Vintage Airplane - Jun 2006

8/20/2019 Vintage Airplane - Jun 2006

1/44


2/44

G

J

u N

E

VOL.

34

, NO . 6

2006

CONTENTS

1

Straight Level

by Geoff Robison

2 VAA

News

3

Aeromail

2

Sun

n

Fun

Judging

Results

6 Big

Nick's Scrapbook

Matty Laird's work for Roscoe Turner

by Jim

Rezich

9

Under

the

Wing, In

the

Shade-Sun

'n Fun 2006

Calling all Stea

rman

s and Stinsons, Pipers and Fairchilds,

Moths, Wacos, and more

by Sparky Barnes Sargent

16 Pass It

to

Buck

Turnbuckles

by Buck Hilbert

19 VAA

AirVenture

Map

Guide

24 The Vintage Instructor

Who s

in charge here?

by

Doug Stewart

26

Restoration

Corner

Fa

mil y involvement

by Art Morgan

28

The

Trella T-I06

A thoroughly modern

pusher

from 1949

by Robert

F.

Pauley

STAFF

E Publisher Tom Poberezny

E

Editor·in·

Ch

i

ef

Scott

Spangler


3/44

GEOFF ROBISON

PRESIDENT, VINTAGE AI

RC

RAFT

S

S

OC

IATION

California

dreamin'

and

input

from

our

members

With April showers

hitting

the

Midwest

pretty

hard the first couple

of weeks in May, I was fortunate to

find myself on

the

West Coast where

the weather was delightful and the

vintage

spirit was

found to

be very

much alive and well, not to mention

exciting. It s now mid-May, and at

this particular

moment

in time I am

awaiting a flight

out

of Oakland, Cali

fornia, to catch up with the rain that

is still coming down back home in

the Midwest

and on the

East Coast.

My

time on

the

B-17

tour

has al

lowed me the

opportunity

to

visit

with a number

of

my

vintage

air

plane friends all over

the

country. Old

friends, and some now-new friends,

in the Hayward, Sonoma/Schell ville,

and Napa area really rolled out the

welcome mat for me,

and

a good time

was

had

by all.

As

a lot of you are aware, this area

of the country is absolutely rich with

old

flying machines. In the

more

than two weeks I spent in Califor

nia, I bet I poked my nose into more

having

the opportunity to

speak one

on-one with many of these folks and

responding

to the many questions

and

concerns that have been

raised

with

EAA

and

V Ns

ideas on address

ing

the

aging aircraft issue.

. . . this area of

the cou

ntr

y is

absolutely rich

with old flying

machines.

I really enjoyed the

opportunity

to

partake in personal discussions with

so

many

people in

the

vintage com

munity here

in California, many of

whom are mostly supportive of this

initiative. The opportunity to

ad

dress their questions face-to-face re

ally goes a long way

toward

having

My

response has been

that

we truly

realize we are on somewhat of a slip

pery slope and that we

know

a fair

number of

folks are

concerned that

excessive change in the world of re

storing

and maintaining

old aircraft

could prove to be detrimental if the

changes are

not

carefully formulated .

I have been telling everyone

to

keep

in mind

the EAA and

VAA have yet to

formulate

anything

even close to a

fi-

nal draft of what our proposal would

eventually look like. That s

why

con

structive

comments

from

and

dialog

with

the

membership is so beneficial.

Any time you deal with

the

federal

government, especially on the regu

latory side of

the

house, it must be

done within

an

environment of mu

tual trust.

Presently, we

at

EAA and

VAA

strongly believe that such

an

en

vironment

does exist and, in fact, has

never

been better

between the FAA

and EAA. Now is truly the time to ex

plore this issue further,

and

then

and

only then can

we present a proposal

that best suits and represents the en


4/44

Share the

gift

of

flight

on

International

Young

Eagles

Day

EAA Young Eagles' biggest day of the year is nearly here Thousands of

young people from throughout the world will take to the sky on Saturday, June

10, for the

13th

annual EAA International Young Eagles

Day

IYEO).

More

than 80 000

volunteers have supported the program,

including

40 000

pilots, among them current program chairman, actor, and aviator

Har

rison Ford, who has personally flown 200

Young

Eagles.

Young

Eagles coordinators, remember to report back to Young Eagles head-

quarters about your

IYEO

flight rally at

YoungEagles@eaa org

Register

Your

Type

Club

Gathering

Online

Is

your type club

having

a dinner

and/or

meeting this year during EAA

AirVenture Oshkosh? Send the details

to EAA, and

we ll share

the

informa

tion with

the

membership on the EAA

being served at 5:30 p.m. Tickets for

the event

will be available, as usual,

at

the VAA Red

Barn.

If

your group or

type club

is

interested in purchasing a

block of tickets, please

contact

Jean

nie

Hill as

soon

as possible. If

noti

fied, we will gladly reserve an area for

Other Great

Stuff

While

you re

at

the

Red

Barn,

don t forget

to check

out our

Pio

neer video corner,

where

we ll

have

our

original Pioneer

videos playing

throughout the

week.

Through

these

videos, we

can

re

visit the

aviation

greats

who

are

no

longer able

to

be with us.

Pilots

attending with

their aircraft

can pick

up

complimentary

mugs

and plaques

at the

Red Barn. Coffee

mugs are available

to

all EAA pilots,

but

you

must also be a member of

VAA to

receive a

personalized

com

memorative plaque.

We will

once

again offer

the

Red

Carpet van

service

to our members

who

need assistance

getting

around

the

field. This service

is intended to

aid those

who

have

trouble walk

ing

or

who need to

carry

heavy

ob

jects, such as luggage,

camping

gear,

or

materials, to the forums

or other

outlying

areas. This service is avail

able only on the Wittman airport

grounds.

To

arrange transportation,

stop at the desk at the

Red Barn

or

call the Red Barn

at 920-230

-7796.

If you

don t

require van service, we

can

also

connect you to

a golf

cart

transportation

service available on

the

field. To add

to your

transporta

tion

options, trams will be

depart

ing daily from

the north

side

of the

Red Barn.

With

all of these avenues

available, getting around the

field

will be easier

than

ever. It s a good

mailto:[email protected]:///reader/full/www.AirVenture.orgmailto:[email protected]:///reader/full/www.AirVenture.org


5/44

ntique

Homebuilt

Glider

I am looking for information or

photos of homebuilt gliders that were

being built during the time frame of

1927 through 1928. The students

at

Clemson

A

&

M

College

there at

Clemson

,

South

Carolina,

built

a

glider

and

flew i t a number

of

times,

but I have not been able to find even

a picture or

other

details about it.

It is

said that it took about three

months to

build it in a wood shop. The students

also built a small aircraft similar to the

Heath Parasol and flew it in 1929. I

have pictures of it.

Any information appreciated,

Otha H. Skeet VaughanJr.

10102 Westleigh Dr.

Huntsville,

AL

35803

skeetv@kn gy.net

Hangar Fires

When

I received

my

March 2006

issue of Vintage irplane and read

the

article by Glenn Scott, it brought back

unpleasant memories of another

hangar fire in 1992 that severely

damaged my 1948 Stinson

Station

Wagon

. My

airplane

had been

purchased

in

1975,

restored

in

1976-1978,

and in

1981 I flew it

to

Oshkosh and took home the award for

Outstanding Stinson.

I was quite proud to own

and

fly

such a beautiful airplane,

and

I kept

it

in

immaculate condition. Unfortunately,

dope, and it practically vanished. The

fire

had

started in a closed-in bay

at

the end

of a five-bay T-hangar. The

middle three bays were open to each

other and contained

my

Stinson, the

Starduster, and a

set

of homebuilt

wings

that

a local

homebuilder had

on sawhorses. The end bay

had

been

a maintenance bay in the past

and

contained shelves full of paint cans,

etc. Also in that bay were two old cars

and two old motorcycles. No airplane.

There were combustibles everywhere.

At the time the firemen arrived

the

airport owner's

son

was trying

to

reach in and cut the chains to slide

the

doors

open

in front of

my

Stinson,

but the firemen ran

him

off with the

statement

that it was their fire now.

Unfortunately, the

man-access

door

was down near the fire and there was

no other way to get the hangar door

open. The firemen made

no attempt to

open the door until the fire was out.

