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POSITION RE P ORT Tom Poberezny President EAA
Direction of EAA Then and now
cently I received a letter from an EAA member (his EAA~ umber is below 4000) who
has attended 51 conventions He shared his thoughts regarding his EAA membership and said something that generated the reason for this column He knew of EAA members who were displeased with EAAs direction He stated Tom they do not understand what EAA means to me and many thousands of others They never will as they are non-participants in events or never enjoyed the family atmoshysphere we have enjoyed camping all those years starting in Rockford
I want to share my thoughts about EAAs direction and the results we have achieved to date I have choshysen five areas of importance among many that highlight our initial vishysion and current accomplishments
Building your own airplane-EAA was founded on the principle that people should have the privilege to build their own airplane Over the past five decades the homebuilt airshycraft movement has far exceeded exshypectations Today more than 30000 homebuilts are certificated making up more than 20 percent of the acshytive single-engine piston fleet For evshyery airplane completed 10 more may be under construction keeping the dream of flight alive for thousands
The homebuilt movement has spawned commercial aircraft compashynies The innovative ideas of homeshybuilders have been recognized and integrated into all types of certificated airplanes The homebuilt movement also plays a significant economic role
within the aviation industry Some members have said we have
lost our homebuilding focus In reality we have expanded our focus and enshygaged more people than ever before
EAA AirVenture Oshkosh-Your anshynual convention started in Milwaushykee in 1953 A few dozen aircraft from short distances away attended Toshyday EAA AirVenture Oshkosh is the worlds premier aviation event Some say its grown too big or too comshymercial but whom do you tell not to come The impact of Oshkosh is felt worldwide The events results and stature speak for themselves
The EAA Aviation Center-EAAs first permanent headquarters was a small building in a Milwaukee suburb In the early 1980s I led the team that developed the EAA Aviation Center which includes the EAA AirVenture Museum EAA headquarters Leadershyship Center Pioneer Airport and the Air Academy Lodge Our vision was to make Oshkosh the home for sport and general aviation year-round not for just one week each summer That dream has been realized
Activities take place daily in Oshshykosh from aviation outreach activities for youth to visits by aviation industry leaders but Oshkosh is also where the world comes for knowledge and inshyformation Now because of our webshysites and online archives members can access EAAs vast resources 247 365 days a year from their homes and workshops around the world
Young Eagles-In the early 1990s this program was established with the goal of engaging more than one
million youth by 2003 the 100th anshyniversary of powered flight Today almost 14 million young people have experienced flight and thoushysands more have participated in EAA programs such as the Air Academy AeroScholars KidVenture and EAA AirVenture Museum educational inishytiatives This has contributed signifishycantly to building aviations future through the next generation of pishylots builders and leaders
Sport PilotLight-Sport Aircrafr-The vision of this initiative which began more than a dozen years ago was to lower the economic and time barriers to becoming a pilot and to encourage the development of more affordable aircraft The sport pilotlight-sport aircraft regulation accomplishes that by reducing the investment of time and money needed to learn to fly and creating a new category of aircraft It may take another five to 10 years for the aviation community to see a significant benefit but already more young people are becoming pilots older pilots are able to continue flying more economically and companies like Cessna and Cirrus are embracing the new aircraft category
As I look back on the direction we have taken Im reminded of the camshypaign to build the EAA Aviation Censhyter The theme was Putting Wings on Dreams EAA has done that for tens of thousands of people
Lastly included within the August Sport Aviation is EAAs Annual Report (see pages 121 to 136) I invite you to review the progress your associashytion made in 2007
shyampaG N E UGUST
VOL 36 NO8 2008
CONTENTS I Fe Position Report
Direction of EAA Then and now by Tom Poberezny
2 News
6 Aeromail
8 East Meets West Herb Clark and Wacovia UPFski by Budd Davisson
15 The Evening Display A wide variety of aeroplanes of the Shuttleworth Trust by David Macready
22 Light Plane Heritage Remember the Klemm Part II by Bob Whittier
28 The Vintage Mechanic Troubleshooting techniquesshyLearning the system by Robert G Lock
