartrain, Louisi-ana. Restored, and currently held in Barrington, Illi-nois, for the Wings Over Florida Museum.

Chester Jeep NR-12930. Designed and built by Art Chester, starting in 1934 with a 2nd in the Greve Race and 6th in the Thompson Race. In 1935, Chester again was 2nd in the Greve, at 199 mph. In 1936, with more power, he was 3rd in the Greve at 225 mph. It was raced in highly-modified form by Bill Falck as Good-year Midget in 1947 and has since been restored and is currently displayed by EAA.

Chester Goon NX-93Y. Designed and built by Art Chester, it was first raced in the 1938 Greve Race, when Chester placed 2nd at 250 mph but then failed to finish the Thompson. In 1939, Chester won the Greve at a record 263 mph but again dropped out of the Thompson. It is awaiting restoration by the Craw-ford Museum, Cleveland, Ohio.

Church Midwing JC-1 X9167. It was flown in local races in the early 1930s. It was restored by Gene Chase and is displayed in the EAA AirVenture Museum.

Crosby CR-4 NX-92Y. Designed and built by Harry Crosby and raced by him in the 1938 and 1939 Greve Races, failing to finish either. In the 1938 Thompson Race, he failed to finish, but he was 4th in the 1939 race at 245 mph. Saved by Morton Lester, and re-stored and displayed by the EAA AirVenture Museum.

Davis D-1W NC-13576. Flown to 1st place in a Sportsman Race at Miami. Owned by Roy Wicker and Barbara Kitchens of Quitman, Georgia.

Falck Special. Almost complete airframe built in late 1930s by future F/1 ace Bill Falck. Based on Ches-ter’s Jeep. The uncovered and unfinished airplane is displayed in the EAA AirVenture Museum.

GeeBee Model E N72V. One wing panel is the only piece of any racing GeeBee known to exist. It’s on dis-play in the EAA AirVenture Museum.

Heath Centerwing 115 Special NR-12282. Designed and built by Ed Heath and flown in the 1933 Chicago

#57 Wedell Williams with Roscoe Turner . In Crawford Aviation & Auto Museum .

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All-American Air Races. On display in the Aviation Museum of Kentucky in Lexington.

Heath Centerwing 115 Special NR-12881. Raced at Chicago in 1933. Owned by Tim Lunceford in Al-bany, Oregon.

Howard DGA-3 Pete NR-2Y. Built in 1930 by Ben Howard and Gordon Israel and raced from 1930 through 1934, starting with 3rd in the 1930 Thompson Trophy Race. It was converted into a Goodyear Racer for 1947. That was then modified by EAA founder Paul Poberezny into Little Audrey light-sport aircraft. Restored to origi-nal by Bill Turner and owned by the Crawford Aviation and Auto Museum, Cleveland, Ohio.

Howard DGA-4 Ike NR-56Y. Built in 1932 by Ben How-ard and Gordon Israel and raced to 7th in the 1932 Thomp-son Trophy Race by Bill Ong, and to 7th in the 1934 Greve Race by Roy Hunt. It was owned for many years by Joe Binder, of Fremont, Ohio, before going to restorers Tom Matowitz and Karl Engelskirger, of Cleveland.

Howard DGA-4 Mike NR-55Y. Built by Ben Howard

and Gordon Israel and raced in the 1933-1935 Thomp-son Trophy Race and the 1934-1936 Greve Trophy Races. After years of storage by Joe Binder, it was ac-quired by Tom Matowitz and Karl Engelskirger, who hope to restore it to flight.

Kadiak Speedster N11312. Designed and built in 1930 as a light-sport aircraft by Everett David. It was flown by Lowell Bayles to check the course for his doomed attempt at a world speed record in the Gee-Bee Z in 1931. Raced at Cleveland in 1932 by Russ Van Wald in a 350 cu. in. event. It is now believed to be fly-ing in the Detroit, Michigan, area.

Laird LCR Commercial NC-110. Raced in 1927 by Ervin Ballough. Currently owned by Douglas Fuss, in Arlington, Texas.

