Vintage Airplane - Jun 2000
-
Upload
aviationspace-history-library -
Category
Documents
-
view
217 -
download
0
Transcript of Vintage Airplane - Jun 2000
-
8/12/2019 Vintage Airplane - Jun 2000
1/36
JUNE 2
The agazine the E V I N T G E I R C R F T S S O C I T IO N
-
8/12/2019 Vintage Airplane - Jun 2000
2/36
STRAIGHT AND
LEVEL
2 VAA NEWS
4 THIRTY FIVE
YEARS
AT THE OUTER
MARKER Dutch Redfield
8 MYSTERY PLANE/H. G. Frautschy
1
V
ARIABLE
PITCH
PROPS/Jim
Reddig
VINTAGE GATHERING SUN
'N FUN 2 1
H. G.
Frautschy
22 GEE
BEE
WINGIH.G. Frautschy
24
PASS
IT
TO BUCKl
E.E.
Buck Hilbert
27 CALENDAR
28
CLASSIFIEDS
29 WELCOME
NEW
MEMBERS
www vintageaircraft org
Publisher TOM
POBEREZNY
Editor-ill-Chief s on
SPANGLER
Executive Director, Editor
HENRY G. FRAUTSCHY
Executive Editor
MIKE DIFRISCO
lltributing Editor
JOHN UNDERWOOD
BUDD DAVISSON
rt
Director BETH BLANCK
Photography Staff
JIM KOEPNICK
LEEANN ABRAMS
MARK SCHAIBLE
Advertising/Editorial Assistallt
ISABELLE WISKE
SEE PAGE
3
FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATIO
http:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.org -
8/12/2019 Vintage Airplane - Jun 2000
3/36
L V
by ESPIE BUTCH JOYCE
PRESIDENT , VINTAGE AIRCRAFT ASSOCIATION
In this month s Vintage Airplane, you will find infor
regarding the Officers and
Directors
of yo ur
who
are running for election .
Once
elected,
two year term. t has
been
my pleasure to
these indiv iduals personally as we all work
to
fur
the
goals
of
the Vintage Aircraft Association. Please
a moment to review
their
biographies,
and
take
th
e
send
in
your ballot.
Speaking
of
their dedication,
the
weekend
of
May
19th
at
the vin tage area on th e EAA
Air-
I had
hoped to
be able to attend
this
but
mother
nature had other plans. As many of
know,
springtime often results is
rather
stron g
and the vigorous fronts that have
been movin
g
to east have not
been
kind to th e co
untr
y.
I fly
from
my home here
in
No
rth
Caro lina to
my flight takes me across Charles ton, West Vir
to
just
South of
Co
lumbu
s
and
Dayton, Ohio, just
Indiana, then across Benton Harbor,
time to cross Lake Michigan to
Brave Intersection with a turn to head
direct
to
A
no-wind
flight plan sh
ows the
flight is 3
25 minutes, with a distance
of
665 nautical miles.
Baron (a B-55) gives me an honest 190
to
195 knots
on a trip of this distance,
my
fuel
burn
is genera lly 24
hour.
While planning
my
trip
to
the VAA work weekend, I
the weather. There was a strong front lay
the Ohio
Va
ll
ey, just northwest of West Virgini
a,
from the all the way back to Kansas. There was
narrow,
somewhat
clear area
in
the
front
over in Ken
but the
weather
was predicted to drift sou th over
weekend
and
there as also convective weather moving
the Texas area. t sure look ornery, so I hung
up
keys and chose to stay home. Nuts
I really
didn
't want
to
cross th e mountains
whi
le th ey
shrouded by clo ud s. We did get hammered by some
on Saturday night . I felt I made th e right de-
not
to
challenge the wea th er, but I sure missed
in Oshkosh. There
were a
number
of
yo ur fellow
AA
directors, and V
AA
officers who did show
gathering. Take a l
ook at
the
photos
on page 3
more on the activities.
Directors sometimes will go out
of
their way to get
one
thing
done . Bob Lumley related one such incident to me
after
th e weekend. Direc tor
Gene
Morris,
who
lives in
Roanoke, Texas, showed up in his 0-35 Beech with a re
placement wind sock to be installed on
the
roof of
the
Red
Barn. He and H.G. put in a new light bulb in the frame
and
installed the wind sock. Gene had more commitments
back
at hi s so n s house in Illinois, so he got back in his
Beech
and
dep
ar
ted.
Thanks,
Gene Thanks to all who
participated
in
the
VAA
Work
Weekend
- we'll see you
next
year By
the
way Gene, how's that new
engine
over
haul runnin
g?
I have been distracted from the instrument panel pro
ject on
my
Luscombe.
You know
the
ta l e -
we
are
installing a new front porch on the house, and of course as
with
anything
to do with working
on
a
house,
it
has
turned into a major project.
The
Luscombe flies just gre
at with the old
panel any
way, so we have bee n having fun just going around
to
some good local
fl
y-ins and chapter meetings. I have re
ceived a good number
of
positive comments by members
concerning
the articles in Vintage Airplane. They feel they
are more
lio
n target," with good, needed
information
. In
order to co
ntinu
e
to
provide you,
th
e
memb
e
r,
with this
type
of inform
a
tion
we continue to need your input. My
thanks to you all regarding
th
e technical articles in partic
ular - we're
working to
e
nsure
we have an even greater
amount of technical material, and welcome your correc
tions
and
comme
nt
s.
There s
going to be plenty
of
things to do in
the
Vin
tage Aircraft Association area during
EAA
AirVenture. The
Type
Club ten t, workshops, the VAA picnic on Sunday
night will all
just be
a
fraction of the educational and
recreational
aspects
of
coming
to EAA AirVenture. Not
only that,
but
yo u ge t to visit with so many of your avia
tion
friends. For up-to-date information on this
year s
Co nven tion, point yo ur web browser
towards
www.air
venture.org. There's lots to
see
If you
ha
ven t had a chance to ask someone to join us ,
please feel free to
invite th
em
to
sign
up in
the
Vintage
Aircraft Association. Lets all pull
in
the same direction for
the
good of aviation. Remember we are better together.
Join us and have it
all
......
VINTAGE
IRPL NE
http:///reader/full/venture.orghttp:///reader/full/venture.org -
8/12/2019 Vintage Airplane - Jun 2000
4/36
VAA
NEWS
compiled
y
H G Frautschy
VAA ELECTIONS
Elsewhere in this issue of Vintage
Airplane
you'll find
the
ballot for this
year's V
AA
Elections,
which
will be
ratified during the annual business
meeting
held
during EAA
AirVen
ture. If you're interested in
attending in person, please see the
top of the biographies
on
the ballot
for
the
date and
location
of the
Vintage Aircraft Association meet
ing. Immediately following the
VAA meeting, the EAA
annual
meet
ing will be convened.
Pursuant to
EAA bylaws,
the
an
nual business meeting and elections
for
the
Experimental Aircraft Associ
ation (EAA) will be held
at
the
Theater
in
the Woods at
9:30 a.m.
CDT on
Monday
, July 31, 2000
at
Wittman
Regional Airport, Oshkosh,
Wisconsin
during EAA
AirVenture
2000 to be held July 26 through
Au-
gust 1, 2000.
T H E COVE R S
FRONT COVER
.. With it's LeRhone
rotary
engine
blatting away,
Gene DeMarco
pilots
the Old Rhinebeck Aerodrome's Sopwith
Camel replica, while
David King lurks behind
him as the Black Baron
in
the famous
Fokker
Triplane.
EM photo by
Mark Schaible,
shot
with
a
Canon EOS1 n equipped with
an
80-220 mm
lens on
100
ASA
Fuji Provia
slide film.
EM
Cessna
210
photo plane flown by Bruce
Moore.
B CK COVER . . Just east of Lakeland ,
Florida is the
town
of Winter Haven,
home
to
Jack Brown's Seaplane Base.
Each
year dur
ing the annual Sun
n Fun
EM Fly-In, a ew
of the Piper Cubs used
at
Brown's
can
be
found
on Lake
Parker, taking part in the
pop
ular Splash-In.
Instructor
Brian Meadley taxis
in
with one
of
the
Cubs.
Originally from the
United Kingdom
,
Brian
now
splits
his time
between Europe and the United
States.
EM
photo by
Mark Schaible.
2
JUNE
2000
EAA CALENDARS
EAA s
popular World of Flight cal
endars, which
showcase some of
the
world's finest aviation photography ,
are now better than ever with
the
addition of a second calendar focus
ing on
the
fascinating world of
ultralight flight.
People
who
enjoy the
world of
flight
can choose
from either of the
spectacular 2001
calendars
- the
renowned
World Flight 2001
or
EAA s Ultralight and Light
Plane
2001.
Previous
EAA
calendars
have won
numerous national
awards
for de
sign
and
photography.