34 What Our Members Are Restoring
36 Mystery Plane by HG Frautschy
38 Calendar
39 Classified Ads
COVERS FRONT COVER Herb Clarks goal from the beginning was to give his custom Waco UPF-7 more performance without permanently changing a single thing Powshyered by the Russian M14P Vendenyev radial engine the UPFski turns heads wherever it goes See the article starting on page 8 EAA Photo by Jim Koepnick BACK COVER Award-winning aviation artist Barry Ross best know for his conshytinuing series of illustrations for Flying magazines I Learned About Flying From That (ILAFFT) column shares this tropical illustration of a Grumman Goose Barshyrys paintings are part of a exhibition of his ILAFFT work at the EAA AirVenture Mushyseum For more on the artwork of Barry Ross you can visit his website at www BarryRossArtcom
STAFF EAA Publisher Tom Poberezny Director of EAA Publications David Hipschman Executive DirectorEditor HG Frautschy EAA Art Director Olivia P Trabbold Executive Assistant Jillian Rooker News Editor Ric Reynolds Photography Jim Koepnick
Bonnie Kratz Advertising Coordinator Sue Anderson Classified Ad Coordinator Daphene VanHullum Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw
Display Advertising Representatives Northeast and Southeast Chester Baumgartner Phone 727-532-4640 FAX 727-532-4630 e-mail cballmlllmilldsprlllgcom
Central Gary Worden Phone 800-444-9932 FAX 816-741-6458 e-mail garywordellSpc-magcom
Mountain amp Pacific John Gibson Phone 916-784-9593 e-mail johllgibsollSpc-magcom
Europe Willi Tacke Phone +498969340213 FAX +498969340214 e-mail willi(1yillg-pagescom
VINTAGE AIRPLANE
Call for 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 airshyplane sitting next to you in the chapshyter meeting or walking next to you at EAA AirVenture Oshkosh Think about the people in your circle of aviation friends the mechanic phoshytographer or 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 avishyation 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 adshyministration writing some other vital and 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 restorer who shares his expertise with others a
writer a photographer or a pilot sharing stories preserving aviation history and encouraging new pishylots 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 highlightshying these attributes and contribushytions Make copies of newspaper or magazine articles that may substanshytiate your view
- If you can have another person complete a form or write a letter about this person confirming why the pershyson is a good candidate for induction
- Mail the form to VAA Hall of Fame Charles W Harris Chairman 7215 East 46th St Tulsa OK 74147 Remember your contemposhy
rary may be a candidate nominate someone today
Call the VAA office for a form (920-426-6110) find it at www VintageAircraftorg or on your own sheet of paper simply include the following information
- Date submitted - Name of person nominated - Address and phone number of
nominee
- Date of birth of nominee If deshyceased date of death
- Name and relationship of nominees closest living relative
- Address and phone of nomishynees closest living relative
- E-mail address of nominee - Time span (dates) of the
nominees contributions to aviashytion (Must be between 1950 to present day)
- V AA and EAA number if known (Nominee must have been or is a VAA member)
- Area(s) of contributions to aviation
- Describe the event(s) or nashyture of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame
- Describe achievements the nominee has made in other related fields in aviation
- Has the nominee already been honored for his or her involveshyment in aviation andor the conshytribution you are stating in this petition If yes please explain the nature of the honor andor award the nominee has received
- Any additional supporting information
- Submitters address and phone number plus e-mail address
- Include any supporting mateshyrial with your petition
2 AUGUST 2008
Welcome to AirVenture Wherever You Are
Its August and many EAAers are reading this issue at EAA AirshyVenture Oshkosh Heres a quick summary of important informashytion to help you make the most of your visit to The Worlds Greatest Aviation Celebration
Not able to attend AirVenture Then we invite you to follow along at wwwAirVentureorg where youll find news and feature stories daily videos photo galleries and more To access the complete AirVenture videoplayer visit wwwAirVenture org click on MultiMedia and Vidshyeos to launch the player
-The EAA Welcome CentershyLearn about exclusive EAA proshygrams and services join or renew your membership check your eshymail at the Internet Cafe and more Located west of AeroShell Square
-Homebuilders HeadquartersshyStop by to see hundreds of homeshybuilt aircraft learn about EAA programs and services for homeshybuilders and register your new homebuilt (certificated this year) to be the milestone 30000th homeshybuilt aircraft in the United States