Laird LC-DW-300 Solution NR-10538. Designed and built by Matty Laird in 1930 and f lown that year to victory in the Thompson Trophy Race by Charles “Speed” Holman. In 1931, Joe Jacobson finished 3rd in the Thompson. It is restored and

on display in the New England Air Mu-seum, Windsor Locks, Connecticut.

Laird LC-DW-500 Super Solution NR-12048. Designed and built by Matty Laird, flying in 1931. Jimmy Doolittle won the 1931 Bendix Transcontinental Race, but failed to finish that year’s Thompson. The fuselage frame and other parts are owned by the National Air & Space Mu-seum and could eventually be turned into a restoration.

Laird-Turner LTR-14 Meteor NX-263Y. Built by Larry Brown and modified by

Keith Rider R-4 Schoenfeldt Firecracker . In Planes of Fame .

Laird-Turner Pesco Special . In the National Air & Space Museum .

BURT

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Matty Laird. In 1937 Roscoe Turner placed 3rd in the Thompson Trophy Race at 254 mph. In 1938, he won at 283.4 mph and repeated in 1939 at 282.5 mph. Af-ter briefly being displayed in the now-defunct Turner Museum in Indianapolis, it was donated to the Na-tional Air & Space Museum in 1972.

Lockheed Orion 9C Shellightning NR-12222. Built in 1931 for Shell Aviation and raced by Paul Mantz to 3rd in the 1938 Bendix at 213 mph. In 1939 he was 3rd in the Bendix at 235 mph. It was sent by the Tall-mantz Museum to the Swiss Transport Museum in Lucerne, where it is displayed in Swissair colors.

Lockheed 12AElectra Jr. R-18130. Flown for owner F.C. Hall by Milo Burcham to 5th place in the 1937

B e n d i x T r o p h y R a c e a t 184.526 mph. At last report, it was owned by Jim Perry of Monroe, Washington, and was based in France.

Lockheed Vega 5C Winnie Mae NR-105W. It was flown by Wiley Post to 1st place in the 1930 Non-Stop Derby from Los Angeles to the Chi-cago Air Races. It was then flown around the world by Post and Harold Gatty in 1931, after which Post flew it around the world solo in 1933. It was donated to the National Air & Space Mu-seum in 1936 and is on dis-play there.

Lockheed Vega 5 Speed Vega NR-7954. Flown by Roscoe Turner to 3rd in the 1929 Thompson Cup Race. Flown by Art Goebel to 2nd in the 1930 Los Angeles-to-Chicago Derby. In 1931 Goe-bel placed 5th in the Bendix Trophy Race, and it ended its days in 1941 when it was destroyed in a crash at Albu-querque, New Mexico. Parts are rumored to still exist.

Lockheed Vega 5 The Tester X7429. Robert Cantwell won the 1928 Non-Stop Derby from New York to Los Ange-les. It was then badly dam-

aged in a crash in Illinois in 1933. Pieces are owned by Historic Aircraft, Inc., of Chalfont, Pennsylvania.

Keith Rider R-3 Marcoux-Bromberg NR-14215. Built in 1934 and entered in the 1934 and 1935 Bendix Races but failed to finish. In 1936 Earl Ort-man placed 2nd in the Thompson Trophy Race and then 2nd in both the 1937 Bendix and Thompson Races. Ortman led for most of the 1938 Thomp-son Race, but finished 2nd at 269.7 mph. In 1939 he was 3rd in the Thompson at 254.4 mph. It has been restored and is on display in the New England Air Museum.

Keith Rider R-4 Schoenfeldt Firecracker NR-261Y. In 1936 Roger Don Rae won his class in the Shell Speed

Howard DGA-3 Pete. Belongs to the Crawford Aviation & Auto Museum.

Crosby CR-4 . Owned by the EAA Museum .