Both 2001 EAA calendars include
large
color
aircraft images sui
table
for framing, background
and
techni
cal information on
the
featured
aircraft, as well as colorful areas not
ing upcoming dates
of EAA
AirVenture Oshkosh
and other
ma
jor EAA fly-ins.
Within the
calendars' 12-by-24
inch format
are
large day boxes for writing in ap
pointments
and
other important
events, along with a large notes area.
The 2001 EAA
calendars
,
the
15th in a series that began in 1987,
features work by EAA's world-class
aviation
photographers and
addi
t ional photos
provided
by EAA
volunteer photographers.
Each
2001 EAA calendar is $10.99 (plus
shipping and
handling).
They are
available through EAA by calling
800-843-3612 or through
EAA's
World Wide Web site
(www.eaa.org). EAA
Chapters
are
invited to order bulk quantities of
the calendar, specially personalized
with
the Chapter's name and
other
information.
WHAT OUR MEMBERS
ARE RESTORING
One of our most popular columns
in Vintage Airplane has been What
Our Members Are Restoring. Mem
bers like Carl Carr of Rockford, Ohio
send us photos of
their
recent
restorations for publication, and all
of us can enjoy seeing the variety of
airplanes that
continue to
come out
of individual
and
professional shops
all over
the
world.
If
you'd like to see yo ur airplane
featured in this column, please send
photographs of them to:
What Our Members Are Restoring
Vintage
Airplane
Magazine
P.O., Box 3086
Oshkosh, WI 54903-3086
Slides or
prints
are
okay, all we
ask is
that they
be properly exposed
and in focus. The quality of prints
continued on page 25
Carl E. Carr s (EAA 8020, V 23418) Ranger-powered Fairchild 24, NC18695 was built in 1939
and was orig inally purchased
new
by movie stars Buddy Rogers and Mary Pickford. Carl keeps
the
airplane near his home in Rockford, Ohio.
http:///reader/full/www.eaa.orghttp:///reader/full/www.eaa.org -
8/12/2019 Vintage Airplane - Jun 2000
5/36
VU
day, acres and acres of freshly cut
grass,
and
groves of oak trees served as
the
backdrop of one of
the
most pleasant Vin
tage Work Weekends
on
record.
from our Convention Chairmen, V
and the
membership at
large
came
to V
in Oshkosh to spruce up
the
place
build four covered stands to protect our f1ight
personnel from
the
sun and other
weather
the clean up of the
Red
Barn was
of
the
process too.
Phil Blake, Randy Hytry and
Ed
DeBolt walked
and breadth of
the
site installing perma
row markers after
the
V parking area was
and staked out. Gene
Morris
zipped up
Popular Grove, Illinois to install a new wind
on top of V Headquarters. Other weekend
ers were:
John
Berndt, Tim
and Joanne
Fox, Clair Dahl,
Lumley, Bob Brauer,
Dale
Gustafson, Dick
Schmid, Steve Nesse, Gayle Gruendler and
Griffith.
t was a beautiful day and
with
great folks work
together, we had plenty
of fun
to
boot.
We'II
you posted when the
next weekend will take
Newcomers are always welcome
-
don t
something
for you
to
do
roof trusses
to the
top on one of
the
four VAA
shacks
built over
the
weekend.
Framing up
the
stands (from left to right) are Bob Lumley,
Dick Mouldenhauer,
Wes
Schmid and Clair Dahl.
Pork chops, Bob Lumley s special beans and plenty of
potato salad was
served up at dinnertime
for
VAA work party volunteers and members of
EAA Chapter 7 from Duluth, Minnesota who were also volunteering on
the AirVenture grounds the
same
weekend.
VINTAGE
AIRPLANE
3
-
8/12/2019 Vintage Airplane - Jun 2000
6/36
-
8/12/2019 Vintage Airplane - Jun 2000
7/36
doors were pushed back,
the
towed
out
onto
the
ramp,
a
boarding
ladder
rolled
into
short walk-around and
inspection,
we
started
en
taxied out, took off and
northward with
the Presi
shiny airplane, while
people shook their heads
us disappear
over
the
prize possession.
On the way home Page and Char
each did their stalls, slow
flight
steep
turns, then,
approaching
Island our flight
plan
was can
and we
swung east
to
for the
instru
approach
and
landing portions
their flight checks.
In short order
our
work was com
and we headed back to base at
I was well
aware
that the rest of
crew would be going
on
with this
and that I would
and
so that I also could rightfully
my
own
claim to fame, as we
over Long Island I stepped
and I wish for all record books to
that on May 10, 1955, at 2,500
over Hempstead,
Long
Island,
I too used the
head
in President
During the Lockheed Constella
and Boeing Stratocruiser days, it
possible for
Pan American line
engineers to bid
on
long-term
to the training
section
the operation of training aircraft;
Nick Holt, a veteran Pan Ameri
and
I,
found
ourselves
much flying together.
To
help
us
do our job better
we
and
rigged up a portable
device by means of
which
either pilot's seat, it was possi
to silently inform Nick at
the
what
malfunction
to be next simulated. There was
clip
on the
"device's" forward
with
four signaling but
and a clip
on
another small aft
with four
lights
, which at
to
a convenient
location at
For
the next
many
minutes
there
was
an
awful lot
of
telephoning
raised
eyebrows and
off-in-the
corner
whispering as we
gradually worked
our
way
from
one office
to
another then finally into
the
hangar
itself.
the engineer's station.
We could
quickly move the unit from
one
air
plane to another. A steady No. I light
meant for Nick to cut
the
mixture
on
No.1
engine ; a flashing
light
meant, simulate a fire
on No.1
en
gine ; two steady
inboard
lights
meant, "report a cargo compartment
fire"; and two steady outboard lights
mean,
turn
off flight control boost."
We had just completed a three-en
gine ILS approach
and
were climbing
northeastward out of LaGuardia Field
on three
engines when,
without
warning the
flight
control boost
went off causing flight control pres
sures to
become very
high and
three-engine control very difficult.
Puzzled, I quickly
brought
the idling
engine back in and looked
around
for
an
explanation. Nick
hastened
to
show
me
two steady outboard flights
that
were
on
despite my fingers be
ing off the buttons.
When
we later got
on the ground
we threw that training device"
into
Bowery Bay.
t
had a short circuit.
This was
an early lesson
for
me on
the pitfalls of over-sophistication.
The next
airplane
flown
for Pan
American
was the
Boeing
Stra
tocruiser, a double-decked
airliner
with berths for long night flights
and
a plush, mirrored lounge on the
lower deck.
This wonderful
airplane was
powered by four Pratt and Whitney
3500
horsepower
engines,
each
of
which
had 28 cylinders that were
arranged
in
four
radial roWs
of
seven cylinders each. Because of
the
engines' uncowled appearance, it
was nicknamed
the
corn cob.
These big
many-cylindered
engines
ran very, very
smoothly,
swinging
large four-bladed propellers
with
very
wide paddle-like
blades that
were made
of
hollow steel. Unfortu
nately, these
prop
blades gave many
problems,
some of
which caused in
dustry accidents.
One morning we had just landed
from a
Stratocruiser training
flight
and were in the process of clearing
the
right runway of
the
two oriented
to the
northwest at Idlewild, when
the tower called
our
flight and re
ported, "Clipper 37V, you are
on
fire,
emergency equipment is
on the
way " First Officer training had been
in progress and I was
occupying
the
left captain's seat.
We
were moving
slowly and
the
airplane was quickly
brought to
a stop. I
opened
the
large
cockpit side window and looked out.
As the window
was opened, there
was a powerful roar that
sounded
like
opening the
furnace
door
of an
oil burner, and high flames that were
the
color of a home oil
burner
flame
gushed
from the left landing gear
wheels , up and around the idling
No.2 engine,
licking at
the wings'
leading and trailing
edges
and
the
fuel
tanks
in
these
wings
that
con
tained hundreds of gallons of high
octane aviation gasoline.
As
I withdrew from
the
window
the
flight engineer, who
had run
aft
to check
the
situation from the
main
cabin, returned to the cockpit, and it
was
obvious
that that
he
had
seen
what I had seen. His eyes were large
and
round
as
he
said, "Let's get
out
of this son-of-a- " It certainly
seemed a hopeless situation, but be
fore giving up
I
wished to
try
something
and
advanced
No.2
VINTAGE AIRPLANE
-
8/12/2019 Vintage Airplane - Jun 2000
8/36
Pan Am s Boeing Stratocruiser was
the
pinnacle
of
propeller-driven, luxurious travel in
the
late 1940s and 50s.
throttle wide
open.
Behind us, the
blast from the large four-bladed pro
peller, which cleared
the
ground by
less than a foot had laid flat the
flames from the hydraulic fire
on
the
left landing gear and to my great re-
lief no
longer threatened
to
ignite
the wing, being now laid flat halfway
back to the airplane s distant tail.
f
necessary, we could stay like this un
til fuel ran out.