I

got to

the

airport just

as they

pulled

my smoking airplane out

.

I t

was a

sickening

sight, but I told the

local reporter that

the

old girl would

fly

again. I was fortunate to have used

the Stits Aerothane finish on

the

plane

= = ~ ~ ~ ~ ~ ~ ~

because at that time I believe it was

the only coating that

could

be used

on both the fabric

and

the metal. I

did not want a two-tone airplane five

years

down the

road. The

Aerothane

was truly flame-resistant, which saved

the

airplane from total destruction.

The structural damage was limited to

the wings and the vertical tail surfaces,

and these were scrapped

and

replaced

with parts from

other

airplanes.

The state police fire marshals were

not

able to

pinpoint th

e cause of the

fire,

but

I learned a bitter lesson .about

rented hangars. Specifically, be aware

of who and what are in the adjoining

hangar spaces. Keep after

the

manager

or owner

of

the airport

to

adopt

rules limiting

what

can be stored in

an airplane hangar, and be vigilant in

seeing that those rules are enforced.

Renters should

not accumulate

piles

of flammables or

lumber

or boats

around their airplanes. Fuel

in

cans

in the hangars

sho

uld not be allowed.

In

the case

of auto

fuel

users, the

cans should be dumped immediately

into the plane

's tanks

and the

cans

removed, as I do. Heaters should only

cont

inue

on p ge

4

http:///reader/full/skeetv@kn%gy.nethttp:///reader/full/skeetv@kn%gy.net


6/44

SUN ' N FUN

CLASSIC-

( BUILT

9/1/45

CLASSIC GRAND

CHAMPION

NC83739

CONTEMPORARY

1 /1 /56 TO 12/31/67)

BEST TWIN

N87711

1963 Beech H18

Steve

W.

Oxm

an

Riva, Maryl

and

BEST

RESTORED

N521VT

1957 Cessna 180

Jason]. Grieff

Sarasota, Florida

OUTSTANDING

IN

TYPE

N155P

1956 D-50 Twin Bonanza

John

R.

Carter

Gainesville, Georgia

OUTSTANDING

IN TYPE

N8704P 1965 Piper PA-24-260

Tracey

L

Potter

Hagerstown, Maryland

BEST CUSTOM NOT AWARDED IN 2006

-

12/31/55

)

1946 Aeronca 7AC

Champ

Leo Ro

berson

Williamson, Georgia

BEST CUSTOM CLASSIC

OVER 165 HP

N3214C

1954 Beechcraft Bonanza

E-35

Jeff Deaton

Morehead City, North Carolina

BEST CUSTOM CLASSIC

0 100 HP

N86122

1946 Aeronca llAC

William G. McCranie

Stone Mountain, Georgia

BEST RESTORED CLASSIC

0 -

100

HP

N2592

1946 Piper

PA-12

Scott Sharon Haggenmacher

Jonesboro, Arkansas

OUTSTANDING CLASSIC

AIRCRAFT

N4159

1955 Mooney M-18C

Keith Mackey

Ocala, Florida

OUTSTANDING CLASSIC

AIRCRAFT

N70971

ANTIQUE-

(

BUILT PRIOR TO

8/31 /45 )

GRAND

CHAMPION

NC488W

1931 Stearman SpeedmailJr. 4E

Todd Stuart

Key

West, Florida

RESERVE GRAND

CHAMPION

N15700

1935 WACO

YPF

Jerry Wenger

Owatonna, Minnesota

CUSTOM

CHAMPION

N9116H

1944 Stinson

V-77

AT-19

Don Henley

Sulphur Rock Arkansas

OUTSTANDING WWIl ERA

N782L

1942 Boeing Stearman

75

Brian Launder


7/44

Friends of the Red

Barn Campaign

Many services are provided to vintage aircraft en

thusiasts at EAA AirVentu re Oshkosh. From

par

king

airplanes to feed ing people

at

the

Ta ll

Pines Cafe

and

Red Barn, more t han 400 volunteers do it all. So me

may ask, If vo lunteers are providing

the

services,

where

is

the expense?"

Glad you asked . The scooters fo r

the

flightline crew

need repair and batteries, and

the

Red Barn needs

paint, new windowsills, updated wiring, and oth er

su

ndry

repairs, plus we love

to

care

fo

r our

vo lunt

eers

with special recognition caps and a pizza party. The

list rea

ll

y could go on and on, but no

ma

tt er how

many expenses we

can

po i

nt

out, the need remains

constant. The Friends of the Red Barn fund he lps pay

for the VAA expenses at EAA Ai rVenture, an d is a cru

cial part of

the

Vintage Aircraft Association budget.

Please help the

VAA

and our 400-plus dedicated

volunteers make th

is

an

unforgettable experience for

our

many

EAA Ai

rVe nt

ure guests. We've made it even

more fun

to

give th

is

year,

with more

giving levels

to

fit each person's b

ud

get,

and

more interesting activi

ties for donors to be a part of.

Your contribution now really does make a differ

ence. There are six levels of gifts and gift recogn ition .

Thank you for whatever you

can

do.

Here are so me of

the

many activities the Friends of

th

e Red Barn

fu

nd underwrites:

• Red Barn Information Desk Supplies

• Participant

Plaques

and Supplies

• Toni's Red Carpet Express Repairs and Radios

• Caps

for

VAA Volunteers

• Pizza Party for VAA Volunteers

• Hightline

Parking

Scooters

and

Supplies

• Breakfast

for

Past

Grand

Champions

•

Volunteer

Booth Administrative Supplies

•

Membership Booth

Administrative Supplies

• Signs Throughout the Vintage Area

• Red Barn and Other

Buildings

' Maintenance

•

And

More!

ThankYou Iems byLevel Name lisled:

I1ltage,

eb

&

aIRed

Ban

Don or

Appr

eciation

C

rtifica

te

Acess to

VoImt

eer

Center

Special

FORB

Badge

Two Passes to

V Vlunteer

Party

Special FORB

Cap

Breakfast at Tan

Pines

Cafe

Tn-Motor Ride

Certificate

Two Tidlels to

V

Picnic

Close

Auto

Park

ing

Diamond, 1,000 X X X X X X

2Pttt>Ie/F,j 1\\

21ickels X FB Week

Plat

i lll11,

750

X X X X X X

2Pllielful1\\

21ickels

X

2 Dys

Cold,

500

X X X X X

X

1

Penoo/!tII\\

1Tcket

Silver, 250

X X X X X X

Bronze

,

100

X X

X X

Lo

yal Support

er,

$

99

&Und

er

X X

VAA

Friends of the Red

Barn

Name_____________________________________________________EAA#________ VAA#______

__

Address ______________________________________________________________________________

____

_


8/44

Matty Laird's work for Roscoe Turner

Here are a few Laird factory photos

from

ig

Nick s scrapbook we thought

you d enjoy. To my knowledge, most

of

these photos have

not

been

pub

lished before.

Here is Roscoe Turner s

Wedell-Williams

undergo

ing repairs

in the

spring

J

M

REZICH

Nick Rezich took these

photos

Laporte St. to 59

th

and Cicero on the

during

the

assembly of Roscoe Turn

southwest

side

of

Chicago about

er s racing airplane . He and younger

three-fourths of a mile) to see the air

brother

Frank rode

t

heir

bicycles

plane s progress

and

to get a glimpse

from the family home at 6424 South of Turner himself.


9/44

Lead

Photo:

Here are

Roscoe's two ships ready to

go on the

Muni ramp. It's

hard

to

see in the photo, but the

typical

Laird

finish shows

the

reflection of

the

magnificent bumped cowl

in the

top of

the

smooth plywood wing on the

Wedell-Williams.

After

placing

a disappointing third

in the

1937 Thompson with

his new Laird-Turner

racer, Roscoe went on to

win

back-to

back

victories

in

'38

and

'39

with the LTR-14. The

'39 race was won with a

speed

of 282.536 mph, and the prize money

wasn't too

bad

either;

Turner

won

a

check

for $16,000.

When he won

the

1934

Thompson,

the

check

was

for $4,500.

You

can really see the

short 26-foot wingspan

and

immense size of

the

550-hp Pratt &

Whitney Hornet

engine

in

this rear

view

of

the

Wedell.