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56 JULY/AUGUST 2013

Dash at 226 mph, then placed 3rd in the Thompson Trophy Race at 226 mph. In 1937 Gus Gotch placed 3rd in the Greve Trophy Race at 232 mph and 7th in the Thompson at 218 mph. Tony LeVier, in 1938, won the Greve Race at 251 mph, and in 1939 he dropped out of the Greve while averaging 272 mph, then finished 2nd in the Thompson at 273 mph. It has been restored for static display at the Planes of Fame Museum.

Keith Rider R-5 Jackrabbit NX-264Y. Raced by Earl Ortman to 4th place in the 1938 Greve Trophy Race, which was its last race due to mechanical problems. It has been restored and is on display in the EAA AirVen-ture Museum.

Keith Rider R-6 8-Ball NX-96Y. It was designed and built in 1938 and raced at Cleveland that year by Joe Jacobson, who finished 3rd in the Greve Race at 218 mph. In the Thompson, he was 6th at 215 mph. In 1939, George Byars qualified 8th at 235 mph, but was

unable to start any race because of engine troubles. It is cosmetically restored and owned by the Planes of Fame Museum.

Monocoupe 110 NC-12345. Owned and flown by Peter Brooks at Cleveland in 1931 when he placed 6th in a 510 cu. in. race at 126 mph. It is owned by the Col-lege Park (Maryland) Airport Museum.

Monocoupe 110 NC-533W. Raced by Thomas Colby. At last report it was based at Torrance, California.

Monocoupe 110 NR-8917. Raced in 1929-1934 by Gladys O’Donnell, Phoebe Omlie and Stub Quimby. It is in storage by Ed Saurenman, Wichita, Kansas.

Mummert Mercury Red Racer NR-10360. Designed and built in 1929 by Harvey Mummert. Flown in the 1930 All-American Flying Derby, but failed to finish. Last reported in Endicott, New York.

Mummert Mercury White Racer X-13223. De-signed and built by Mummert in 1932 and placed

3rd in the Edelweiss Trophy Race at Chicago. It has been restored and is the Glenn Curtiss Museum in Ham-mondsport, New York.

Spartan Executive NC-17605. It was raced by Arlene Davis to 5th place in the 1939 Bendix Trans-continental Derby at 197 mph. Re-cently based in Flagstaff, Arizona.

Spartan Executive NC-17615. Raced in 1936 by John Hinchey, and in 1938 to 6th place in the Bendix Race by Charles LaJotte. Now reported to be based in Cam-bridge, England.

S u n d o r p h A - 1 R - 2 5 9 9 . De -signed and built by Sundorph Avi-

Chester Goon . In the Crawford Aviation & Auto Museum .

Chester Jeep . Located in the EAA Museum .


ation using Cessna Airmaster wings. Flown by Eiler Sundorph in the 1937 Bendix Trophy Race, finish-ing 6th at 166 mph. Pieces are owned by Wayne Muxlow, Minneapolis, Minnesota.

Tilbury-Fundy Flash NR-12931. Designed and built in 1932. Raced at Chicago in 1933 by Art Car-nahan, who won a heat of the Polish Trophy Race. At Cleveland in 1934, Clarence McArthur placed well in 200 cu. in. races. It has been restored and is on display in the McLean County Museum, Bloom-ington, Illinois.

Travel Air Mystery NR-613K. Designed and built in 1929 with a 165 hp Chevrolair six, with Doug Davis winning the Experimental Ship Race. Sold to Pancho Barnes for racing and air shows. It then went to Paul Mantz, back to Barnes and finally to restorer Jeremy Moore, in England, who completed the long, drawn-out job.

Travel Air Mystery NR-614K. Doug Davis won the 1929 Thompson Cup Race at 195 mph. In the 1931 Bendix Trophy Race, Walter Hunter dropped out, and

during the Thompson Race time tri-als, an in-flight fire forced Hunter to bail out. Following an extensive restoration, it is in the Staggerwing Museum, Tullahoma, Tennessee.