I ducked back into
the
cockpit to
inform the crew what was taking
place, then stuck my head out again
and this time to
my
amazement
there
was
only
a
small flickering
flame
down on
the
landing
gear it
self. The airport fire equipment was
arriving and as they took over we cut
6 JUNE 2000
the engine and
the
big prop swished
to a stop.
A bad
hydraulic
leak
in
a brake
line
under
much pressure along
with
a
malfunctioning
dragging
brake had been the
cause
of the
fire. I can
claim
no originality for
use of the propeller
blast
having
read in a
trade
magazine a sugges
tion that what we had
done
might
be effective.
Another Stratocruiser training
flight had been
in progress and
it
was a
hazy
spring
morning
as we
completed
our
mission
and headed
homeward
toward Idlewild Airport
at New York We were cleared by
the
control tower to begin our landing
approach
and
for maneuvering near
the airport we flew with a partial flap
extension of 2S degrees. On final ap
proach my pilot student was having
difficulty locating the runway
in
the
bright
morning
sun and
haze,
and as a result our runway align-
ment
ended
up considerably offset.
At about 300 feet I suggested
that
we
abandon
the
approach circle
the field and try again.
As
throttles were advanced for go
around, flap and gear retraction was
requested.
At the
same time I picked
up the radio microphone to inform
the
tower of
our intentions
while
si-
multaneously actuating the electric
toggle switches that initiated retrac
tion of the flap
and landing
gear.
-
8/12/2019 Vintage Airplane - Jun 2000
9/36
Something h d to be
qUickly
done nd the throttles
of the two left engines were taken nd edged
slowly
b ck until
the
plane s rolling tendency e sed
nd the ailerons b cked
out
of the
buffet area,
but
now the Boeing beg n
losing
altitude.
transmitting,
I
noted the
air
very rapidly into a steep
"Where 're you going?/I I
and at the same time my
advised with
great
anxiety
he "was unable to hold it /I Now
two of
us
were
on the
airplane's
and despite full opposite
and rudder, the bank, which
now in excess of 40 degrees, con
to
slowly
increase. The
heavily, while
the
rudder
us push
will all our strength, were very
trouble, fur
advanced power on all four
Something had to be quickly done
the
throttles
of
the
two left en
taken and
edged slowly
back until the
plane s
rolling ten
dency eased and the ailerons backed
out of
the buffet
area,
but now
the
Boeing began losing altitude. f
power was re-advanced
to
prevent
loss of our very low altitude, a slowly
steepening
bank again
would
result
despite full opposite control.
At
lower
and lower altitudes we
went around
and around the control
tower for
at
least
three
times. Because of
the
very high powers in use,
the
cylin
der head temperatures of
the
two
laboring right engines
were rising
rapidly and fast becoming an addi
tional critical
factor. Also,
the
microphone had dropped from my
lap and
I was unable
to
release
the
controls long enough to respond to
the
tower operator's very concerned
transmissions.
The
only
aerodynamic configura
tion
change
that we had made
during the start
of
our landing go
around
was
retraction of the
25
degrees
of wing flap. A
shout
was
made to Meridith Warren,
another
instructor
aboard
the flight, to run
aft and
check
left and right
wing
flap positions before any
further
configuration changes
were
made.
In a few seconds he was back, re
porting
that the
left wing flap was
extended,
with
the right
one fully
retracted
into the
wing.
With some
hope
now of resuming
control, the flap switch was actuated,
causing the retracted
right flap
to
slowly move
out
to a position even
with
the
disabled left one,
and
in
only
a few seconds time, we
had
a
normal
flying
airplane
again.
What
had
been
a,
"Holy oh Christ, here we
go /I situation
one minute, was
a
completely controllable and near
normal
one the
next. But, there were
some wh
ews
l
and
mopping of
brows
as
we backed off, informed the
tower what
had
been our predica
ment,
and
then prepared for a partial
flap landing.
We had been very fortunate that
prior to
starting our landing
go
around we only had partial, instead
of full, flap extended. Had more flap
been in use,
the
resultant rolling
tendency
would have
been uncon
trollable. We
learned
later that the
very same day
an
identical C-97
Air
Force airplane had crashed during a
somewhat similar training operation,
following a touch-and-go landing
when
flaps
were retracted
from
a
fully extended position, causing the
airplane
to
roll inverted
as it
lifted
off the runway with one flap full
down. They never had a chance.
A rotating torque
tube
in
the
flap
drive system had
broken
in each
case
due to
a torque
drive
support
bearing
failure. Also, on
early
air
planes the flap operating
toggle
switch
was designed, following ac
tuation, to stay
in
the selected
position of
UP
or DOWN. A subse
quent
modification changed the
switch to a momentary one,
which
would spring return
to
the
OFF
posi
tion i f released
for
any reason. In
our situation this
would have been
very
helpful,
because
at
the
time I
released the switch and got on the
controls
to assist
the other
pilot,
flap movement would
have
ceased
rather
than
slowly becoming
more
and more split.
I
had
never
done
so before,
nor
have I since,
but
Nick
and
I stopped
for
a good stiff
drink on the way
home.
VINTAGE AIRPLANE
-
8/12/2019 Vintage Airplane - Jun 2000
10/36
by H.C. Frautschy
The March Mystery Plane stumped
the lot of you. It was the Sumerville
biplane, built in 1912 in Coal City,
Illinois. Mr. Sumerville was a local
businessman with interests in a local
wire rope
manufacturing
concern
and the electrical power generating
station
.
He
served Coal City as its
mayor, and kept active
as
an inventor
well into the 1940s. In 1904
he
be
came
the owner
of
the
first
automobile in Coal City.
In 1911 and 1912, Somerville cor
responded with the British journals
Aero and Flight Journal sharing his
ideas concerning
the
merits of up
turned wingtips, which he viewed
as
being a noteworthy idea to enhance
lateral stability.
I
am
pleased
to
state that
th
e
ma
chine showed
such
wonderful stability
in
th e air that 'the knockers have all
quit. '
Now
th
e upturned wing tip
ha
s
8
JUN
2
found friends. The aviator said that
when he
banked
the
machine
she
would
insist
on
coming back to an even keel,
and he demonstrat
ed
th e wonderful
stability of the machine by banking
and letting her come back herself. I
have spent my private fortune and
three years
of
my time in developing
my
ideas.
Now
I
ex
p
ect
to
ge
t
financial
aid to continue in the gam
e.
- W.E. Somerville, in correspon
dence with liThe Aero, August,
1912.
He tried the idea on a few biplanes
and a monoplane, all of his own de
sign. Earl Daugherty and E. Korn flew
the
airplane,
as we
ll
as Somerville
himself.
As described in Aeronautics, Sep
tember
1912:
liThe stability
of
the
machine in the air
was
something ofa
revolution to my aeronautical
friends
who
saw
the test. The aviator, Edward
Our Mystery
Plane this
month
comes from the files
of
aviation his
torian
and author Pete Bowers, EAA
317). We'll give you a
hint-the
pic
ture
was taken in Arrigo Balboni's
famous aircraft junkyard in
1941.
Send
your answers
to: EAA, Vintage
Airplane, PO Box 3086, Oshkosh, WI
54903-3086. Your answers need to be
in
no
later
than
July
25, 2000 for in
clusion in the September issue of
Vintage Airplane.
You can also send your response
via e-mail. Send your answer
to
vin
Be
sure to include both
your
name
and address in the body of your
note
,
and put
(Month) Mystery Plane in
the subject line.
Korn, exp
l
ained after
he
landed
that
he
was
astonish
ed at
the
flying
qualities
of
the machine. The machine,
on
being
banked, would
in
sist on always coming
back to
a l
eve
l keel. There is no
question
but that inherent stability is possible
without
sacrificing efficiency.
liThe wings spread total
47
ft. There
are
five
7-foot
sections,
the curved
wing-
end
making up the balance. The
spacing
betwe
en
planes
is 5-1/6 .
liThe
control system is of the Farman
type. A Hall-Scott 8 h.p. and another
50 h.p. engine designed by Somerville
hims
elfare being
used.
The control system description
is
interesting:
liThe ailerons
offer
a resistance
on
the
high
side
as
well
as
opening the surface;
nothing is done to
the
low side in correct
ing lateral balance. Both the
systems
A
and
B
hav
e been
tested. The
B system is
mor
e efficient but s
lower
in
ri
ghting
ef
fect.
With properly
designed
plane
in
combination with upturn
ed
wing
tips.
Ailerons are not necessary as the ma
chine will automatically
maintain lateral
stability,' says the inventor, 'but we
found that some mechanical system
must be used when getting up, or landing
especially in
a side
wind,
as the upturned
wing
s
act too
sl
ow
. After
the machine is
in
th
e
air
it will take care of itself later
ally, with an occasiona
l
touch
from
th
e
rudder on the high
side.