From this angie,

you

can

see

the railroad

in the ba(:k21tound.

remembers

Roscoe

standing

on

a flatbed

rallrca

t

nd!lu .,evin2'

progress on his famous

racer. You can also

see the

Hamilton Standard propeller in this shot, as well as


10/44

The

completed

airplane

on

the

ramp in

front of Air

Associates

at

Chicago

Municipal Airport.

Remember,

the airport wasn't

renamed Midway

until after

World War

II.

t was commonly

referred to

as

just Muni.

These photos were

taken

in

the

summer

of 1937.


11/44

VnJe r th Wing,

n

th ~ h J e ~

~ t l n n f t ln

2 e € . ~ :

Calling

all Stearmans

and

Stinsons,

Pipers and Fairchilds,

Moths, Wacos,

and more

ARTICLE

AND PHOTOS

Y

SPARKY

BARNES

SARGENT

l

th

class roll

had

been

called for vintage aircraft

this past April,

the

list

would have

been a long

one, beginning with Aeroncaand end

ing at Waco. For example, members of

the Stinson family ranged from a Sta

tion Wagon and Gullwing to a Junior

and

Trimotor; Pipers were well repre

sented with the Cub, Vagabond, and

Pacer; and Cessna's lineage was fun to

the field, including the QCF,

YKC

YPF and SRE. And if Al Mooney had

been around to take a stroll down the

flightline,

he

just might have chuck

led upon seeing two of his tiny Mites

tied

down

shoulder-to-shoulder

with

two of Ben Howard's towering DGAs.

But let's not leave

the

human ele

ment out of this roll call, for as Air

master owner

and

pilot Bob Jenkins

Sf. summed

t

up, "I

don't know

on

these pages, but we'd like to share

just a few highlights from conversa

tions held

with

pilots and owners un

der the wing, and in the shade.

North

Carolina

and

Horida

Fairchilds

The early morning sun bathed Pat

McAlee's Ranger-powered Fairchild

24 in its warm glow, slowly evaporat

ing

the

beads of evening dew on its


12/44

Eddie

Hoffman

of

Tarpon

Springs

Rorida with

his

1946

Warner-

lars

de

Jounge

of

Vero

Beach

Florida

with his

1941

de

Havilland

Ti-

powered Fairchild 24_ ger Moth.

Newly minted private pilot

Bob

Jenkins Jr with the Piper J-3 Cub Pat McAlee of

Belews

Creek North

Carolina

and his 1940 Ranger-

he

and

his father

restored.

instead of

29 years ago . McAlee de

parted from his home base at Shiloh

Airport, North Carolina, a few days

prior to the show, and his flight took

five

hours

and 45 minutes, plus

on

e

fuel stop, before

he

joined light traffic

in the pattern and landed on the field

on Sunday.

And there was another

Fairch

ild

on the flightline as

we

ll. VAA

member Eddie Hoffman of Tarpon

powered Fairchild

24.

f 9 n ~

f

ltnf9W

w h ~ h ~ ~ fhe

~ f J c $ f

enjf!JI1,abqe,

fhe 9 . ~ 7 q 9 . n e ~

in time), Th e Girlfriend (single-place

landplane),

and

The Seabird a biplane

flying boat) . This year, Hoffman flew

one of

them

, a 1980 amphibian called

the Mullet Skiff, to

Sun

n

Fun

in

addi

tion

to his Fairchild.

eorgia Cub

New

York Pacer and

Ohio Vagabond

Among the first to arrive for the

fly

http:///reader/full/9.~'7q9.nehttp:///reader/full/9.~'7q9.ne


13/44

Dan

Vandenneer

of

Lake Ridge

Airpark,

North Carolina, journeyed

to

Tom

and

Elaine Huf

with

their

Bumblebee

, a 1944

Jacobs·powered

Sun n Fun with Ro

bert

Szego in Szego s 1973

Citabria

.

Cessna Bamboo Bomber.

Pilot

Doug

Cartledge

with owner

Dave

tina s 1948 Piper Vagabond,

which

Cart·

ledge fl

ew from

Oh

io

to

Lakeland

.

that Wednesday before the show.

Cartledge figured

he

had an extra

day or so, and it was

the

perfect op

portunity to satisfy his hankering to

fly all the way down to Key West. So

up and

away

he

went, after

camping

on the field one night, for his second

cross-country adventure in the little

airplane. His roundtrip flight took 10

hours of flying time, and he returned

to Lakeland in time to claim a front

row tie-down spot for the duration of

the show. With a happy grin, Cartledge

explained his attraction

to

the fly-in by

saying, Some people go to the ocean

to relax

and

watch the waves, but I

come here to relax by watching the air

planes coming and going.

Sun

'n

Fun 2006 was an especially

memorable occasion for Bob Jenkins

Jr. l t was more than the fact that he

earned his pilot certificate

only

three

months

prior to the fly-in and that it

was his first

long

solo cross-country

away from his

home

base in Rome,

Georgia. He was flying a Piper J-3 Cub

he

and

his father personally brought

with each other and didn't even have

to talk

much,

said Jenkins Jr. with

contagious enthusiasm, adding, '' It

was like each of us had another set

of hands, we were so synchronized.

Nine

months

later,

the

Cub was fin

ished and we were flying it. After I

earned my certificate, Dad suggested I

fly the Cub to Sun 'n Fun, and it was

a great flight down here.

Pilots with varying levels of experi

ence were easy to find along the flight

line, from the newly minted to those

who

have

been

flying for 40 years or

more. Wolfgang Buergel EAA 30479)

of East Aurora, New York, was enjoy

ing a cup of coffee early one morning

below the wing of his loyal 1950 Piper

PA-20 Pacer. He flew it

to

Lakeland

in only eight hours, with a little help

from a friendly tail wind. Buergel, a

longtime flight instructor specializing

in tailwheel training, describes himself

as an ordinary country pilot and a fair

weather

flier,

who started out building

model airplanes

as

a

young

boy. He

explained, The Pacer

is my

second


14/44

Mike

Truschel of Nokesville Virginia

with his

recently acquired

1943 Steannan the

Yellow

Mistress.

golden 1941 Waco UPF·7 glows in the so t

light

of

an

early morning

sunrise

over Lakeland.

their flight. What a trip it was, said

Elaine, with good-natured laughter,

elaborating that, We hit a wall of wa

ter

in

Virginia

and had

to land. After

tWiddling

our thumbs

for two hours,

it cleared

and

we headed south again,

south in their 1944 Jacobs-powered

Cessna

T SO

Bamboo Bomber. Elaine

was working on her instrument rat

ing

at

the

time

(having since passed

her checkride), and her husband gave

her a few

instrument

lessons

during

but we had

to

stop

at

Zephyr Hills. t

was fogged in early

the

next morning,

so we hung around until it was VFR

and

then came

on in

to Lakeland.

Tom Huf calls

Sun 'n Fun the

harbinger of

spring. We leave

the

Northeast when

there's still snow

on

the

ground and

enjoy this

nice

warm

weather for

a week,

and

by

that

time the spring has sprung back

home. It's just a

wonderful

way to

start the spring, and we've put

eight

hours

of flying time on

the

airplane

coming down here. It's running like

a Swiss watch, and I

hope

i t stays

that way.

lorida

Tiger

Moth

Like so many pilots who camp on

the field, Lars de Jounge

VAA

mem

ber

of

Vero Beach, Florida, was also

camping

with

his airplane, a beloved

1941 de

Havilland

82A Tiger

Moth.


15/44

Greg Herrick s 936

Stinson A ow-wing

trimotor

was one

of

the more unusual

airplanes

seen

t

Sun

n Fun.

Agood-looking,

perky

Porterfield

graced

the flightline

in

the Vintage area

for a few days.

It was built by the Morris car factory

in

England,

on

license from de Havil

land. This Tiger Moth was in the Eng

lish air force

at

first, and later it was

owned and

flown

by a Swedish fly

ing club before it

ended up

in private

hands

as an

aerobatic

trainer and


16/44

Antique Wacos from

the

1930s in

similar

color schemes were

tied

down wingtip to

wingtip.

Jerry Wenger s

award·winning

Reserve

Grand Champion

1935

Waco

YPF

is

in

the foreground.