Travel Air Mystery NR-1313. It was built in 1930 for Texaco and flown in the 1930 Thompson Tro-phy Race by Frank Hawks. He then used it to set many major city-to-city speed records. It has long been on display in the Museum of Sci-ence and Industry, Chicago, Illinois.

Travel Air 4000 NR-671H. It was flown by Louise Thaden to 1st place in the 1929 Women’s Air Derby. It is on display in the Air & Space Mu-seum, Oklahoma City.

Travel Air 4000 NC-4419. Raced by Pancho Barnes in 1928. Under restoration in Williamson, Georgia.

Travel Air 4000 NC-8192. Raced by Mildred Morgan in 1930-1931. With Russ Ward in New Zealand.

Waco CRG N600Y. It was raced to 2nd place in the 1930 Ford Air Tour by John Livingston. It is now owned by Peter Heins, Arcanum, Ohio.

Waco CTO. Raced by John Liv-ingston in 1928. It is on display in the EAA AirVenture Museum.

Wedell Williams #57 NR-61Y. Flown to 3rd place in the 1932 Thompson Trophy Race at 233 mph. Flown to 1st place in the 1934 Thompson Race at 248 mph by Roscoe Turner. In 1935, Turner placed 2nd in the Bendix Race at 239 mph. In 1939, Joe Mackey placed 6th in the Thompson at 233 mph. It has been restored and is on display in the Crawford Aviation & Auto Mu-seum, Cleveland, Ohio.

Wittman Chief Oshkosh NR-14855. Designed, built and raced by S.J. “Steve” Wittman in 1931 with Cir-rus engine, changed to Menasco C4S. Converted to 65 hp light-sport airplane after World War II, then into Goodyear Trophy-winning Buster. It has been on dis-play in the National Air & Space Museum since 1976.

Wittman Bonzo NR-13688. Designed, built and raced by Steve Wittman in 1935. Placed 2nd in 1935 Thompson Trophy Race at 219 mph, 5th in 1937 at 250 mph, 3rd in 1938 at 259 mph and 5th in 1939 at 241 mph. It is on display in the EAA Air-Venture Museum.

Brown B-1 . Restored and in storage .

Lockheed Orion Shellightning . In Swiss Transport Museum .

The title is misleading—it really should be “Post-Reconstruction Project” or “Departing a Resto-ration Project,” because by this time the once over-whelming project has successfully flown. Test flights are always fun as the outcome is really not clear until the aircraft has returned safely. If you are the owner and pilot, it is now time to work out the kinks (hope-fully there are not too many) and expand the enve-lope of operations. It’s always good to spend the first couple hours in the vicinity of the friendly airport. I once flew a Cessna 182 that had sat for quite a long time; although it was a very nice airplane, the tires were flat, and black widow spiders had taken over the inside of the wheel fairings. I obtained a ferry permit and carefully inspected the airplane, to in-clude engine performance runs. When all was ready I called the tower and requested to remain overhead for at least 20 minutes, even though the ferry flight was only about 20 miles. I’m always comfortable in a left- or right-hand circle at an altitude of 1,500 feet or more within gliding distance of the field. The tower asked why I wanted to do this, and I just replied that the airplane had not flown for a long time and I wanted to be safe. There were no more transmissions until I departed the traffic area.

I have always flown the local area, paying close attention to possible emergency landing sites under different scenarios:

1. loss of engine power on takeoff, land straight ahead

2. loss of engine power at approximately 400 feet, look for site 30 degrees either side of straight ahead

3. loss of engine power at approximately 600

feet, look for site 90 degrees either side of straight ahead

4. loss of engine power at approximately 800 feet or above, look for site 180 degrees either side of straight ahead.

Even though it would be tempting to try to return to the field just departed, many people die trying to do this, particularly if they are flying a strange airplane and do not know what it will or will not do.

I should add here that the engine installation STC had not been approved, so the FAA issued an experimental airworthiness certificate in the “to show compliance” category that restricted flight to within 25 miles of home base and was good for two weeks. At the end of the period it was reissued until the trip west. More on this later in the story.