'
One of our regular contributors to
Mystery Plane is away at college, but
he wrote in to acknowledge the
pass-
ing of two great folks who have kept
mailto:[email protected]:[email protected] -
8/12/2019 Vintage Airplane - Jun 2000
11/36
n history alive:
What a true loss it s to the aviation
the passing o both
Juptner
and
Lennart Johnsson.
played great
roles
in keeping
our
heritage alive.
Mr.
uptner's A T e
volumes
are the
o
any
true
antiquer.
I
used
to
sit
my
room
at night
reading
his
books
o doing
my homework. I
was
fascinated how much work
he
put
with each airplane. The
stories he
and his
delightful style
o writing
me feel like I was right there in
era as a spectator.
I know less about
Mr. Johnsson,
but
work
on
www aerofiles comis the
that I have
seen on the web. Aero-
, like Juptner's work with the
T e volumes, has paved a path for
generations
to learn about our
heritage on
the
web.
Sincerely,
Nick Hurm
Spring Valley, hio
. . . .
-.
William E Somerville and
his biplane powered by
an 80 hp Hall-Scott. It first
flew on August 4 1912.
1912 Somerville
uto-
Stable Biplane.
One of the pilots of the biplane
Mr.
Earl
S Daugherty.
Somerville in the Coal City electrical power generating station.
. Somerville enjoyed machinery
of
all types and was the owner of
first automobile in Coal City Illinois.
VINTAGE
AIRPLANE
9
http://www.aerofiles.comis/http:///reader/full/files.comhttp://www.aerofiles.comis/http:///reader/full/files.com -
8/12/2019 Vintage Airplane - Jun 2000
12/36
Variable itch ro s
By
Jim ddig as
t
ld
t
Hugh Jones
EAA
Chapter
44
Editor's Note:
lA Chapter 44 in Rochester, New
York had the good fortune
to
have
Jim Reddig as one o its members.
A
veteran o the
early days
o
aviation,
his engineering expertise
made him
one
o
the Golden Age
o
Aviation s best-
known designers.
A shining example
o
his work
is
the classic
Fleetwings
Seabird
amphibian.
Jim was an
active member
o
Chapter
44,
and
Hugh
Jones
and
fel-
low members
recognized
what a
treasure
they had in their midst. They did their
best to capture as
many
o
Jim s
stories
as
possible, and published them
in
the
Chapter 44 newsletter.
From
time to
time, we ll share them with you.
Jim
passed
away
in 1994.
In
the
mid-30s
the navy
was sup
porting development
of
three types
of
variable-pitch propeller:
the
Hamilton-Standard hydraulic-con
trolled
system,
the Curtiss
Electric
propeller, and the SMITH
propeller
that was operated entirely mechani
cally. The pilot had a manually
operated
control
in
the
cockpit by
which, through mechanism, he could
vary
the
pitch of his propeller blades.
Early
Grumman
biplane fighters join
ing
the fleet were equipped
with
SMITH propellers. Remember
those
pregnant looking fat-bellied airplanes
with retractable landing gear?
And one
of
these, taking off from
an
aircraft carrier out
of
San Diego
suffered loss of
power
on
launch
and went
down into
the sea directly
ahead
of the oncoming
carrier. They
had the good
fortune
to be able to
get
a
line
to
the
floating
aircraft;
legend
leaves
some
doubt
that the
pilot even
got
his feet wet.
The
air
plane
was
promptly hosed down
with
fresh
water and,
brought
ashore,
was soon packaged onto a
railroad
car
and shipped to
the
Naval Aircraft Factory at the
1
JUNE 2
Philadelphia Navy Yard for
clean
ing, repair
and
refurbishment,
inspection,
flight test and
return
to
the
fleet.
This
included
complete
teardown examination of the
SMITH
propeller and re-assembly
with
the
blades carefully
reset
to
their proper pitch.
The reassembled
airplane was test-flown at Mustin
Field, inspected and
signed off
for
return to
San Diego.
While
the
as
signed navy
ferry pilot had
never
flown one of the
exciting,
new
Grumman fighters, no
one
seemed
to have felt concern
in the
matter.
Wa-a-ay off schedule, he stag
gered
into the
Great Lakes Naval Air
Training
station in Chicago
and
plunked
the thing
down. Everybody
was
saying,
Where
the
hell have
you
been,/I etc.
And he says, "Guys, this is the first
Grumman
I've ever flown,
and
if this
is the 'GREAT Grumman' I've been
hearing so
much about-it
stinks./I
Well, now, Ensign, what's the
trouble?"
''It
won't
take off,
it won't
climb,
it's
got
no ceiling, it runs hot and it
vibrates like hell./I
Well, obviously,
you
don't know
how to
fly a
Grumman,
'cause
that's
a great airplane. You stand down and
get
the Lieutenant here to
take it
onto the
West Coast."
So
again, way
behind schedule,
this Lieutenant makes it on into San
Diego, but he has the
look of
being
wrung
out
when
he checks in.
And he says, "Guys, that airplane
is
all wrong. I have
had
it checked
at
five airfields
on
the
way out
here.
TW A mechanics were
good
enough
to come over
and
they
went
over it.
And
I've
been in
and out
of it
and
there's
something definitely wrong.
I t stinks I had to land on the
road
and
taxi across
the
Rocky Mountains
It
didn't
have
enough ceiling to get
over /I
They turned to some old aviation
chief
there
and
said, "Go look
at the
guy's airplane.I
He's back
in
10 minutes, lit
up
like
a lamp and he says, "Excuse me lieu
tenant, you
said
you checked that
airplane?"
Oh
boy, have we checked it "
You
say
TWA
checked
it,
and
American checked it, etc. ?"
"Yeah./I
If I'm not asking too
much lieu
tenant, he says, "will you come out
and look at
the
airplane with me?"
They go out and the chief
says,
"Just look at it."
"Yeah, well
?/I
He
couldn't' see anything wrong.
Lieutenant,
will
you
please
step
over and pull
the
engine through?"
The
minute he put his
hands on
the propeller, he lit up He knew His
hands were curled over
the rounded
leading edge of
the
propeller
The SMITH was perhaps the
only
propeller in history where you
could
get the
blades in
backwards
The pitch of
the
blades had
been
set
accurately at Philadelphia, on
the
big steel surface plates
with
big
protractors
and everything,
but
they
were 180 degrees around And
this thing had flown across the
continent
with
the
sharp
trailing
edge plowing ahead and the
rou
nded
part on the back.
Of course,
in
the
Navy, every inci
dent gets written down on a piece
of
paper. The
form was known
as a
Trouble Report. Roy (Grumman)
had
this
thing, this Trouble
Report say
ing, "Propeller blades
in
backwards"
framed
and
displayed for
many
years.
His wonderful new airplane had just
crossed the
country with
the pro
peller blades on backwards . . . . .
-
8/12/2019 Vintage Airplane - Jun 2000
13/36
LAKELAND-FLORIDA
-
8/12/2019 Vintage Airplane - Jun 2000
14/36
(Previous Page There s always a big Swi ft cont ingent
t Sun
n Fun, and
the
2000 edition
of
this year s fly-in was no exception.
From
the
stock edition
to the
bubble-canopied modifieds,
the
Swift Club and
their
members were there
to
show off
their
favorite
airplanes.
Steve
Larmore and
his
wife
Virginia Reidy
of
Islesboro, Maine pulls in close
with his 125
hp 1946 Globe
GC-1
B Swift.
Row upon row of beautiful airplanes.
H.G. Frautschy
Howard DGA 15s are
always
a beautiful
sight
during a fly-in. This one
s registered to
John
Brausch
of Medina Ohio.
12
JUNE
2
-
8/12/2019 Vintage Airplane - Jun 2000
15/36
DeMarco in
the
Camel "shoots
David King in
the
the
over Lakeland.
David and
the
rest
the gang
from
the Old
inebeck Aerodrome
before each daily
Can
you
find
your
airplane in this
overhead shot
of
the
Vintage
parking area?
H.G. Frautschy
From left
to
right,
Dr.
Paul
Sensor
friend Bill
Ege
and
Paul's
brother
Donn
flew
Paul's Stinson
8E
Reliant
from Iowa.
It
was selected
the Reserve Grand
Champion Antique.
-
8/12/2019 Vintage Airplane - Jun 2000
16/36
Stearmans always
get plenty of atten
tion, and this one
sure does. Freddy
Vyfvinkel
of
New
Smyrna Beach
Florida rebuilt and
flies this award-win
ning example of
the
Boeing Stearman
B75N1.
Paul Bartman of Ocala, Florida
brought this very nice 1956
Cessna
182. Former
owner
Bob
Carpenter says it looks as
good
as it did when it was repainted
about
ten years ago.
H.G. Frautschy
This year s Sun n Fun
Antique
Grand
Champion was a
Howard,
Ed and Barbara
Moore s DGA-15P.