Sydney Womack

s 1941

Waco SRE was yet another fine Fred Cabanas taxis the award-winning Grand Champion Steannan

representative of

the Waco

family line.

Junior Speedmail into the vintage

field.

he

has

been

active

in aviation

for a and enjoyed the scenery and people flying

the

old Easy Riser type of

hang

number of years. This year he was

fly-

along

t

he

way especia

ll

y

the

warm glider and later transitioned to flying

ing his recently acquired 1943 Stea- and gregarious hospitality he experi- airplanes. He feels that the best part

rman biplane, which he aptly

named enced in

Waycross, Georgia.

An en

-

about being involved in general avia-

the

Yellow

Mistress

He had a leisurely thusiastic vintage airplane bu

ff

today,

tion

is

that the

aviation

community

eight hour flig h t from Virginia to Truschel whetted his appetite for be-

is

a world apart from everything else

Lakeland, spread out over two days, ing airborne back in the 1970s while

and it's great.

1931

Waco

QCF,

one of several Wac:os at

Sun

n Fun

this

JUr.


17/44

This all-wood

Mullet Skiff

was flown into

Sun

n

Fun

by Fairchild owner

Eddie

Hoffman of

Florida,

whose father

designed and

built

the amphibi

a

n.

A

1951 (in

foreground) and a 1955

Mooney

Mite were on the flightline

together.

New ork itabria

Robert Szego

launched

from

south

of Albany, New York, in his trusty

1973 Citabria and stopped

by

Cha

pel Hill,

North

Carolina,

to

pick

up

his buddy Dan Vandermeer. From

that

point,

they arrived at Lakeland

in eight hours of flying time, plus

two stops for fuel

and an overnight


18/44

T

urnbuckles are often taken

for granted, but they re a nec

essary part of

almost

every

aircraft. When used in the

control system, they enable control

of the flying surfaces. Sometimes they

hold things together when used

as

part

of a bracing wire. They re special pur

pose contrivances guaranteed to do the

job if used in the proper manner.

Coming through our shop recently

was an airplane that was next to im

maculate. It was a 60-year-old Wich

ita product

that

had been completely

redone a few years back with new ev

erything. One of the nicest, cleanest

owner-cherished airplanes you d ever

want to see.

The annual was routine, with the

usual oil leaks and exhaust muff stuff,

except for the one thing. The turn-

buckles were safetied, but not with

the

safety wire sizes the book calls

for.

A

mismatch of different sizes made i t

necessary to go back to the book (in

this

case

AC 43-13-1B & 2A combined)

to show the owner the proper

sizes

and

E.E. BUCK HIL ERT

urnbuckles

port

and

finally focused

on the

Trella

brothers pusher,

the

T-I06. t was a

pre-World War II design that became

a one-off airplane

due

to

the

war ef

fort shutting down general aviation at

the time.

Fred and Frank, the Trella brothers,

were pretty good designers. They had

created a little biplane that looked sim

ilar to a Hatz homebuilt and, in retro

spect, appears to look a bit like the later

Anderson-Greenwood AG-14 and the

little Cessna two-place pusher built in

the 1960s.

When I heard both of

the

Trella

airplanes were for sale, I thought this

would be the answer to my transporta

tion needs. The Bipe, with its 125 Ly-

coming engine, would make a good

glider tow tug, and the pusher, also with

a Lycoming and having comfy seat

ing and performance somewhat like or

maybe a little better than a Cessna 150,

would make a neat runabout.

Frank Trella, the surviving brother,

had a heart problem and could no lon

ger fly. That s the reason for the sale of

certificate, this was his last chance to

fly the

airplane.

After a couple of times around

the

pattern, he got out and gave it to me.

Now it was my

tum.

I had

noticed

a slight

undulation

when we were straight and level on the

downwind, but I didn t pay that much

attention. I figured it was the nature of

the beast.

I took off, left the pattern, climbed

up

to

about 2,000 feet above

the

ground, and began to feel things out.

Stalls were gentle,

control and

steep

turns were good, and everything was

going great. Then I stood it on its twin

tails and let the nose fall through; as

the speed picked up, an almost violent

undulation started. The pitot tube was

flopping around so violently, I thought

the wing was going to break. I was

bouncing

up

and down on the seat like

I was on the bumpiest dirt bike ride I d

ever had.

I was hanging onto the wheel and

had the throttle completely closed. The

airspeed was dying off,

but

the oscil


19/44

driver, and puzzled

as

to what the prob

lem was. I was not quite coherent as I

tried to explain to Frank Trella what

had happened.

Well,

as

it turned out,

when

Frank

had lost his medical, he had disassem

bled the airplanes, took them home,

and stored them in

the

garage. With

the pending sale, he had trucked them

back to the field, assembled them, and

in the process, overlooked safetying

the elevator

control

cable turnbuck

les. They were buried

in the

twin tail

booms and were not as easily seen as

the cables on the biplane.

During our flights the elevator con

trol cable turnbuckles had come loose,

allowing the elevator to oscillate up

and down, slowly at first but more vi

olently as the cable's slack increased.

There couldn't have

been

more

than

three or four threads holding when we

looked. After just a few more oscilla

tions they probably would have come

completely apart.

Since that time, I have been a bit

more sensitive about turnbuckles, ca

b l e t e n ~ o n and safetying. I must ad

mit, though, that prior to that incident

I hadn't looked at AC 43-13-1B & 2A

for some time. I'm guilty of having

used whatever safety wire was avail

able when doing my own turnbuckles.

Now, after I reviewed 43-13, and show

ing the owner what the specs are, I'm

doing it right.

AC

43-13

is

our

Bible,

friends.

If

you

have any question about maintenance,

you'll find the answer here. Yours truly

and a lot of other general aviation per

sons were involved in the rewriting of

This spectacular private airpor t

and

luxury estate home can be yours! When only the

best will do for the true aviation enthusiast . This historic airfield features an immaculate

3000' putting-green runway with great approaches, large main hangar with offices and

custom architectural design plus two auxiliary hangars and 10k gal fuel farm.

The spectacular large estate home features Old Southern charm

and is

perfectly situated

on a stocked, picturesque 17-acre private lake, in

an

area

of

other exclusive upper-bracket

properties. Additional acreage is available. Located approximately 45 min South

of

Montgomery, Alabama

and

just minutes away from the historic town

of

Greenville.

For more information on this very rare

and

special upper-bracket offering, please

visit the website at www.mcgowinfield .com or call Jimmie

Ann

Campbell at Prudential

Ballard Realty in Montgomery, Alabama 1-334-221-5800 or email her at jcampbell@b

a l l a r d c o m p a n i e s . c o m

I

dt· I Ballard

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u en 13 Realty

.;zooe,AA

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MdopenilliedmMnberafPrul;MntlelRee EttaIieAtlliatel Inc.


20/44


21/44

rn

m

0 r n r n ~ m r n ~ m p

moo

0oorn


22/44


23/44


24/44

Tall Pines

cafe

Hungry?

Have

we

got a

breakfast

for

you

On the

south

end of the field

you11

find the only full breakfast

menu available.

Staffed by VAA volunteers, the VAA

Tall

Pines

cate

is

just what the pilot

ordered

On

this

year's

menu:

Pancakes

Doughnuts

Sausage

Juice

Scrambled Eggs

Milk

pplesauce

Coffee

Biscuits

a. Gravy

Soft Drinks

Cereal

Bottled

Water

Breakfast

Combo Bars

(Ham, Egg, Cheese)

FAA FSS Preflight Weather Briefing

Breakfast and

a

briefing

can

be yours. After enjoying

a tasty

breakfast

at

VMs

Tall

Pines

cate, let the

experienced

flight

service station personnel from

the

Green

Bay

Au

tomated

Right

Service Station give

you a preflight weather briefing.

The AFSS folks

will be on hand during the entire day. Stop

by

their

trailer, located

just

north of the Tall

Pines cate.

Vintage Volunteers

Volunteers

make it

happen

e

a participant

in

EAA

AirVenture Oshkosh instead

of a spectator.

Plan

to volunteer

in

the

VAA

division and become a part of our 400

strong

Vintage

family.