Once the first flight has been completed, refer to notes kept on engine operation and airplane performance. This will aid in “tweaking” the rigging, if needed, and troubleshooting any minor problems that might occur. All initial test flights should occur in early morning or late afternoon and in calm air. It is very difficult to determine what rigging problems need to be addressed when the air is rough. When rigging adjustments (if needed) have been made, it is now time to expand the envelope. Do this in a calculated step-by-step process. Do a little slow flight, but not too much because you do not want to overheat the engine under any circumstances. Also try a stall or two. I usually fly an imaginary landing pattern while at 1500 feet. This will include initiating a downwind leg at 1500 feet, reduced power and nice descent, base leg with further reduced power, and final leg with more reduced power to an imaginary

The Vintage Mechanic

Approaching a restoration project—Part 4

ROBERT G . LOCK

58 JULY/AUGUST 2013

Illustration 1

landing. Doing this will give you the feel for trimming the airplane with reduced power and help build confidence that you can handle the ship in the traffic pattern. My first flight is usually about 30 minutes, followed by a landing and general inspection of the ship and a check of the oil. Then it’s back up for maybe an hour or so. Illustration 1 shows my Command-Aire 5C3 in flight over the Green Swamp area north of Lakeland, Florida, in 1989.

Illustration 1 was taken from my friend Joe Araldi’s Luscombe with about 2 hours on the newly restored Command-Aire and the same amount of time in type in my logbook. A few items of interest here are:

1. Weight and balance is good because elevators are in line with the horizontal stabilizer at cruise power. On this ship the horizontal stabilizer angle of incidence is adjustable, and I recall the trim handle in about the center of its travel. If the ship was overly nose-

heavy, the elevators would be deflected up, and conversely if the ship was tail-heavy the elevators would be deflected down.

2. The vertical stabilizer is set properly because there is no obvious left or right rudder being held to keep the ship heading in a straight line.

3. There is no noticeable aileron deflection indicating that the ship is flying wings level, and no aileron input is required to keep the wings level.

4. The altitude is sufficient to allow for an emergency landing if needed.

As the flight envelope expands, it is a good idea to get a handle on the fuel burn at various rpm settings versus indicated airspeed readings. Flying behind a Wright R-760 I found that running the engine from 1650 to 1780 rpm produced a fuel burn of 12 gallons per hour full rich operation. Running the engine at 1800 rpm or above boosted the fuel burn to 14 gallons per hour with a minimal increase in airspeed. Therefore I run the engine 1700 to 1750 rpm at normal cruise. I usually figure on 12 gallons per hour fuel burn; however, on a trip from Hemet, California, to Columbus, Ohio, I aggressively leaned the engine when above 5,000 feet. On one leg of the trip I got the fuel burn down to 10.7 gallons per hour.

Another hint is to calibrate the fuel gauge(s) before doing too much flying. I did this when I first


All initial test flights should

occur in early morning or late

afternoon and in calm air.

put gas in the tank because the need to know how much fuel was in the tank with a particular gauge reading is extremely important. Due to the shape of the fuel tank, the gauge cannot read to the bottom of the tank. I discovered that when the gauge first reads empty (the needle quits moving on “E”; there are 14 gallons of fuel left in the tank, enough for 1.4 hours of flight. Before heading from Lakeland, Florida, to Reedley, California, in 1989, I drained the fuel tank, put 5 gallons in, and noted the gauge reading. When there were 15 gallons of fuel in the tank, the needle moved above the “E” on the gauge. This was with the airplane in the 3-point attitude. I picked up the tail and put the tail wheel on a 55-gallon drum, almost in level flight, and noted the

fuel gauge. Then I added another 10 gallons of fuel and noted the fuel gauge, and then the ship was put in the 3-point attitude again and gauge reading noted. These notes accompanied me on the trip west and came in very handy. One also needs to know exactly how many gallons of fuel the tank will hold. Do not rely on factory specs because they can be in error. You always want to know how much fuel is on board before commencing a long cross-country flight as I was about to undertake. Illustration 2 shows the Command-Aire at the Green Swamp Aerodrome in 1989 in preparation for the long journey to central California.