-
8/12/2019 Vintage Airplane - Jun 2000
17/36
Mark Schaible
H G Frautschy
Steven Smith left) and his
brother Bill restored th s Sti nson
108-1 (above). Years ago, it used
to
belong
to the family. Now it s
back
home. It was
chosen to be the Best Custom
Classic
award
winner.
Bill
and
Steve
hail
from
Long Beach, California.
VINTAGE AIRPLANE
5
-
8/12/2019 Vintage Airplane - Jun 2000
18/36
axand Rene Davis
own
the only flying
Stinson
SR-6A just restored by
Howard and Joyce Kron of
Clara
City
Minnesota It
was chosen
to
receive
the
Antique Best
Cabin trophy.
H.G. Frautschy
Galen Hutchison
of
Harrison Arkansas
brought
his Kinner
K S
powered Brunner-Winkle Bird
BK.
t was first restored by the late Glen Short of
Neillsville Wisconsin.
16 JUNE 2000
-
8/12/2019 Vintage Airplane - Jun 2000
19/36
You
don t
see
too many Champion 402 Lancers on the flight line
(there
weren t
that
many made)
so
each one
is
an oddity. This
one belongs to Virgil Rothrock, Jr., Streator, Illinois.
Nicholas Pierce flies this
nice Lycoming-powered
Monocoupe 90A, serial
number 749. He s from
Wilmington,
North Carolina.
H.G.
Fr
autschy
Th is custom ized
Luscombe was
presented with
the Outstanding
Classic
Aircraft
trophy. It s owned
and flown by
Mark
and Yvonne
May
of
Chapmansboro,
Tennessee.
VINTAGE AIRPLANE 17
-
8/12/2019 Vintage Airplane - Jun 2000
20/36
H.G. Frautschy
Sometimes the simplest
of
color
schemes can be the most
effective. John Patterson s Stinson
10A is living proof that simple
can
be beautiful.
were cer
at
n
Fun
with
a
shiny
new
to
Joe
L
of
Naylor,
won
the
Custom
for his
J-3 Cub.
H.G. Frautschy
H.G. Frautschy
Piper
Pacers
are one
of
the darlings
of
the
short-wing world, and this prime
example flown to Sun n Fun by Geoff
Newcombe
of
Vero Beach
FL is
very
well maintained.
It
won one
of
the
Outstanding In Type -Contemporary
awards
at
Sun
n
Fun.
-
8/12/2019 Vintage Airplane - Jun 2000
21/36
s 1958 Cessna
172 has
been convert-
a handsome taildragger
EAA photographer
Mark
Schaible
really
captured the beauty
of the 1935 Waco
YOC owned and
flown by Bob Jaeger
of Allentown
Pennsylvania
It was
picked
to
receive
the
Antique-
Contemporary
Age
award.
VINTAGE AIRPLANE 9
-
8/12/2019 Vintage Airplane - Jun 2000
22/36
The International Sport Aviation Museum (ISAM) locat
ed
on the Sun n
Fun
grounds are a great place to stop
for a few hours. The museum has many artifacts on dis
play from
their
recent acquisition
of
aviation items
from
the Howard Hughes estate. The Hughes XF-11 wind-tun
nel model in the foreground, just in front of the
Anderson Kingfisher, is part of
that
collection.
Remember one of the
brightest antique airplane
color schemes that
of
the
Cessna Airmaster? Those are
the
same
shades on Jim
Herpst's Taylorcraft. We'll
bet you can really
see
this
one in the pattern
Another very nice restoration was the clipped-wing J-3
Cub owned by David Brown of
Rock
Hill, South Carolina.
His custom cockpit was tastefully done with standard
Cub instrumentation.
20 J
UNE
2000
-
8/12/2019 Vintage Airplane - Jun 2000
23/36
he
Piper Comanche is fast becoming one of
the favorites of the Contemporary category
This one came to us from Texas
flown
by Larry
Cheatwood of Fort Worth
-
8/12/2019 Vintage Airplane - Jun 2000
24/36
EAA AirVenture
\I
R\ ENTURE
M U S U M
Museum Discoveries
GEE
BEE
WING
E
ISN T JUST A PLACE TO VISIT ONCE A YEAR. THE
OTHER
51 WEEKS
OUTSIDE OF AIRVENTURE ARE ALSO A GREAT TIME TO VISIT THE AIRVEN-
TURE MUSEUM. THERES PLENTY TO SEE, AND ON A REGULAR BASIS WELL
HIGHLIGHT SOME OF
THE RTIF CTS ND DISPL YS
VINT GE AIRPL NE
ENTHUSIASTS WOULD FIND INTERESTING.
First
on
our
tour
is
one of the
few remaining genuine artifacts from a Gee
Bee
aircraft. Pictured
on
these pages is the right wing from the Gee Bee Model E Sportster first registered
as
NC-72V. Later it
became NX-72V when the
CAA
made a regulatory change that moved the airplane to the experimen
tal category This particular Gee Bee was built to order for Mr. Bill Sloan of Rochester, New York,
who had briefly owned and flown the previous Gee
Bee
E built, NC-46V. As written in Henry Haffke's
Gee Be
e-Th
e Re
al Story of th
e
Granville
Brothers
and
Their
Marvelous Airplanes :
He had added
SO
hours to its [NC 46V] log when Zantford Granville contacted him and asked if he
would return
the
aircraft to the Granville Company. Granny needed a plane to enter in
the
upcom
ing Ford Air Tour and didn ' t have time to build one.
He
promised Sloan that he would build him a
new Sportster if he would return NC46V.
Bill
Sloan later admitted
the
prospect of having an airplane
built especially for him was most attractive, and was an offer he couldn t refuse, so he returned the
y
H
G
Fr
autschy
JUNE 2000
-
8/12/2019 Vintage Airplane - Jun 2000
25/36
Bee to Granny.
When the new plane was
in August, it would
to be the last Model E
S N
4; NCII044
N 6; NC46V, S N 7; and
S N
8.
(According to
Henry Haf
the phantom Gee Bee E
to as NCll041 never
was in fact a poorly
NCI1044.)
Sloan
eventually logged
hours in his yellow and
E, (with a grand
of 1 040 hours in
and
NC72V) flying
tics and racing the air
. As the noose tightened
the nation's economy during ing his landing. The collision killed
the field
that
had
plenty
of room,
was
tight
the
husband
and wife in the truck, and leave him
no
other choice but to
or a wealthy sportsman pilot but the life of Don and the couple's
land in a
much
shorter field.
He
ran
,
who
sold NC72V
to
baby were spared. The Gee Bee
was
into
a fence, once
again
wrecking
yman of Philadelphia. later taken back to Springfield, where the Gee Bee. Thankfully
Walters
to famous air
show it was
rebuilt. Interestingly, the CAA
wasn't
hurt
,
but
the Gee Bee
was
to
Johnny
Crowell, who cam- tag now inside the wing states it was taled.
1934 until built 1-10-34. In 1973, Bill Sweet advised EAA
.
At that time
it was the last
Walters was flying
again
on
the
Founder Paul Poberezny that a friend
flying Gee
Bee.
airshow circuit when the engine quit of his, Tallie Holland EAA 9300) of
Crowell traded the Model E to
Bill
on
him while he
was
practicing aero Columbus OH, had the wing of
and
Don
Walters of Bill batics near Indianapolis Indiana. NC72V in his possession. He was in
's National Airshow. Walters After setting
up an
approach to a
terested in donating
it to
the EAA
the Gee Bee in the shows
until
field, he
worked
to restart the
en-
museum , and as soon as arrange-
day at an
airshow in
Texas, a
gine. t came back to life for about a ments could be made,
the
wing
was
pulled out onto the field dur- minute
just
long enough to clear transported to Hales Corners, Wis
consin, the original home of the
EAA
Museum.
color scheme of the airplane was
white
and red
with
a medium blue pinstripe.
t now rests in the center of
the
EAA AirVenture Museum's
Air
Rac-
ing Gallery, just to the west of Steve
Wittman
's Bonzo
and
tucked under
the left wing of the full size Laird
Su-
per Solution replica. Still covered in
the fabric used after the second re
build
the airplane ' s final color
scheme of white, red and a
thin
1/4
medium blue pinstripe
is
still visible.
The Gee Bee Model E wing
on dis-
play at the EAA AirVenture Museum
in Oshkosh, Wisconsin.
......
(left) and Bill Sweet
at
the Port Columbus, Ohio airport in 1938
with
NC7 V . The
Another view of the airplane
prior to
its tenure
with
Bill Sweet s National Airshow.
For Museum hours and
admission
information
please
call 920/426-4818 or
point
your
web browser
to
www.eaa.org.
VINTAGE
AIRPLANE
23
http:///reader/full/www.eaa.orghttp:///reader/full/www.eaa.org -
8/12/2019 Vintage Airplane - Jun 2000
26/36
PASS
T
TO BUCK
by
E.E. Buck Hilbert
EAA
#21 VAA #5
P.O.