Registration

is

held

in

the

Vintage volunteer booth, located in

front of

the Vintage

Red

Bam.

After

registering,

a

souvenir name tag

will

be made

for

you. Your

fellow

volunteers

will

know who you are, and you can wear it proudly.

Our volunteers

receive

and park airplanes,

handle

crowd control,

help

in the Red

Bam

Store,

cook

breakfast at

the

Tall Pines

cafe, assist the photographers,

and

do

other jobs

on

our

end

of the

field. They

work

around

beautifully

restored

aircraft and

assist

the pilots and other

guests.

All

our flightline

volunteers

are given

a brief

and

entertaining training

session be-

fore working. You may

do

a shift of three or four

hours,

or

you may choose

to work

more

or

less. Crowd

control

gives you

the

very

best

seat

for the daily air

show. Vol

unteering is not all work: we

have

several

social

gatherings, a place for volunteers to

relax and have

a light

meal,

and

the

most fun

of

any

group

on

the

field.

We11

see

you

at

the Vintage volunteer booth

Join VAA Today

Remember when

flying

was

a great

adventure?

It still

is

If you enjoy the

airplanes

of yesteryear,

you should be

a

member

of

EAXs

Vin

VAA

Workshop Tent

Ever wonder about

shaping metal using

a

mallet or an English wheel? How about try

ing your hand

at

fabric

covering?

These skills

and many

others are demonstrated every day

at the VAA Workshop tent,

located

just

south

of the VAA Red Barn. Experienced instructors

will

not on ly

guide

you through the

process,

but

also

hand

you

the mallet and

let you

try

it yourself. Then you can

smooth it

out on

the English wheel. Or

if

you

'd

like

to try

fab

ric

work,

you can learn

to neatly attach and

shrink

modern

synthetic fabrics to a

real

air

frame

under restoration

by

VAA volunteers.

Go

ahead--9i

ve

it a try

Getting Your Airplane Judged

I f you'd like to have your

ai

rplane

judged,

be sure to register it at the Aircraft

Registra

ti

on Building,

located along

Wi

ttman Road

just

east

of

Antique Parking. The Vintage

Aircraft

Association contributes substantially to the

awards, and all judges are VAA volunteers. To

win an award you must be

a VAA

mem-

ber. You can

sign up

for the VAA at the r

eg

istration building or at the

membership

booth

located

just

outside

of the

VAA Red Barn.

The VAA

aircraft judging

awards

will

be

presented

during the EAA

awards

presenta

tion in the Theater in the

Woods

on Saturday

evening.

VAA Judging Categories

Antique

An aircraft

constructed

by

the or

i

gina

l

manufacture

r, or i

ts licensee

, on or

before

August 31, 1945,

with

the exception

of cer

ta in

pre-World War

II aircraft models that

had

only

a

small postwar production. Examples:

Beechcraft Staggerwing, Fairchild

24,

and

Monocoupe .


25/44

Scott

White

Orient, OH

•

Owner White

ero

Ltd

. Restorations

• f

Oshkosh

ntique

Grand

Champ

and

Reserve Grand Champ

• National

Stearman

Fly in

Best rmy Restoration

and

Best

Navy

Restoration

• Stearman Restorers

'

ssociat

i

on

President's

Award

When projects are about to leave, I always recommend a call

to

AUA,

even if they

already

have insurance.

One

customer

had

three Stearmans, a Cessna

195, and

a Cessna

172. He

literally

saved hundreds

of

dollars and received better coverage when

he switched to

AUA."

- Scott White

- AUA

CUSTOMERS

ND PILOrs

-


26/44

BY DOUG STEWART

Who's

n charge

here?

Here

is

a question

many

pilots have difficulty answer

pacity for

the

flight or for a

portion

of

the

flight by prior

ing: Is there ever a time

when

a pilot with

only

a

student

arrangement

pilot certificate can act

as

the pilot-in-command PIC) of a

I make i t

a pO int, on every practical test I conduct, to

flight

when

there are passengers

on

board

the

aircraft?

ensure the

applicant understands

this regulation. The

Many will answer

that

a student pilot can

ct

as the pi

regulation even applies

when

there might be

another

pas

lot-in-command only during solo

senger on board, such as an FAA

flight,

but that

is

only partially cor-

inspector or perhaps

a

flight in

rect. Some will answer that

the

stu

structor

who is sitting in the back

dent

pilot

might be able to log all

seat

to

observe the practical test.

Now, you might

the flight time during which he

is

Now, you might be wonder

the

sole

manipulator

of

the con

ing, Why

is

Stewart explaining

trols,

including time

when

an

in

all

of

this?

How

does

this apply

e

wondering,

structor

is on

board the aircraft, as

to me? I

have

held my private (or

PIC

time,

but the

instructor would

higher)

pilot

certificate for years,

Why is Stewart

be the

pilot acting

as

the

pilot-in

and the vast majority of

the

read

command. Again, this

would

be

ers of

Vinta

ge

irplane

are not stu

only partially correct.

dent pilots.

xplaining

all

of

There are others

who might

add

I t doesn't apply

if

you're not

that

a student pilot could be

the

a

student

pilot,

but

it

does

raise

this? How does it

ole

manipulator

of

the

controls the

issue of

understanding the

dif

with

a passenger

on board who

is

ference

between being the acting

not a flight instructor, but who is

pilot-in-command

and logging pi

apply to me?

a

certificated, rated, and current

lot-in-command time and, further,

pilot (with a current medical cer- of determining who is really the

tificate)i however,

the

passenger, pilot with the final

authority and


27/44

time you are receiving dual instruction

to

gain the tail

wheel endorsement as pilot-in-command time, with the

exception of time when

the

instructor

is

the

manipulator

of

the

controls demonstrating what needs to be done.

The same rule would apply for those rated pilots seek

ing

to obtain their complex

or

high-performance

en

dorsements, as well as pilots receiving

dual

instruction

toward their instrument rating. The pilot may

log

all of

the

time

when he is

the sole

manipulator

of

the

controls

as

PIC time.

Now let's get back

to the student pilot for a

moment

.

For

a student pilot to be able

to

log flight time as PIC,

he

has to:

1)

be the sole occupant of the aircraft,

2)

have a

current (within the past 90 days) solo endorsement for

make and model of aircraft,

and 3)

be undergoing training

for a pilot certificate or rating.

You might, at this pOint, be asking yourself, Well,

what about the

instructor? When

can the instructor

log

PIC time? The answer to this is

quite

simple. As stated

in CFR 61.S1(e)(3), a flight instructor may log as pilot

in-command time

all flight

time

while acting as

an

au

thorized

instructor. Thus

it would be possible for

an

instrument instructor CFII) to

log

the flight time accrued

while conducting instrument training to a pilot in a mul

tiengine aircraft as PIC time, even

though

the flight in

structor was not a multiengine instructor (MEl). (Please

note,

though,

that the

instructor

would need

to have

a

multiengine rating.)

This leads to the question of how a pilot should log the

time he spends as a safety pilot for

someone who

wants

to

log some

simulated

(hood) instrument flight. The

answer, found in CFR 61.S1(f)(2),

is

that the safety pilot

can log this time

as

second-in-command

SIC)

time if he

holds the

appropriate

certificate for category and class.

Furthermore, the safety pilot must be instrument-rated if

the flight requires an instrument rating.

So

far we have been discussing

the

issue of

logging

PIC

time,

but

what about cting as pilot-in-command? Please

note

there

is

a big difference between the two. Let's also

note the regulations

do

not use

the

words be or is

when referring

to pilot-in-command. To

begin with ,

to

ct as PIC the

pilot must have

the

appropriate certificate

a commercial or airline transport pilot certificate? What

if one of

the

pilots

is

a CFI but not acting as an instruc

tor for

the flight? This question should

be answered

prior to the start of the flight (it

is

possible the determi

nation could change during the flight as well), for the

pilot who

is

determined

to be

the

pilot-in-command

is,

according

to

CFR 1.1, the

person

who:

1)

Has final au

thority and responsibility for the operation and safety

of the flight. This is important

not only

from a regula

tory point

of view,

but

also, and

perhaps

even more so,

for insurance purposes.

Unfortunately,

the

jury's still

out on this

literally.