I spent 15 hours getting reacquainted with the airplane flying out of a nice grass strip (Illustration 2). I say reacquainted because from the first moment in flight I felt a strange sensation that I had flown the ship, perhaps in a former life. At no time in my flying career had this happened.

I flew the airplane into Zephyrhills Airport to familiarize what the 30 x 5 wheels would do on a hard surface, such as asphalt. There were no real problems encountered; one just had to keep the nose aligned with the centerline of the runway, and everything was fine. So with just 15 hours’ time since overhaul on the airplane and 15 hours’ time in type in my logbook, we set out on a 2400-plus-mile cross-country from central Florida to central California that

would take 31-1/2 hours of flying. It turned out to be a great trip and one of the most memorable times in my life. I have many stories of the people I met along the way, but one I must share is with my wife Sandy and daughter Cheryl. They were following the progress westward in our pickup truck (my route was I-75 North to I-10 West to California). Our first overnight stop was in Marianna, Florida, in the northern part of the state. The airplane stayed out overnight at the airport, and we found a place to stay in town. I turned on the television, and the movie

60 JULY/AUGUST 2013

Illustration 2

Illustration 3

Spirit of St. Louis came on, starring Jimmy Stewart. The scene was when he was over the Atlantic and he was describing the engine operation of his Ryan. He was running the same power settings as I; it was surrealistic! Illustration 3 shows the Command-Aire sharing the ramp with a military Sikorsky helicopter at Marianna, Florida.

An interesting note here is that in order to fly the ship on such a long cross-country, the experimental certificate to show compliance had to be rescinded. The FAA issued me a ferry permit and gave me two weeks to make it to my final destination: Reedley, California. I made it in 7 days and 6 nights—an incredible journey. Sandy and Cheryl caught up with me and the Command-Aire every night, and at one point in Jennings, Louisiana, they drove under me on I-10 when on final to land! That’s how it went.

Once in California, the experimental certificate was reissued, and I continued to fly while awaiting FAA final approval of my engine installation STC. I developed a series of flight test data that would become part of the permanent records of the aircraft. It would cover every aspect of flight of this rare aircraft. Illustration 4 is a copy of the flight test results.

My 11-year restoration project has been flying for 21 years now and continues to perform well. In retrospect, the 4-1/2-year engine change STC was worth the time and frustration with the FAA over the engine change. The aircraft has flown from East Coast to West Coast and back to the East Coast again. Except for being slow, the Command-Aire is a great performing ship.


Illustration 4

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Book Reviewcontinued from page 17

PMS 661 PMS 124

62 JULY/AUGUST 2013

Januvia (sitagliptin), and Byetta (exenatide), to name a few. This is why it is important to discuss medications with your AME in advance. I have seen several pilots who have been denied because of the combination with a beta-blocker, but with a minor change in medication, they could have been approved.

Approval for Type 2 diabetes then is predicated on a lack of other problems; heart disease, kidney disease, ophthalmologic (eye) disease, and neurologic (pe-ripheral neuropathy) disease as well as glucose or sugar levels need to be under good control. For the FAA this means that the hemoglobin A1c must be less than 9 percent. Most physicians would like the hemoglobin A1c to be less than 7 percent. Also, the pilot must not have had a signifi-cant hypoglycemic event, usually involving a trip to the emergency room or a loss of consciousness or seizure.

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Airplanes and motion pictures were born within a year of one another. In 100 years they have both risen from uncertain infancy to growing adolescence to robust maturity. While Hollywood’s actors and directors learned the art of making movies, the aircraft industry and pilots learned how to conquer the sky. In peace and war, prosperity and depression, the airplanes and motion pictures have become a part of American culture.

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What readers will find are more than 170 films ranging from the silent era to World War I, from the golden age to biographies, from the skies over war-torn Europe to the vast Pacific, from early jets to action films, on to comedies, airliners, helicopters and airships, adventures and beyond.