-Learn to Fly Center-Looking for information about pursuing the dream of flight Ask the exshyperts staffing the Learn to Fly Censhyter tryout simulated flight on one of the flight sims or attend flight seminar presentations EAA memshybers may also receive a free sport pilot student pilot certificate savshying $50
-Affordable Flying Center-Disshycover ways EAA members are achieving and maintaining the dream of flight on limited budgets Visitors are invited to stop by and provide their own frugal flight tips Located in the NASA building
-Theater in the Woods-Enjoy nightly entertaining and informashytive evening programs beginning July 27 Theater in the Woods is supported by MampMS
-EAA Fly-In Theater-Ford Moshytor Company and Eclipse Aviation once again bring the Fly-In Theshyater to AirVenture with nightly aviation movies introduced by celebrity presenters including Harrison Ford John Travolta Osshycar-winning producer Ben Shedd and others
-WomenVenture-All women
eaaorg
DAILY AIRVENTURE COVERAGE
Daily videos photo galleries streaming radio and
breaking news stories will allow people all over the
globe to get a virtual taste of AirVenture as it is
happening Its the next best thing to being there
wwwAirVentureorg 200B video multimediahtml
pilots are invited to be a part of a weeklong effort to encourage more women to learn to fly including the worlds largest gathering of feshymale pilots on Friday August 1 at 1030 am on AeroShell Square Not able to come to Oshkosh but want to show your support Visit wwwAirVentureorg200Bevents WomenVenturehtml and sign the WomenVenture logbook
-EAA AirVenture Info GuideshyEvery attendee gets one free No other source provides as much useful information on scheduled events exhibitors air shows foshyrums and presentations and workshyshops You name it its in the Info Guide presented by Ford Motor Company Its also available onshyline on wwwAirVentureorgsoif youre on the grounds you can acshycess the information via any Wi-Fi hotspot
-AirVenture Today-Pick up AirshyVentures official newspaper each day and read about whats hapshypening on-site It will also be posted online and e-mailed daily in a special e-Hotline Not an eshyHotline subscriber Visit wwwEAA orgnewsletters to sign up
BOEING 40
If you enjoyed the article about Addison
Pembertons Boeing 40 in Aprils Sport
Aviation watch this video to hear its unique
roar on takeoff and to see it soar over scenic
Washington state If you are reading this while
at AirVenture stop over to the Vintage area to
see this one-of-a-kind plane in person
wwwEAAorg video eaahtml
VINTAGE AIRPLANE 3
EAA Participates in IndustryFAA Study for Part 23 Certification Review
EAA recently participated in a Part 23 ad hoc certification stanshydards committee meeting in Kanshysas City Missouri Created at the request of the Federal Aviation Adshyministration Small Airplane Dishyrectorate the committee is tasked with recommending changes for small aircraft Part 23 regulates airshyworthiness standards of normal utility aerobatic and commuter category airplanes EAAs Vintage Aircraft Association Executive Dishyrector HG Frautschy represents EAA and is co-chairman of the Conshytinued Airworthiness subgroup
The committee includes represhysentatives from various certificashytion and operational offices within the FAA as well as from the General Aviation Manufacturers Associashytion National Air Transportation Association Aircraft Owners and Pilots Association and Aircraft Elecshytronics Association John Colomy the directorates acting assistant manager urged committee memshybers to consider the lessons learned from aircraft maintenance and cershytification issues that have come to light over the past few years and apshyply them to a new version of Part 23 that will be created after the followshyup certification review by the FAA
The review is intended to give the regulations relevance to airshycraft that will be certificated in the future Issues discussed included aircraft airframe maintenance and in particular the modification and upgrading of aircraft with modern avionics systems The commitshytees charter is to create a list of suggested additions and changes to the certification regulations and then supply it to the FAA for use during the review process in 2010 The last certification review on Part 23 was done in 1985 and technology for both airframes and avionics has changed dramatically since then
The committee expects to issue its final report in the fall of 2009
AUGUST 2008
Museum Guidebook Published
The EAA AirVenture Museum is celebrating its 25th year in Oshkosh with the release of a new EAA AirshyVenture Museum Guidebook The 48-page publication is filled with colshyorful photographs of the planes and the people highlighted in the mushyseums exhibits beginning with the Wright brothers and the early years of flight and ending with the eclectic collection of Treasures From EAAs Attic donated by EAA members and other aviation enthusiasts Museum visitors can use the publication as a companion to their tour and as a reshymembrance of their visit The Guideshybook available in the museums gift shop costs $895 for members and $995 for nonmembers