In discussions

with FAA

personnel and insurance under

writers, I have found it really boils down to what the jury

decides. It might be the highest-rated pilot in

the

aircraft.

It

might

be

the

pilot in

the

left seat. Or it might be (for

give my cynicism here) the pilot with

the

deepest pockets.

This

is

why

I strongly suggest

that

if you are going

to

be

flying in

the

same airplane

with

other pilots, you should

make no assumptions as to which pilot will be cting as

pilot-in-command.

So

we have seen that

the

regulations are rather succinct

in defining

the

who, how, and when of logging PIC time.

They are a little more vague

when

it comes to

cting as

pi

lot-in-command. But regardless of whether you are

logging

as or cting as, may your flight be blessed with blue skies

and

tail winds.

. . . . . . .

BUTYRATE

SYSTEM

fO fI

-----

VINT GE


28/44

Current Editor}s Note: Th

is

issue of

Vintage Air

pl

an

e

contains one of a se ries of

nine

articles pertaining to

th

e res

toration of a nt ique and classic airplanes. Directors of the then-n

amed

Antiqu

e/C

lassic Division of EAA originally

wrote them in

th

e mid-1

980s}

but they are still relevant for toda

s

vintage aircraft ent

hu

siasts. The la te Ar t Morgan}

a longtime vo

lunt

eer

ch

airman of the A C Parking

Comm

ittee} wrote th is article. Our

me

mbers have years of expe

rien

ce

a

nd

a t

re

me

nd

ous

amount

of talent; h

owever} ifs li

kely everyone will learn something new from each

articl

e

Please let us hear from you; write

to

H.G. Fra ut schy} Editor}

Vintage

Airp

lan }

P O Box 3086}Osh

kosh}WI 54903-3086} or e-

ma

il

V

in tageAircra t@e

aa

or

g. -HGF

So you

finally

did

it. After years

of

payin} for

the

home} puttin}

the

little

nippers through

schooC

and

makin} sure your life mate is taken

care

oC

you did it.

You bought

your

dream airplane.

You

made the decision to do it some

time ago . Now

with

the encourage

ment of your family

and the

help of

the local

EAA

chapter} and friends old

and

new}

you}ve

found

it. Sure you

paid more for it

than

you wanted

to}

Family Involvement

BY

ART MORGAN

EAA

17674}

AC

2355

Then you feel it. Just a little at

first .

You

glance over

and there

they

Sit}

your heir

apparent and

sibling}

and the one who promised to love}

honor}

and overlook occasional

bouts of stupidity. Theire

not

try

ing

to}

but by gum they are. They}re

staring at you with puppy dog eyes

that

are saying}

1I h}

great loved

one}

what about us} your devout family?

What shall

we}

the great unwashed} do

while thee bury thyself and not a small

That airplane

you

just bought

could be

on

of

the greatest ways

you will ever

your

life for

the next

few years?

Are

we

to

be

only

makers of coffee} run

ners of

errands}

or worse

yet}

the

third hand

when needed? Are we

to

be relegated

to the

role

of assuring

the

neighbors most

of whom are

thinking

about selling before prop

erty

values start

to nose

dive that}

no}

we

have not opened

a home for

lunatics. Is this

to

be our fate?JJ

Dear friend} you may not know

it}

but

you stand

on

the threshold of tri

umph

or tragedy.

Opportunities

present themselves

in strange

ways. That airplane

you

just bought could be one of

the

great

est ways you will ever have of pulling

your family closer together.

Con

versely} it

can

drive

them

apart. res

up to

you. But

how}

you

ask}

do I in

volve my family? What

can

they do?

Or for

that

matter}

what can

I do?

Well}

old saw} purveyor of bent bolts

and

corrosion}

JIm

glad you asked.

JIll

tell you. I don}t know.

mailto:VintageAircra([email protected]:VintageAircra([email protected]:VintageAircra([email protected]:VintageAircra([email protected]:VintageAircra([email protected]:VintageAircra([email protected]:VintageAircra([email protected]:VintageAircra([email protected]:VintageAircra([email protected]:VintageAircra([email protected]


29/44

do, you want to be part of,

and what

yo u do, they want to be part of.

I once read a story where a fellow

was buildin' a

Thorp

T-18,

and

his

grandmother, bless her heart, bucked

every rivet.

We

have all heard stories

where the life mate did the upholstery

or helped with the covering. The kids

became involved in rib making, for

mer cutting, welding, etc.

We all mar

vel at how lucky that individual is.

There's no luck involved; the members

of the family were invited to join in.

In my own case, my wife had lit

tle interest in things mechanical. She

would help when needed, (it is

always

wanted) and at the end of the job she

would be very proud of what she had

done.

At

the end of the project

a

Lus-

combe), I think the airplane was more

hers than mine. To this day, heaven

help the unqualified

person

who

touches or bad mouths

Go

Whizz Kate

All 5 feet 2 inches and 115 pounds of

my wife becomes meaner

than

a Ma

rine drill instructor, and she will walk

away with a piece of that person's ear

dangling loosely from

the

corner of

her mouth. All because I asked her to

become involved.

Now

that

we are flying

our time

machine, my wife finds that although

she does not want

to learn

to fly,

she loves to navigate. So

whenever

we plan any kind of trip, she grabs

the sectionals, plots our course,

and

has been telling me where to go ever

since. (Some blessings are more hid

den than others.)

Now, this isn't unusual.

If

you look

around your local airport at all the

people who have restored or are re

Come

for the weekend

BUILD FOR A LIF IME

HA

NDS O

N

HOM

EB

UILDER WORKSH

OP

SCHEDU LE

june

9-11

j u

ne 9·11

june

10-11

Aug. 12-13

Aug.

19-20

Aug.

26-27

Sept.

8-10

Sept.

8-10

Sept.

9-10

Arlington, WA

Oshkosh, WI

Corona, CA

Arlington,

WA

Indianapolis, IN

Oshkosh, WI

Frederick , MD

Grlffln,GA

(Atlanta Area)

Corona, CA

•

Repairman LSA)

Inspection-

Powered Parachute

•

RV

Assembly

• Fabric Covering •

Sheet

Metal

Basics

•

Electrical Systems

Avionics

• Introduction to Aircraft Building

•

Fabric

Covering •

Sheet Metal Basics

•

Electrical Systems

Avionics

•

Gas Welding

• Composite Construction

•

RV

Assembly

• Repairman

LSA)

Inspection- Airplane

• TIG Weld ing

• RV Assembly


30/44

The Trella T

-I06

A

thoroughly modern pusher

fr

om

9

ROBERT F P ULEY

Buck s mention

of

the Trella pusher in his column this month sent

us

scurrying to the M files for

more on

the sharp-looking

airplane built after Wor ld War II. I d seen

it

sometime in

the

pas t, perhaps white perusing

www.AeroFiles.coill,

and

have

al

wa

ys li

k

ed

the ai1plane s modern looks. It s pretty obv ious from the configuration of the T-106 that Frank

Trella

was influenced

by the

NACA

r

eports

written by

Fred

Weick

after the wind-tunnel and flight testing

of

Weick s

W-

1.

Buck s bad

experience, due to

a maintenance

error

and not through any fault of the

design

of the airp lane, doesn t diminish

my interest in

the

Trella, and while it didn t make it

into

production,

it

was

intended to do so. Here s a bit more on

the

airplane,

gleaned

from

a

1961

article by longtime

VM

and EAA member Robert F Pauley. Robert

wrote

about the

Trell

a

in

the January

1961 issue ofEAA

Sport Aviation. This is

a slightly abridged version of that article,

along

with

his

terrific drawing of

the

air-

plane and a

few

extra photos

we

found

in our

files.-H.G. Frautschy

The Trella Homebuilt

At a

recent meeting of

De

troit Chapter 13 [during the

year

1960]

the

members were

privileged to hear a talk given

by Frank Trella in

which he

de

scribed his series of homebuilt

airplanes. Frank,

with

the

help

of his brothers Fred, George,

Henry,

and

Joe, has built seven

original designs

dating

back to

1924. This series

of homebuilt

aircraft culminated with the

Trella T-106 pusher, Frank s con

cept of

the ideal

configuration

for a two-place

light

airplane.