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dates. The Aeromart sales hours for these parts will run Monday, July 29, through Friday, August 2, from 9:00 a.m. to 5:00 p.m., and on Saturday, August 3, from 9:00 a.m. until noon. All unsold items consigned to the Aeromart must be retrieved by the owner before 2:00 p.m. on Saturday, August 3. Any items unclaimed by 2:00 p.m. become the property of Aeromart. Please help us disseminate these changes to your aviation friends who may regularly make it a point to visit the Aeromart each year! Further information on the VAA Aeromart operation is available at http://EAAvintage.org/events/airventure/aeromart/.

The staff at EAA has again managed to put to-gether another exceptional lineup of performers and events for this year’s AirVenture. Even us big kids are sure to get a huge charge out of the ever popular, always enhanced, night air shows, which are now scheduled for Wednesday and Saturday nights. Add to that venue the Lt. Dan Band with Gary Sinise (my personal favorite event), the band Chicago on stage for opening night, and the venerable rocket-powered Jetman performance that is certain to draw a huge audience. Not to mention a very exciting collection of vintage aircraft that are planning to attend our Vintage venue, the Round Engine Rodeo. We are at-tracting a good number of round-engine machines to this event, and from the lineup that has been de-veloping to this point, you will be witness to some of the rarest vintage aircraft that fly today. Be sure to visit www.AirVenture.org and the Vintage website at www.VintageAircraft.org for the latest information and attractions at this year’s exciting event.

The Vintage Aircraft Association is very grateful to all of our advertisers in Vintage Airplane, as well as those in the Vintage AirMail bimonthly newsletter. But I wanted to welcome our newest aviation business advertiser whose ad appears in this month’s Vintage Airplane: Aircraft Specialties Services out of Tulsa, Oklahoma (www.Aircraft-Specialties.com). Look these folks up when you are in need of aircraft and engine parts or overhauls. Many thanks to Aircraft Special-ties! We truly appreciate your advertising business.

VAA is about participation: Be a member! Be a vol-unteer! Be there!

Come share the passion! See you at EAA AirVenture Oshkosh—July 29-August 4, 2013.

Copyright ©2013 by the EAA Vintage Aircraft Association, All rights reserved.VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned

exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft As-sociation and is published bi-monthly at EAA Aviation Center, 3000 Poberezny Rd ., PO Box 3086, Oshkosh, Wisconsin 54902-3086, e-mail: [email protected] . Membership to Vintage Aircraft Association, which includes 6 issues of Vintage Airplane magazine, is $42 per year for EAA members and $52 for non-EAA members . Periodicals Postage paid at Oshkosh, Wisconsin 54902 and at additional mailing of-fices . POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086 . CPC #40612608 . FOREIGN AND APO ADDRESSES—Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail . ADVERTISING — Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising . We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken .

EDITORIAL POLICY: Members are encouraged to submit stories and photographs . Policy opinions expressed in articles are solely those of the authors . Responsibility for accuracy in reporting rests entirely with the contributor . No remuneration is made . Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086 . Phone 920-426-4800 .

EAA® and EAA SPORT AVIATION®, the EAA Logo®, VAA Vintage Airplane® and Aeronautica™ are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc . The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc . is strictly prohibited .

Straight & Levelcontinued from page 1

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Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail ([email protected]) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086.

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What Our Members Are RestoringAre you nearing completion of a restoration? Or is it done and you’re busy flying

and showing it off? If so, we’d like to hear from you. Send us a 4-by-6-inch print from a commercial source or a 4-by-6-inch, 300-dpi digital photo. A JPG from your 2.5-megapixel (or higher) digital camera is fine. You can burn photos to a CD, or if you’re on a high-speed Internet connection, you can e-mail them along with a text-only or Word document describing your airplane. (If your e-mail program asks if you’d like to make the photos smaller, say no.)

For more information, you can also e-mail [email protected].


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Va vol 41 no 4 jul aug 2013

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Transcript of Va vol 41 no 4 jul aug 2013