New Commemorative AirVenture Program
The EAA AirVenture Program has undergone a face-lift The annual keepsake is now a collectible souveshy
nir of this years event printed on heavier paper and including more photos and interesting articles and with room for air show performers autographs Price of the commemoshyrative program is $7 and a copy of the Oshkosh The Spirit of Aviation DVD is bundled with each copy
In addition to traditional distrishybution outlets on the grounds youll also see programs bundled with an exclusive Oshkosh T-shirt design that will be available for a special price at selected EAA mershychandise locations
Ken Kotik Were sorry to report that avishy
ation artist Ken Kotik whose unique hangarstudio at Creve Coeur Airport near St Louis was truly a work of art in itself has passed away after a brief illness Ken whose aviation art clients inshycluded Fairchild Aircraft Falcon Jet Sabreliner and McDonnell Douglas (where he was a staff artshyist for 11 years) enjoyed presentshying all facets of aviation though his artwork One of Kens paintshyings was featured on the back cover of last years July issue of Vintage Airplane and a print of his artwork was made available to Dishyamond Plus contributors to V AAs Friend of the Red Barn A Vietshynam veteran Ken regularly flew a beautifully restored 1943 Piper L-4B and was working on a replica Fokker Dr Triplane Our condoshylences to his wife Dot and their many friends in the St Louis area and the many fans of his striking artwork
If youd like to see just how wide Kens talents were please view his art website at www KenKotikA viationArtcom
4
Last of a Generation
John Miller (1905-2008)
Summer 1939- Eastern Airlines Captain John Miller flies the mail from the roof of the Philadelphia Post Office in a Kellett KD-1 autogyro
W hen John Miller (EAA 37635) was 4 years old he saw Glenn Curtiss fly his Hudson Flyer down the Hudson River from Albany to New York City to win a $10000 prize sponsored
by New York World newspaper One of Curtiss two allowed fue l stops was in a farmers field across the road from the Miller family farm
I did not see him land he told EAA in 2003 but my father took me over to see the flying machine after he landed and I was so thrilled when he took off and flew down the river that I lost all intershyest in becoming a steam locomotive engineer Miller passed away on June 16 in his native Poughkeepsie New York at the age of 102
He began flying at age 18 and went on to attend the Pratt Institute for Mechanical Engineering graduating in June 1927 He skipped school to travel to Roosevelt Field on Long Island to witness Charles Lindbergh take off at the start of his historic nonstop flight to Paris in 1927
But Miller had several achievements himself such as being the first person to land an aircraft-a Kellett KD-l autogiro-on the roof of a building when a mail delivery service was started in July 1939 between the Philadelphia Post Office and Camden Airport in Philashydelphia He was also a test pilot for the Grumman J2F Duck during World War II later flying for Eastern Air Lines from which he retired in 1963
According to his daughter Miller last flew an aircraft about two years ago capping more than 35000 flight hours over more than eight decades Two of the planes he flew are in the Smithsonian Nashytional Air and Space Museum a Boeing 247D and a DC-3
He has received numerous honors including enshrinement in the Vintage Aircraft Association Hall of Fame in 2002
Upcoming M a j 0 r
Fly-Ins Mid-Eastern Regional Fly-In
Mansfield Lahm Regional Airport
(MFD) Mansfield Ohio
August 23 amp 24 2008
wwwMERFIinfo
Southeast Regional Fly-In
Middleton Field Airport (GZH)
Evergreen Alabama
October 24-26 2008
wwwSERFIorg
Rocky Mountain Regional Fly-In
Front Range Airport (FTG) Denver
(Watkins) Colorado
September 19-21 2008
Copperstate Regional Fly-In
Casa Grande Municipal Airport (CGZ)
Casa Grande Arizona
October 23-26 2008
wwwCopperstateorg
uS Sport Aviation Expo
Sebring Regional Airport (SEF)
Sebring Florida
January 22-25 2009
wwwSport-Aviation-Expocom
Aero Friedrichshafen
Messe Friedrichshafen (EDNy)
Friedrichshafen Germany
April 2-5 2009
wwwAero-Friedrichshafencomlhtmll en
Sun n Fun Fly-In
Lakeland Linder Regional Airport (LAL)
Lakeland Florida
April 21-26 2009
wwwSun-N-Funorg
For details on EAA chapter fly-ins and other local aviation events visit
wwwEAAorgcalendar
JOIN EAAs
VINTAGE
AIRCRAFT
ASSOCIATION
TODAY
VIN T AGE A I RPLANE 5
SEND YOUR COMMENTS AND QUESTIONS TO VAA LETTERS TO THE EDITOR
PO Box 3086 OSHKOSH WI 54903-3086
OR YOU CAN E-MAIL THEM TO vintageaircrafteaaorg
The Vintage Instructor Runway Incursions in the May