Bo
x 424 Union, IL 60180
LAHSO and other
Hot Buttons
The recent hullabaloo about
the
Landing and Hold Short
procedure
has been complicated enough, but
now comes
word
that
there
is an
F Bulletin dated 03-30-99 that
specifically
prohibits
accepting
this
type of clearance for part 91, (that's
most
of
us )
without training
and
compliance with the intent of this
bulletin.
For those of you with the capabil
ity
to access Bulletin FSGA 99-02
titled General Aviation 14 CFR Parts
91 and 125 Land
and
Hold Short Op
erations
LAHSO)
under part
2,
there
are all kinds of methodologies
FAA
word) and computations
and
sources
of information to accomplish this
training.
t sure
gets
complicated,
but when it 's all
condensed
and di
gested it
amounts to
the
authors
trying to
impart
common sense to
the
situation. The factors to consider
before accepting the clearance are
basically the runway length avail
able, and if the
airport (and runway)
is
approved
for
the operation?
Are
there guidance cues like runway dis
tance markers, lighting, signs, etc.?
Did you
compute
the reqUired land
ing distance? Have you checked one
of the most important factors;
the
re
jected
landing
procedure
and
capability of the aircraft?
It is my opinion, the best course
of
action is to
refuse any request to
LAHSO by
the
tower controllers.
You
haven't the
time, or the resources in
the
cockpit, in
most cases, when
turning final and receiving a clear
ance
to
Land and Hold Short
to
4 JUNE 2
immediately assess
the
situation and
comply
with
all
the demands
out
lined in this bulletin
and
be legal.
Specific airport information needs
to be available. The Training criteria
is
generic and doesn't
cover
every
airport, so beware of the pitfall of ac
cepting
the LAHSO
Clearance. This
is
another case of the F regulations
where
one section
undoes what
an
other
section proclaims as the rule.
Every flight, every day,
is
hazardous
to your certificate. Somewhere,
buried
in
the mass
of
regulations
,
there
is
a rule
that
can
hang
you.
GPS
Navigation.
Another pitfall? I recently read of
a
typical
Dilbert operation.
t
was
about an
examiner
conducting a
flight test.
He
asked the test-taker
to
plan a cross country.
The
guy said
something like, "No Problem,
what
are the coordinates of the destina
tion? He
then
put
them
into his
GPS and
away
they went
. About fif
teen
or
twenty minutes into the
flight
the
examiner reached over
and
turned off the GPS.
You
know
the rest of
the
story
he was not only lost, he busted the
Check
"Storal of the morey?" Use
GPS
as
a back-up and be aware of where you
are
and the
progress of
the
flight
at
all
times.
Have
that Flight
plan in
hand
and
do it right
Having your finger on the sec-
tional
pointing
to
your current
position
is
a pretty good crosscheck
too
-HGF)
Runway Incursion
Another "HOT" topiC
these
days
are
the
runway incursions that seem
to be rather vexing to our Fuzz. Un
derstandable, because
they do
cause
some hairs to stand on end,
and
rightfully so. This
is not
just
an
air
line airport problem - it involves all
of
us and
dates right back
to Com-
mon Pilot Responsibility. On your
personal "Before Flying Checklist,"
you
should
have
a
reminder to
ac
cept
the
Responsibility of
Command. The instant you
take
control of that aircraft, or any vehi
cle for that matter, whether a bicycle,
scooter, ATV, boat or whatever, YOU
and YOU
ALONE
are responsible for
its
operation.
t
becomes a lethal
weapon
and
can do damage if misdi
rected and allowed to run loose.
Before you even
contemplate
op
erating
any
vehicle you should have
a
plan in mind.
When
you
tighten
that seat belt and before you start the
engine, safe and responsible opera
tion should be on your mind.
Be
ahead of your airplane - way ahead
Plan
your
taxi route
with your head
on
a swivel.
Don't
rely
on
a tower
controller to
taxi for you. "Progres
sive taxi clearance, please," are
the
words if you are unfamiliar with
the
airport
la
yout.
Don't ever ask the controller for
Instructions.
He is
NOT an in
structor. He can issue a clearance to
taxi, etc., but if
he
starts instruct
-
8/12/2019 Vintage Airplane - Jun 2000
27/36
Instructor Cer
number.
You
are in control
the aircraft,
he
is
in the tower
He is
an advisor
with the
re
of providing traffic
f
he issues a clearance
is
confusing or in error,
put
a
the
situation right
then
and
Don't
do
another thing
until
both have a clear understand
the situation. The
command
is
still
Mistakes will
We are all human
and
we
but with
and a little caution
wariness )
the
risk
can
be
At
dirt
fields
and uncontrolled
use your head, stay alert
and
is now
the second set of
is lacking, so it's
even
more
that you maintain
the
the
and the unexpected.
And while we are on
the
subject
being mentally prepared
-
do
review your options before you
that
throttle? Have you a firm
mind
if
that
engine quit
on
We
recently had the pilot of
Eagle
at a small Restricted
Area
near here try to make
to the field when his engine
on
takeoff. He
is
still try
to figure
out what happened
hospital bed, and the Eagle
a total loss.
He
ran
out
of all his
the same time. The Eagle
then
cartwheeled
into
a
hundred
feet
short
forty-five degrees
to the run
just
wasn't prepared
the situation. f he had
his
actions
prior to
the
throttle, maybe
the
re-
so drastic.
Oh
yes,
yn the GPS item
- Cy
y says, "No problem,
he
just
out
his portable
GPS
and
Over to you,
f
~ t c k .
News from page 2
from home computers varies widely,
so
at
this time
we'd
prefer
to
work
from regular
photos. Please don't
write directly
on
the
back of
the
pho
tos
(the ink often winds
up on the
photo next to
t
in
the
envelope ).
Just jot down some of
the
particulars
about the airplane on a sheet of pa
per or small
note and tape
it
to
the
back of the photo. We look forward
to seeing
what
you've been working
on
METAL SHAPING AT
AIRVENTURE '2000
EAA and the
Vintage Aircraft As-
sociation will again present our metal
shaping
forum.
Just
as in 1999, t
will be in
the
workshop
tent
next
to
the
V
AA
Headquarters, just east of
the Theater in the Woods. The same
group of highly skilled craftsmen has
been invited to
return. Again, you
will see the compound
curve in
sheet metal being formed using nu
merous methods. From
the
hollowed out tree stump and Mar
vin
Wahl's
Box Elder
mallet to
the
Pullmax
machine,
we will be shap
ing metal. English wheels,
kick
stretchers
and
shrinkers,
hammers,
dollies, slappers,
spoons,
forming
heads,
and shot
bags will be demon
strated
too. Ever
heard
of a
"snarling tool?" We will have some.
demonstrations
in
next
month's Vin-
tage
Airplane
f you
have
any questions
about
our metal shaping activities planned
for AirVenture '99, you can call V
AA
Director
Steve Nesse
during
the
evening between
9:00-10:30 p.m.,
CDT,507/373-1674.
DEHAVILLAND DINNER
AT OSHKOSH
f
you're a devotee of
the
deHav
illand Moth and its brethren, mark
your calendars.
Friday July 28,
2000 join
them for a
deHavilland
Moth Club Dinner at
7:00
p.m.,
The event will be held at The Belle
vue,
located
in
the Pioneer
Resort
and Marina, 1000 Pioneer
Drive,
Oshkosh, overlooking
Lake
Win
nebago. All worldwide deHavilland
and
Moth fanciers are welcome.
Their private
room
will feature a
cash bar along with a special seafood
menu, a Friday
night
tradition in
Wisconsin. Don't forget Friday's
Moth Forum during AirVenture.
Send your RSVP by July 15
to:
Steve Betzler,
email: stevebtz@
cedar.netor FAX: 262-538-0715.
CRO
SS
W
IN
D CORRECTION
In last
month's
issue,
the
artwork
showing control
stick placement
while taxiing
with
a
quartering
tail
wind
was
incorrect. Here's how t
should look: . . . . .
Remember
this is hands-on - r L
PL
CEMENT OURINGT ONTRO XnNG
don't
just stand there and watch,
ry it yourself.
Our invited craftsmen will pre
sent
a
variety of projects from
continuous
video
presentations
to the construction of various air
craft related components, along
[I i J
[ill]
?
Quartering Right Quartering Left
Tailwind Tailwind
with the
methods
of creating
quick
(minutes,
not days) syn
thetic gypsum molds, along with
Quartering Right Quartering Left
Headwind Headwind
methods
on
production
tooling
in epoxy tooling foam, all meth
ods,
materials
and techniques
used
in
the
prototype
and
one
off
production
of
glass,
epoxy
FRP aluminum and steel tooling.
~
e'll have a listing of
the
various
m m
resentations and hands-on
reviSed 6100
VINTAGE IRPL NE 25
http:///reader/full/cedar.nethttp:///reader/full/cedar.net -
8/12/2019 Vintage Airplane - Jun 2000
28/36
PROPEL YOUR
PROSE
ONTO THE PAGES
OF
VINTAGE AIRPLANE
Want to be famous?