Designed

and

built

more than

12 years ago,

the

T-106 will still

outperform

many

of today s

f c

tory jobs and has proven to be a

rugged

and

trouble-free airplane.

Frank

studied

aeronau

tical

http://www.aerofiles.coill/http://www.aerofiles.coill/http://www.aerofiles.coill/http://www.aerofiles.coill/


31/44

was, however, used for taxiing about ance and construction to the T-I01,

working

for various aircraft manu

facturers in the Detroit area, includ

ing Stinson and Buhl, while brothers

Fred

and

George

continued

with

the

homebuilt projects. The next plane in

the

series was

the

T-103, which Frank

designed in 1930

and

which George

built in nine months. This again was

a two-place open-cockpit

biplane

powered by a

90-hp

Lambert radial

engine, and it too proved to be an ex

cellent flier.

The T-I04 that followed

in

1932

was identical to

the

previous biplane

except for the adaptation of

minor

modifications such as low-pressure

tires. Unhappily,

the

T-I04lasted only

a

few

months for it was destroyed in

a flat spin during final stages of flight

test approval. The test pilot

bailed

out although some observers felt a

recovery could have been made. This

marked

the

end of

the

biplane era for

the five brothers, since the next project

was to be a Lambert 90-powered, two

place side-by-side, high-wing mono

plane,

the

Trella T-I0S. Construction

had

begun

on the

new ship

in

1935,

but unfortunately it was never com

pleted due

to

money problems.

It

was

eventually dismantled .

By this time Frank

had

left Detroit

for Troy, Ohio where he was em

ployed by Waco as

the

chief drafts

man. During the war years Frank was

TRELLA T l06

DIMENSIONS

Wingspan: 34 feet

Length: 21

feet 9 inches


32/44

A

nice view

of the Trella T-I06 as it

rests

on the grass.

The

color

scheme

was

white with

red

trim.

LANDING

LIGH

T

74 DIA

x

4G PI

TC

H

PU SHE R PR OP

G R OUND LI

N E

WEIGHTS

EM

PT Y -- -·- 1080 "

L OADED -

- -

1

55

0 #

1

--

- %

-1

, I

PERF O RM A

NCE

I ' ENG INE

MAX . SPEED 11 2 M PH

CON T I

NENTAL

C-85 -12 J

CR UI SING

SPEED

- - - 102 M PH

STALL ING SPEED-- 42 MPH

RATE OF CLIMB - -GOO FT/

M.

RANGE - - - - - - 4

MILES

r v f ®

:JOStN

An illustration

by Huuard of

the

T-I07. It was to

be

a five-place twin

engine

pusher.

in charge of the Waco CG-4A and

CG-IS glider programs, but his spare

time was devoted to thoughts on a

new design. This later materialized as

the Trella T-I06 twin-

boom

pusher.

Starting

in the

late '30s Frank had

spent much time sketching

and

read

ing

NACA

reports

in

an attempt

to

arr ive

at

the ideal arrangement for a

two-place private plane. The solution

evolved as an all-metal, high-wing,

side-by-side, twin-boom pusher pow


33/44

Specifications for

the

Trella T-l06

Serial

No

T·21

Two-seat high-wing cabin monoplane

with pusher engine.

WINGS: All metal

two spar struc-

ture with 24ST skin . Clark Y

airfoil.

Streamlined V-lift struts.

FUSELAGE:

All-metal central-keel struc

ture covered with 24ST skin. Side-by

side seats with dual wheel controls.

tail booms would prevent spectators

from wandering into the prop and

thereby served as a safety feature.

When the war ended Frank left

Waco and returned to Detroit,

anx

ious

to

start

cutting

metal on the new

project. He

and

his brothers started

work

in 1946 in a 22-by-28-foot

three-car garage. Complete drawings

of all parts were made, and a pre

liminary stress analysis was done on

all critical items. In addition , sam

The cabin of the

Tr

ella

T-l06

N45OC

ber of that year. Test pilot Paul Holst

was full of praise for the new product.

Aside from the

minor

changes in

the

nose gear

and

enlarging

the

rudders,

no other problems were encountered.

Because of the rear

engine

location,

overheating

problems were antici

pated, but

none

occurred. And despite

the fact that

no

special cooling baffles

were incorporated in the design, cylin

der head temperatures never exceeded

190°C

That's

because an oil cooler

was used to keep down oil tempera

tures. For the flight tests a spin chute

was

added to

the tail, and six spins

were made in

both

directions, but no

difficulties were apparent. The plane

has since accumulated more than 300

hours

and

can be seen regularly flying

from McKinley Airport, headquarters

for the Detroit chapter of EAA

Following the

completion

of

the


34/44

continued from

page

2

VAA

Elections/Annual

Meeting

ing

EAA

AirVenture

Oshkosh 2006.

In the center spread of this issue Notice is hereby

given

that an an

you'll find candidate biographies

nual

business

meeting

of the

mem

and a ballot for this year's

VAA

elec

bers

of

the

EAA

Vintage Aircraft

tions

, which

w ll

be ratified at the Association will

be

held on Sunday,

annual

business

meeting

held dur-

July 30, 2006, at 9:30 a.m. COT

in

Happy

50th, C-172

Ask

100

pilots if they've flown a Cessna 172 Skyhawk. The over

whelming majority will say they have, and a good chunk of those might

have learned how

to

fly

in

a C-172.

EAA

will recognize the

50th

anniversary of the stalwart Cessna

172

with a series

of

events and displays throughout

the

week. A special

parking

lot

in the North 40 is being reserved for up

to

500 Cessnas.

The first 172 and the latest Skyhawk wi ll be parked together on Aero

Shell Square, showing how the model has changed over the years.

On

the Saturday before AirVenture (July 22), a group

of 50

Cessna

172s and 182s is expected

to take

part in

the

first Cessnas

to

Osh

kosh (c20) group flight in honor of the milestone. (Pilots who wish to

join c20 shou ld visit www.c20.us for details.

the

tent next

to the

VAA Red Barn

during the

54th

annual

convention

of the Experimental Aircraft Asso

ciation Inc .

Wittman

Regional Air

port, Oshkosh, Wisconsin. Notice

s

hereby further given that the annual

election

of officers and directors of

the EAA Vintage Aircraft Associa

tion

will

be conducted

by ballot

dis

tributed to

the members along with

this June issue

of

Vintage Airplane.

Said ballot must be

returned

prop

erly marked to the Ballot Tally Com

mittee, Vintage Aircraft Association,

P.O. Box 3086, Oshkosh, WI 54903

3086, and received no later than July

20, 2006. The

Nominating Commit

tee submits the

following

list

of

can

didates: for President, Geoff Robison;

for Secretary, Steve Nesse; for direc-

tors (eight total), Steve Bender, John

Berndt, Dave Clark, Espie

IiButch

Joyce, Steve Krog, Jeannie

Lehman

Hill, Bob Lumley, Dean Richardson.

New

Member

Benefit:

EAA

Aircraft

Financing Program

EAA

members taking to new

aircraft financing program

EAAers are showing a lot of inter

est in

the new

EAA

Aircraft

Financ

ing

Program member

benefit

that

was

launched at the Sun

'n

Fun Fly

In at Lakeland, Florida, in April. EAA

and partner AirFleet Capital Inc. offer

EAAers the most comprehensive air

craft-loan program in the industry.

http:///reader/full/www.c20.ushttp:///reader/full/www.c20.us


35/44

and

helicopters as well as light-sport

aircraft . To learn more, call AirFleet

Capital at 866-808-6040 or visit

www

AirFleetCapital com

Copperstate

Hopes

to Cool ff

With

Date

Change

In an

effort

to provide relief

from the sweltering desert heat, or

ganizers of

the 34th annual

Cop

perstate Regional EAA Fly-In have

moved their

event

back from Octo

ber 12-15

to October

26-29

at

Casa

Grande

Municipal

Airport (CGZ).

The date shift should reduce the av

erage high temperature

from

92°F

to 80°F on average. Cooler temps,

plus

the usual

severe

clear skies,

should make for perfect weather at

the Southwest's premier aviation

event.

Those

flying to Copperstate will

also have a chance to fly in front

of the crowd. Copperstate invites

builders, restorers ,

manufacturers,

and pilots

to

show off their cre

ations during

dedicated airtime

seg

ments.