2008 issue is an extremely intershyesting article covering important stuff Im a retired air traffic controlshyler Controllers who refer to the end of a runway are chastised by sharp controllers Arrival end is an oxyshymoron There is a threshold and a far end of a runway Cogent and unambiguous Over the fence is slang and clear for identifying the threshold but of course its use is limited to arrivals Takeoffs begin at the threshold These arent official terms just good ones
Another one Controllers make this mistake too and its more grievous when they do In neither ICAO nor FAA documents does acshytive runway appear Reason All runways are active Its a state-ofshymind thing and its more imporshytant that it be in the controllers mind There is a runway-in-use clumsy to be sure but the distincshytion is important and not just to controllers If the pilot thinks of the runway-in-use as the active hes likely to think the others are inactive when in fact they might very well be in use intermittently Wow where did that guy come from Pilots should always think that all runways are always active When Im dealing with a controlshyler I sense to be at the lowest level of competence (perhaps controlshylerpilots can sense that more acshycurately) and I have been cleared to cross a runway as I approach Ill
AUGUST 2008
say Mooney 44 Uniform crossshying 28 at Golf Let him take it that Im a dummy already cleared across and bothering his lordly self unnecessarily Its been my obsershyvation that dumb people think a lot of people are dumb
The local control position (cleared to landtake off etc) deshytermines the runway-in-use and the runways-in-use The ground control position gets the remainshying one for h is traffiC in other words all of the movement area except the runway(s)-in-use Local has no jurisdiction over taxiways Ground avoids use of landing turnoff taxiways and coordinates with local when necessary Local is the symphony conductor ground the concertmaster There can be no doubt here about whos responshysible for where It works this way Local might say when Runway 17 is in use Runway 24 base (The idea is the runways there why not use it) Ground control has just lost one of his runways If hes got someone on it he gauges the arrivaltaxiing situation (he works local regularly also) and might say Negative Local now has to do something with the guy he was goshying to try to slip in on Runway 24 Continue him on to 17 for examshyple But if following traffic for 17 is too close to follow the wouldshybe 24 traffic onto 17 (which might be why local picked 24 in the first place) Local has allowed a tie score to develop because of poor
planning a few minutes ago Local now must start swinging his bashyton faster Maybe he should have scanned the airport better to see if 24 actually could not be used Hell look at it all later adding to his exshyperience He so lves this problem of the moment with anyone of a number of traffic adjustments hes already learned
Ive just described a crisp operashytion where everyone including the pilot for 24 is expected to be on his toes and adjustable This situashytion doesnt occur on Easter Sunday morning at 7 am
And the incident at Danbury Long gone from ATC culture is the notion that when an aircraft does something different from what the controller wants it is the cont rollers fault not the pilots or what does control mean Toshyday the controller takes the blame for nothing (The etiology of that is mighty interesting but not the kind of stuff Vintage Airplane is involved in) That incident in Danbury 2S years ago involved a controller who might have been from the old school
Twenty-five years ago the system was in transition He knew he goofed He knew his job was more than issushying the correct clearance which is all they care about today but to eyeshyball it to make sure that thats what the plane did It was his job to see that your pal didnt do something the controller didnt want done so he was not about to engage him in a phone conversation
I lost my medical a dozen years ago and so I cant prove it but I am certain that pilots have got to be more suspicious of controller acshytion today than in yonder years
Youve given me many good tips so if theres something worthwhile in here its thanks
Bill Berkley Yarmouth Port Massachusetts
Density Altitude Dear Doug
I just received my July issue of Vintage Airplane and turned to your
6
column The first thing I saw was the headline The DA Imagine my surprise when I saw in the first paragraph that you said that DA should only mean one thing to a pilot density altitude
Silly me I was anticipating an arshyticle on instrument approaches and things like decision altitude and the finer points of conducting such approaches and statistics about acshycidents while conducting such apshyproaches going below DA or DH and CFIT Then I realized your subshyject matter was density altitude As an instrument instructor I went down a different path and thought DA meant decision altitude