Want to see your plane or pearls of wisdom in print?
WRITE
AN
ARTICLE
FOR
VINTAGE
AIRPLANE
We re always looking for technical articles and photos
ofyour latest restoration. e can t offer you
money,
but we
can make
you a
hero
among yourfellow
Vintage
Aircraft enthusiasts.
Send your submissions to:
Editor, Vintage
Airplane
P O Box
3086,
Oshkosh,
WI
54904
For
pointers on format and content , feel free to call
9
/426-4825, or E-mail
at:
Fly high with a
quality Classic interior
Complete interior assemblies for do-it-yourself instal/ation.
Custom
quality
at economical prices_
Cushion upholstery sets
Wall panel sets
Headl iners
Carpet sets
Baggage compartment sets
Firewall covers
Seat slings
Recover envelopes and dopes
Free
catalog
of complete product line.
Fabric election Guide showing actual sample colors and
styles of materials: 3 .00.
Q i r t ~ R O D U T S
INC.
259 Lower Morrisville Rd
.,
Dept. VA
Fallsington, PA 19054
(215) 295-4115
www.airtexinteriors.com
Discounted
Pilot
u ~ ~ l i e s
N A M E
B R A N D
P R O D U C T S
D I S C O U N T E D P R I C E S
E V E R Y D A Y
S E C U R E
O N L I N E O R D E R I N G
M O S T IT E M S A V A I L A B L E F O R
I M M E D I A T E D E L I V E R Y
1
0 0
S A T I S F A C T I O N G U A R A N T E E
pilotportal com
T H E P I L O T ' S
S U P E R S T O R E
Jeppesen Flightcom ASA David Clark Cencal - Pilot Avionics
mailto:[email protected]:[email protected]:[email protected]:///reader/full/www.airtexinteriors.comhttp:///reader/full/pilotportal.commailto:[email protected]:///reader/full/www.airtexinteriors.comhttp:///reader/full/pilotportal.com -
8/12/2019 Vintage Airplane - Jun 2000
29/36
In
alendar
following list ofcoming events is fur
to
our readers as a matter of
only
and
does not cons
t
itute ap
l,
sponsorship,
invo
l
veme
n
t, contro
l
or
tion of any event
(fly
-in, seminars, fly
etc.)
listed. Please send the informa
to
EAA ,
Au: Vintage Airplane
,
P.
o.
Box
WI
54903 -3086.
I
nforma
should be received
four months
prior
to
event date.
Regional Fly
In
s shown in
bold
.
10-11 - SUGAR GRO VE, LL - Aurora Mu
nicipal Airport. EAA Chapter
579
co -hosts
16th
annual Fly-In and Open House. Breakfast and
Lunch on field,
pilots
with
a full
airplan
e
ea
t free
breakfast
.
Info: Alan Shackleton, 630
/
466.4579
.
E
10-1
I -PETERSBURG, VA - Petersbllrg-Din
widdie Airport. Virgil,ia State EAA Fly-ll,.
11,
fo:
www.vaeaa.org
10-11 A LLI
ANCE, OH
A
lliance-Barbel'
Airport (2D1).
Military
Vehicle
Show and Fly-in.
Food
all
day
.
Info: Forrest
Barb
er
330/823-1168
or WWlv.taylorcrafi.org
15
- 18
- ST.
LO
UIS, MO
A
merican
Waco
Club Fly-In, Creve Coeur Airport. Contacts: Phil
Coulson, 616/
624-6490 or
Jerry Brown, 317/535
8882.
15-18 M IDDLETO
WN,
OH - HookField,
10th National Aeronca Convention. Fri. steakjiy,
Sat.
Banquet,
ca
mping, Aeroncafactory tours
(most
likely
the
last
tours
ever )
Info :
Jim
Thomp
son, PO Box 102 , Roberts, lL 60962-0102.
217/395.2522 (evenings)
17-C
OOP
ERS
TO
WN, NY-(K23) Old Airplane
Fly-In and Br eakfast. 7: 30 a.m.-Noon. Info :
607
/
547-2526.
17-KOKOMO, IN-Kokomo Municipal
Airport
(OKK).
EAA /
AFA
Fly-In /Drive
-In
all you
ca
n eat
breakfast.
7
-11 a.m.,
also
FAA Wings
Safety
pro
gram.
17-COOP E
RSTOW
N, NY
Cooperstown/Westville Airport (K-23). Old Air
plane Fly-In and breakfast,
EAA
Chapter 1070.
7:30-Noon
Info: 607/547-2526.
18
-
SOMERSE T, PA
-
County Airport
(2G9) Somerset Aero Club 58th annual Fly-In
breakfast.
8
a.m.
-
Noon, Chicken
BBQ
Noon-2
p.m.
24
-
PROSSER, WA
-
WAA Chapter 391
Fly-In breakfast. 509/735-1664.
24-25 - WA
LWORTH, WI - Bigfoot
Fi
eld
(7V3).
Pancake breakfast/brunch. Rides and dis
plays
of
vintage aircraft. warbirds and
experimentals. 7 a.m.-I p.m. Info : Info: 815 /
385
5645.
JUNE 24
-
GRANSONVlLLE, MD
- 4th
annual Tal
isman Field picnic and Fly-in. Grill items and
drinks provided
-
bring a salad, covered dish or
dessert. Bring the spouses
and
children. Info:
co
n
ta ct Art Klldner, 410-827-7154 or
talisman@ riend.ly.net
JUNE 24 -25-LONGMONT, CO LORADO EAA
R
oc
ky Mo untain Regional Fly-In " ,fo: 303/442
5002 or
ww
w.greeleynet.co
lII
/eaaregional
lind
ex.
MIII
JUNE
25 -
NIL ES, MI - Jeny Tyler
Memorial Air
port. EAA Chapter
865
Pan cake Breakfast. 7
a.m.-1
p.m.
Info: Ralph Ballard,
616
/
684-0972
or
Jim
Van
Hulle.
219/
271-8533.
JULY 4-MT. MORRI
S,
IL- (C55) Ogle Cou nty Pilot's
Assoc.
and EAA Chapter 682 Fly-In breakfast. 7-11
a.m
. Info: Glen
Orr
815/732-7268 or airport
at
815
/
734-6136.
JULY 5-9 - A
RLI
NGTO
N, WA - No
rthwest EAA
Fly-ln. " r o: 3
60
/435-5857or
www./IIvea
a.org
JULY
78 LO
MP
OC
,
CA
-
Lompo
c
Ailport. 16th An
nual West Coast Piper Cub Fly-In. Info: Bruce
Fall,805/
733-1914.
JULY
7-9 -
ALLIANCE, OH
-
Alliance-Barber
Ai/port (2 DI). 28th Annual Taylorcraft Own ers
Club Fly-In and Old
Timer
's R
erm
ion. Displays,fo
ntms, workshops, Sat. evening program. r e a ~ f a s t
Sat.
and SlIn. served by EAA Chapter 82. Info :
Brll ce Bixler. 330/823-9748, Forrest Barber
330/823-1168 or Wlvw.taylorcraji.org
JULY 15-COOPERSTO
WN,
NY-(K23) Old Airplane
Fly- I and breakfast. 7:30 a.m .-Noon. Info:
607/547-2526.
JUL
Y 15-DEKA LB, LL-DeKalb Muni. Airport.
DTMA
Transportation Expo 2000.
1Ia.m.-4p.
m. Hosted by
th
e city
of
DeKalb, R&M Aviation,
EAA
Chapter
241
and the Chamber ofComm.
Free
admission
and parking.
JULY 26 - AUGUST
1 -
OSHKOSH, WI
EAA
Air Ventll
re
2000. In fo: EAA HQ,
920
-426-4800,
or wWlV.eaa.organd
www.fly
-in .org
JULY
26 -
AUGUST
1-
OSHKOSH, WI - EAA
Con
vention/AirVenture Fly-In. Visit the American
Navion Society in
the
type club tent
in
the Vintage
area south of the
Red Barn.
Allend annual Navion
dinner and Navionfol1lm. Info: 970/245-7459.
JULY
28 -
OSHKOSH, WI - Stinson
Lun
ch at
Oshkosh. Meet at 11:30 a.m.
behind
Theater In the
Woods
for afree
blls
ride to GolfCentral restall
rant.
Pa
y
on
your
own
there. Sign
up
at the Type
Clllb t
en
t or
ca
ll: Suzette Se
li
g, 630/
904-6964.
AUGUST 5-
ELL
SWORTH,
KS- (9K7). EAA Chapter
1127 Fly-In b r e a ~ f a s t
and
Cowtown
Days
Festival.
Info:
Dale Weinhold, 785
/
472-4309.
AUGUST
6 -
QUEEN CITY, MO
-
13th annual Fly
In at Applegate Airport. Info:
660
/
766
-2644.