People come to Copperstate

to see airplanes-and

while

giv

ing them close-up scrutiny on

the

ground scratches one itch, seeing

and hearing

them

in flight adds a

totally different

dimension

to the

experience,

said Fly-In

Chairman

Bob Hasson.

That's

the

experience

Copperstate will give you at this

year's event-fly-in pilots won't be

just attending

the show, they'll be

part of it.

Casa Grande

Municipal Airport

(CGZ) is

ideally

located

midway

between

Phoenix and Tucson, Ari

zona

,

just

a few

miles west

of

In

terstate 10. For more information,

visit www copperstate org

EAA Ford Tri-Motor on Tour

EAA s 1929 Ford Tri-Motor takes to

the

skies in late

June and

early July

for a tour to several cities, starting in Harrisburg, Pennsylvania, on June 9

and concluding at Port Clinton, Ohio, on July 4.

Nicknamed the Tin Goose because of its corrugated

metal

skin, EAA

meticulously restored the airplane in the late 1970s and early 1980s. Af-

ter being displayed in the then-new EAA museum in Oshkosh, it has been

EAA AirVenture

NOTAM

Now

Available

2

6

The official ----

EAA

AirVen-

ture Oshkosh

2006 Notice

To

Airmen (NO

TAM) booklets

are

hot

off

the

press and ready

to

be mailed

out

t

i l

0

t s __

::===

: .-=.:

= ._

who plan to

fly

to

The World's Greatest Aviation

Celebration

on

July

24-30. The

Oshkosh NOTAM is also available

in easy-to-print PDF document form

on

the AirVenture website at

www

aiTventure org Those who have al

ready placed their booklet orders can

expect

to

receive

their

copies soon,

while others

can

call EAA Member

ship Services at 800-564-6322

and

order a free copy today.

The 32-page

printed

NOTAM,

which is in effect July 22-31, outlines

procedures for the many types of air

craft

that

fly

to Oshkosh for

the

event,

as well as aircraft that land at nearby

airports.

It

was designed by EAA and

the FAA to assist pilots in prepara

tions for their AirVenture flights.

I f

you plan to fly to

EAA

AirVenture this

year,

the NOTAM is

required reading

before making your trip, so become

familiar

with

Oshkosh's

unique

ar

rival

and

departure procedures.

Changes from the 2005 version

include the following:

A new additional

VFR

holding pat

http:///reader/full/AirFleetCapital.comhttp:///reader/full/www.copperstate.orghttp:///reader/full/www.copperstate.orghttp:///reader/full/aiTventure.orghttp:///reader/full/AirFleetCapital.comhttp:///reader/full/www.copperstate.orghttp:///reader/full/aiTventure.org


36/44

continued from page 3

be used when

the

pilot

is

on site

and

standing next to the heater.

Also, one should inspect the barriers

between one s own airplane and

the

adjoining

bay to

see if they are

properly

sealed off.

Unfortunately,

in the case of my Stinson, the

three

center bays were

open to

each

other

so the fire got everything.

The hangar my Stinson

is

in now

is

a new set of T-hangars, all partitioned

off from

the

others at William Piper

Memorial Airport. The only drawback

is

the

bifold doors. In

the

event of a

fire,

the first thing the firemen would

do is to cut the power, thereby sealing

all the airplanes in their hangars. The

hand

crank furnished with each door

would be useless,

as

i t would take a

stepladder

and

about an hour's labor

to crank

the

door

open

by

hand.

Therefore, vigilance

is

the

best policy.

Keep

an eye

on what is

in adjoining

hangars,

and

keep

up

on

your

own

housekeeping. I am enclosing a photo

of my Stinson as it looks now after the

second restoration, which took six and

a half years. I am sorry to read that

Mr

.

Scott is not going to restore his airplane,

and I hope someone else picks up the

balL

It was

a beautiful piece of history.

Very

truly yours,

Kerry A.

Uhler

Howard, Pennsylvania

CALL

OR VAA HALL OF FAME NOMINATIONS

Nominate your favorite aviator for

the EAA

Vintage Aircraft Association

Hall of Fame. A huge

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, that mechaniC,

that

photographer, that pilot

who

has shared innumerable tips with you

and

with

many

others. They could be

the

next

VAA

Hall of Fame

inductees-but

only if they are nominated.

The person you nominate can be a citizen of any country and may be

living or deceased,

and

his or her involvement in vintage aviation must have

occurred between 1950

and

the present day. His or her contribution could

be in

the

areas of flying; design; mechanical or aerodynamic developments;

administration; writing; some other vital, relevant field; or any combination

of fields

that

support aviation. The person you nominate must be or have

been a member of

the

Vintage Aircraft Association,

and

preference is given

to those whose actions have contributed

to

the

VAA

in some

way,

perhaps

as

a volunteer; a writer; a photographer; or a pilot sharing stories, preserving

aviation history,

and

encouraging new pilots

and

enthusiasts.

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.

• Write those contributions in

the

various categories of

the

form.

• Write a simple letter highlighting these attributes and contributions. Make

copies of newspaper or magazine articles

that

may substantiate your

view.

• If you can, have another person complete a form or write a letter about this

person, confirming why

the

person

is

a good candidate for induction.

• Mail the form to:

VAA

Hall of Fame

H.G. Frautschy

PO

Box

3086

Oshkosh

WI

54903-3086

REMEMBER

,

YOUR

"

CON

TEMPORA

RY" MAY BE

A

CANDIDATE-

NOMINATE SOM EONE TODAY!

Call the

VAA

office for a form (920-426-6110), find it

at

www.vintageaircra{t

arg

or

on

your own sheet of paper, simply include the following information:

• Date submitted.

• Name of person nominated.

• Address and

phone

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.

• E-mail address of nominee

http://www.vintageaircra%7Bt/http://www.vintageaircra%7Bt/


37/44

EROCL SSIC

COLLECTOR SE R

IES

Vintage Tires

New USA Production

Show off your pride and joy with a

fresh set of Vintage Rubber. These

newly minted tires are FAA-TSO' d

and speed

ra t

ed to 120 MPH. Some

things are better left the way they

we

re, and in the 40's and 50's, these ti res

we

re pe

rf

ectly in

T

hese are the irst tools you need

to buy when you c o v your

tun e to the

ex

citing times in aviation.

airplane. Anyone who has used t

hem

No

t only do these tires set y

our

vinta

ge

plane

apart

from

will tell you they 're

the

next

best

the res t, but also look exceptional on all General Aviation

aircraft. Deep 8/32nd

tr

ead depth offers above average

thing to having one of our staff right

tread life and

UV

treated rubber res ists aging.

beside you. The

VHS

t

ape

and the

DVD

will give you

the

Big Picture,

and the

manual

will walk you step

by step through every part

of

the

process.

You

're never on your own

when you're using o l y i b e

,

I

• •

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e-mail: [email protected]

- ' /'

') /

1

.

lrcrah

o a t i n g s

800 362 3490

F

ir

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brin g back th e good times .. ..

New General Av iation Sizes Available:

500 x

5,

600 x 6, 700 x 8

Desser

has

the

largest

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selection o

Vintage

and Warbird

tires in the world

Contact us

with

cont inued from page 1

sured

your

funds

will continue to

an Barnstormers

Tour. Be sure to

check out these barnstormers and

their aircraft on the tour's website at

www AmericanBarnstormersTour com

As

I have mentioned before in these

pages, many of the members greatly

enjoyed the demonstrations of proper

technique in propping an airplane at

last year's event, I am pleased to in

support

all

of the

special

venues in

our area, many of which would sim

ply

not

be possible without such sup

port.

All

of

you

fine folks are

truly

appreciated by all of us

at

VAA, For

those of you

who

attend, please

pat

these supporters

on

the back

and

of

fer your sincere thanks when you see

continued from page 27

ing should have

been replaced two

years ago,

or maybe

that

the

place

needs painting. So what So what, you

say?

Well,

I'll tell you, We have an air

plane, We go to breakfast fly-ins, here

and there (100 to 500 miles away),

http:///reader/full/www.polyfiber.commailto:[email protected]:///reader/full/www.AmericanBarnstormersTour.c

Vintage Airplane - Jun 2006

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