The article was well written by the way One statement stood out though and that had to do with your mention of 59degF (l5degC) as the standard temperature For the benefit of the newer less exshyperienced pilots I would like to expand on that as it relates to density altitude this temperashyture is only standard at sea level I would hate for a naive pilot to be misled into thinking that if while preparing for takeoff at say an airport at an elevation of 3000 feet mean sea level for example that a temperature of 59degF is stanshydard and density altitude is not much of a concern On the conshytrary it is a big concern Each airshyport elevation above sea level has
its own standard temperature for its elevation Following the stanshydard lapse rate the 3OOO-foot airshyport standard temperature would be well below 59degF In the above example if the actual temperature at 3000 feet was 59degF then the temperature would be well above standard and the density altitude is well above standard for that altitudetemperature Airplane performance would be greatly compromised Barry Schiff wrote an article specifically about this in a past issue of AOPA Pilot
Thanks for your dedication to safety and teaching pilots to fly safely
Sincerely John Rosenberg ATP and CFI Chanhassen Minnesota
Hello John You are absolutely spot on Please
forgive my critical omission To be honest most of the instrucshy
tion I conduct is instrument instrucshytion It would be nice if I could write some articles on instrument flight however it really doesnt fall into the general category of vintage espeshycially with the demise of radio ranges Thus please dont expect to find any articles on DA minimum descent alshytitude Missed Approach Point (MAP) or the like In fact over the past 35 days I have conducted more than 100 hours of dual with the vast majority of that being instrument instruction in the lousy weather weve been havshying here in the Northeast This doesnt count the checkrides as well which I do not log
Thank you for pointing out my glarshying omission-your point is an imporshytant one The fact is there are many airports in this country that dont exshyperience standard temperature (or beshylow) from the middle ofApril until the middle of October Pilots flying from these airports could easily get bit_ ten by density altitude if they are not aware ofyour important point
My thanks and best regards Doug Stewart
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VINTAGE AIRPLANE 7
Some projects seem so natural it appears as if the parts were destined to eventually be together And then there are projshy
ects that are destined to never be truly finished because ideas keep popping up And then there is Herb
8 AUGUST 2008
Clarks UPF Waco Its both of the foregoing a natural combination of components that will be constantly mutating as the mental winds in Herbs mind change direction
First its not actually fair to say Herbs gleaming white UPF will never be finished because to look
at it it is finished However given the series of forward and back now-its-finished no-it-isnt phases of this particular Wacos life if you were to believe in trend analysis you would bet that theres yet anshyother phase coming up in this airshyplanes future
Herb didnt start life intending to build neat things that fly In fact he spent much of his early life working at developing and othershywise running truck stops and other types of functional real estate in upstate New York Including an airshyport Which is how he got into flyshy
ing and in an oblique sort of way into rebuilding airplanes
I bought the airport at Duanesshyburg New York which is west of the AlbanySchenectady area in the middle of the state Its a nice little airport and because of that I met a lot of mechanics and the guys at
EAA Chapter 149 I had been flying but nothing out of the ordinary and through them I came to realshyize there was a lot more to aviation than Cessnas
In 1995 I came down to Florida essentially to vacation but I really liked it It was a big change from Albany in the winter While I was down there I got checked out in a Stearman at Bob White Field not far from Zellwood in Mount Doyle That really got me going and I had to have a Stearman
Herb apparently does nothing in half measures because it wasnt long before he owned not one but three Stearmans
I found three dusters that an old spray pilot had retired in 1960 when he got into Ag Cats He had bought them right after the war when he started his business and flew the socks off of them When he put them in storage his original idea was that he would eventually restore them He even went so far as buying a bunch of stock parts for them including 220 Continentals When I saw them the 450 PampWs on the noses had been sold and the airplanes hadnt been touched in nearly 30 years
Because I was hanging around Zellwood in Florida I couldnt help but get to know the Kimballs Jim