AUGUST 12
- CA
DILL
AC,
MI
- EAA Chapter
678
Fly- In Breakfast, 0730
-
1100, Wexford County
Airport
(CAD). Info: Jim Shadoan,
231/
779-8113.
AUGUST 131
8 -
SANTA MA RlA, CA - American
Navion Society National Convention. Info:
970/245-7459
AUGUST 19
-
KALAMAZOO, MI - Newman's
Field (4NO . Fly-In
LlIn
ch donation or Dish to
pass.
Info
:
616
/
375-0208 or
375-069/.
AUGUST 19
-COOP
ERSTOWN, NY-(K23)
Old
Air
plane Fly-In and
breakfast. 7:30
a.m.-Noon.
Info:
607/547-2526.
AUGUST 19-5PEA RFISH, SD
-Cl
yde lee
Field.
17th
Annual EAA
Chapter 806
Fly-In. Info: Bob Golay,
605
/
642-2311 (evenings) or c2
Igolay@
mato.co
m
AUGUST 20
-
BROOKFIELD,
Wl -
Capitol
Airport.
17th Annual Vintage Aircraft display and Ice
Cream
Social. Noon
-
5 p.m. Midwest Antique Air
plane Club monthly meeting, and model aircraft
will also be
on
display.
Fun for the entire family.
Info: Capitol Airport, 4141781-8/32
or
George
Meade,Fly-in Chairman, 414/962-2428.
AU
GUS T 25-
27
- MATTOO
N,
IL
-
4rd Annual
MTO Lus
co mbe Fly-In . Lus co mbe jlldging and
awards, forums and banquet. $50 cash
to
Lus
comb e that flies thefartestto allend. Contacts:
Jerry Cox, 2171234-8720 or Shannon
Yoakim
,
217
/234-7120
SEPTEMBER 1-
3-
PROSSER, WA-17th
Annllal
EAA
Chapter
39
Labor
Da
y Fly-In. Info: 509/735
1664.
SEPTE
MB
ER
3 -
MON
DO
VI, WI - Fly- In, Log
Cabin
Airport, Douglas
J Ward
, SI49 Segerstrom
Rd.,
Mondovi, Wl54755-7855,
715
/
287-4205.
SEP
TE MB
ER 2-MA
RION,
IN
-(MZZ)
10th
annual
Fly
/In Cmise/
ln Pan
ca
ke
breakfast.
Antiqlle,
Clas
sic, Homebllilt ,
Ultralight and
Warbird Aircraft as
well
as
all
types
of
classic
vehicles.
Info:
Ray
L.
Johnson (765)664-25 88
SEPTEM BER 3-WA YNESVILL E,
OH
-Red Stewart
Airport (401) 8th Annual EAA Chapter
84
Tail
dragger
Fly-In
and
breakfast (7a.m.-I1a.m.). Info :
Steve Hanshew,
937
/
780-6343.
SEPTEMB ER 4-10-GALESBURG, IL
29th
National
Stearman
Fly-In. I
nf
o:
John Lohmar, 314/283-7278
or 636
/947
7278.
SEPTEMBER 8-10
-
SACRAMENTO, CA
- Go
l
de
n
West EAA R
eg
ional
Fly-
ln.
Inf
o: 530/677-4503 or
WIVlV.gwfly
-b,
.org
SEPTEMB ER 9-MUSCLE S
HO
ALS, AL
-(MSL) 3rd
Anlllla/
EAA
Chapter
615 Cotton
State Fly-In. Info:
Eric Faires
,
256
/
768-0685
,e
SEPTEM BER 9-10-SHIRLEY, NY-Brookhaven Cal
abro airport. 37th
Annual Anlique
Airplane Club
of
Greater
New York Fly-ln.
Rain
date
9/
16 17. Info:
Roy Kiesel;
63 I/589-03
74.
SEPTEMBER
9-
10-STEUBENVILLE, OH-Jefferson
County Airpark (2G2). Airshow 2000 hosted by
EAA
Chapter 859. Info: W.
Van
Nuys, 740/282
7221 or wvannuys@
eo
hio.net
SEPTEMB ER 10-MT. MORRIS, IL-(C55) Ogle
COllnty Pilot's
Assoc.
and
EAA Chapter 682 Fly-In
breakfast.
7-Noon.
l
nfo: Glen Orr, 8151732-7268
or
airport
at 815
/
734-6136.
SEPTEMBER 10-BURLING
TON,
WI-(C52). Pan
cake breakfast.
Hamburg
er IlInch. 7a.m.-3:30
p.m.
SEPTEMBER
J5-17
-
WATE RTO WN, Wl-(RNV) 16th
Annual Byron
Smith
Memorial Stinson
Reunion
.
Info:
Suezette
Selig, 630
/
904
-6964.
SEPTEMBER 16-17-ROCK FA LL S, IL -Whiteside
County Airport (SQ1). North Central
EAA
"Old
fashioned" Fly-In.
Sun.
morning pancake break
fast.lnfo: 630/543-6743 [email protected]
SEPTEMBER
22
-
23
-
BA
RTLESVILL
E,
OK -Frank
Phillips
Fi
e
ld.
43rd Annllal
Tulsa
Regional
Fly-In.
Info
:
Charlie Harris, 918/622-8400.
SEPTEMBER
22
-23-ASHE
BORO
,
NC-EAA
Chapter
11 76 Aerofest 2000 at Smith Airfield. Oldfash
ioned grass field fly-in and pig pickin
.
Unicom
122
.9. Info: JeffSmith, 336/
879-2830.
SEP
TEM
BER
30
-HANOVER, I
N-Le
e 80
1l0m Airport
(641).
Wood, Fabric alld Tailwheels
Fly-In.
Rain
date
10
/
1,
starts al10 a.m. Info :
Rich Davidson
,
812/866-5654,
nx21175th@
aol.com
VINTAGE AIRPLANE
7
http:///reader/full/vaeaa.orghttp:///reader/full/vaeaa.orghttp:///reader/full/vaeaa.orghttp:///reader/full/vaeaa.orghttp:///reader/full/vaeaa.orghttp:///reader/full/vaeaa.orghttp:///reader/full/WWlv.taylorcrafi.orghttp:///reader/full/talisman@!riend.ly.nethttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp://www.greeleynet.colii/eaaregionalhttp:///reader/full/www./IIveaa.orghttp:///reader/full/www./IIveaa.orghttp:///reader/full/www./IIveaa.orghttp:///reader/full/www./IIveaa.orghttp:///reader/full/www./IIveaa.orghttp:///reader/full/Wlvw.taylorcraji.orghttp:///reader/full/wWlV.eaa.orghttp:///reader/full/wWlV.eaa.orghttp:///reader/full/wWlV.eaa.orghttp:///reader/full/www.fly-in.orghttp:///reader/full/www.fly-in.orghttp:///reader/full/www.fly-in.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/WIVlV.gwfly-b,.orghttp:///reader/full/WIVlV.gwfly-b,.orghttp:///reader/full/WIVlV.gwfly-b,.orghttp:///reader/full/WIVlV.gwfly-b,.orghttp:///reader/full/WIVlV.gwfly-b,.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/vaeaa.orghttp:///reader/full/WWlv.taylorcrafi.orghttp:///reader/full/talisman@!riend.ly.nethttp://www.greeleynet.colii/eaaregionalhttp:///reader/full/www./IIveaa.orghttp:///reader/full/Wlvw.taylorcraji.orghttp:///reader/full/wWlV.eaa.orghttp:///reader/full/www.fly-in.orgmailto:[email protected]:///reader/full/WIVlV.gwfly-b,.orgmailto:[email protected]:[email protected]:[email protected]:[email protected] -
8/12/2019 Vintage Airplane - Jun 2000
30/36
VINTAGE
TRADER
Something to buy,
sell
or
trade?
An inexpensive ad
in
the Vintage Trader may be
just
the answer to obtaining t
hat
elusive
part
.
.50 per word, $8.00 minimum char
ge
. Se
nd
your
ad
and payment to: Vintage Trader,
M
Avia
tion Center
P.O.
Box 3086
Oshkosh WI
54903-3086,
orfax
your
ad
and your credit card
number to 920/426-482
8
Ads must be received
by
th
e 20th
of th
e month
for in
sertion
in
the issue
the sec
ond
month f ollowing (e.g., October 20th
for th
e December issue.)
MISCELLANEOUS
BABBITT BEARING SERVICE - rod bearings, main
bearings, camshaft bearings, master rods, valves.
Call
us
Toll Free 1/800/233-6934 , e-mail
[email protected] Web site www.ramengine.com
VINTAGE ENGINE MACHINE WORKS, N. 604
FREYA ST.
, SPOKANE,
WA
99202.
Stinson Parts Wanted. Need copilot brake
pedal setup (complete or parts) for 108-2 restora
tion project . Bart (208) 367-9328, e-mail: olivia@