VINTAGE AIRPLANE 9
The cockpit of Herb Clarks custom UPF-7 The use of white and light gray paint in the cockpit makes it easier to see the structure and components
bull
bull
and his then young son Kevin As everyone knows they are legshyends in the restoration business but what most people dont know is that theyll drop what they are dong to answer any question from anybody My first time there Jim was talking to someone and I was standing a little way away waitshying and he stopped for a second
10 AUGUST 2008
to talk to me and make me feel welcome Thats just the kind of people they are
I depended on them to teach me what I needed to know to do the first Stearman and they were quick to let me know that it was going to take something like 10 years to finshyish it right and I didnt want to be grounded that long So I snooped
The M14P uses a compressed air system for starting Just in case the tank on board the airplane has gone flat a standby bottle of compressed air is ready and waiting
A three-blade MT propeller absorbs the 330-hp pumped out by the Vendenyev
around until I found a stock Waco UPF that wasnt a prizewinner but it was solid and more important it was flying I bought that airplane to fly while I was rebuilding the first Stearman The old Waco had last been rebuilt in 1980 and hadnt been touched since but it was solid and airworthy and would keep me flying
As I got into the first Stearman
project I was learning new skills at an amazing rate especially because I spent so much time at the Kimballs On that first airplane however I didnt feel I knew enough to do the covering and paint so I had them do it with me watching over their shoulders
Since the Stearman was spending time out of his hands at the Kimshyballs and Herb was spending more time enjoying his Waco it wasnt long before he couldnt totally adshyhere to the I-bought-it-to-fly conshycept that lay behind the purchase of the Waco in the first place The stage was set for changes to begin
Phase One It Looks Just a Little Funky
From the beginning I thought the airplane was too ordinary looking and I wanted to spruce it up a bit So in the first phase of what turned out to be a three-phase rebuilding project I concentrated on the cosmetics of the airplane I added wheelpants and faired in the gear so it looked as if the pants belonged on the airplane Then I changed what I thought was a really uncomplementary paint scheme It had been painted white with all the sheet metal panels painted red It didnt look as if the pieces fit together so I painted the entire airplane white and put red accent stripes on it
Another thing that bothered me is that Ive always thought UPFs look unfinished in their stock form because their basic airframe is more streamlined than most bishyplanes but with the Continental hanging out in the wind it just looks too blunt It cries for a cowlshying so I came up with a cowl off of a UC-78 Bamboo Bomber and built up the mounts for that I think its lines flow much better that way
Doing those kinds of modificashytions meant Herbs airplane was only out of commission for short periods of time so he still had a flying airshyplane while he banged away on the first Stearman project The phase one cosmetic rehab period covered 1994 to 1997 More to come
Phase Twiro Lets Inject SOJne Foreign Testosterone
With the exception of the late Jimmy Franklins jet-powered Waco no one has ever said the UPF was a performer Especially with the stock engine In fact words like leishysurely sedate and unexciting come to mind Apparently Herb had some of the same thoughts and even though he was already on an originality kick because of his Stearman projects hanging around the Kimballs began to have an unshyexpected effect on him
About the time I got the airshyplane back together Kevin and Jim started really getting their Pitts Model 12 ball rolling Id be over there on some Stearman stuff and theyd have Russian M14P Venshydenyev engines sitting around If youre a round-motor kind of guy which I definitely am you cant help but look at that engine and start looking for places to hang it And I had one The Waco
I didnt have to do any measurshying to know the M14P would fit beshycause it was obviously smaller in diameter Four inches to be exact And its pretty close to being the same weight at the Continental although just a little on the light side However it was going to take installing some systems the Waco didnt have specifically the pneushymatic starting system
Right about now we can hear antiquers nationwide groaning anshyother antique airplane butchered
and lost forever But thats anyshything but true In fact part of Herb Clarks goal from the beginning was to make the Waco more usable and with more performance without pershymanently changing a single thing
As we sat around talking about the project we decided that one of our goals would be that no matter how much stuff we changed we wanted the airplane to always be one inspection away from going back to original This wasnt going to be the death of an antique it was going to be taking it in another dishyrection temporarily with the road back clearly marked and undershystood The way we handled that was by making certain every change we made was a bolt-on No welding If we want to go back to original we can just unbolt the new reinstall the old and were ready to be recershytified The firewall forward package for instance can be unbolted and changed in a day or so
Quite often making such changes to a certificated airplane no matter how old can be handled by supshyplemental type certificates or Form 337s but that would not be the case here because the engine had never been granted a type certificate As far as the FAA was concerned it was a non-airplane part and couldnt be used on a certificated airplane Not to worry however Thats what the experimental-exhibition category is all about Thats where certificated airplanes that have strayed from the straight and narrow go to play Almost anything is allowed as long as its not dangerous The category does however have its limitations
The FAA put a 2S0-nautical-mile radius of action limitation on the airplane as they usually do with these kinds of modifications Howshyever if I want to go to an air show or event outside of that radius all I have to do is send the itinerary to the feds and they approve it The category isnt as restrictive or difshyficult as people think it is
and as for the experimental part We dont see that as a negashytive In fact we like to have the ex-
VI NTAGE AI RPLANE 11
A farm near Weirsdale Aorida is the home of Hobby Hill Airport the home base for Herbco and wwwPittsFabriccom
perimental sticker out where people can see it so they know they are looking at something different beshycause unless you really know what youre looking at its hard to tell anything has been changed
Hes right about that The round fugitive from behind the Iron Curshytain looks right at home in the Bamshyboo Bomber cowl and only the MT prop gives its presence away Origishynally he had the h uge two-blade with the squared-off paddle blades so typical of Soviet airplanes and that was a definite tel
Kevins the expert on anything having to do with M14Ps so I had him design and execute the enshygine installation For the mount he used the original Russian mount ring right at the cylinders but built
up the rest with a mount pattern necessary for the Waco
Since the starting system is enshytirely pneumatic thats one of the things people think is going to be reshyally difficult to operate and maintain but its not It s just different and once you use it a few times its just another system you learn to manage
liThe air system is basically a small SCUBA bottle that is pressurshyized by an air compressor on the enshygine When starting the engine you trip a valve that slams air through a little distributor that pressurizes lines to each cylinder in sequence and spins the engine Its actually a good system but you have to inshystall it with care and police leaks Once its sealed up you can pretty much forget about it other than
Stearman wings are part of the projshyect list at Herbco
remembering to turn the air tank valve to off before you leave the airplane Thats just a little precaushytionary thinking
I have an 800 psi valve on the tank so once the compressor reaches that pressure the pressure is released and you arent working the compressor so hard all of the time
Round motors by their very design have at least one characshyteristic the square-motor crowd doesnt worry about the possibilshyity of bending a rod by cranking the engine with a bottom cylinder full of oi Although most of you already know its worth remembershying that as the airplane sits oil in the crankcase slowly works its way past the rings and into the comshybustion chambers of the lower cylshyinders And if you try cranking it with oil which is incompressible in t h e cylinders its possible to bend a connecting rod when a pisshyton comes up against a slug of oil and screeches to a halt For that reashyson its necessary to pull the prop through enough times to make sure theres no oil trapped in there
Another possibility is that oil can leak into the cylinder while an inshytake valve is open and let the oil into the induction tubes So even though the cylinders are clean oil can be sucked out of an induction tube into a cylinder and hydraulic lock that cylinder The reason we mention this is because the Kimshyballs have fixes for all of the above
12 A U G U ST 2008
Herb Clarks shop has become increasingly busy as other aircraft owners look to him for construction and restoration work
Herb says liThe Kimballs have really worked this thing out MI4s have drain plugs in the inducshytion tubes that youre supposed to empty before each start The Kimshyball mod in that area manifolds those drains together so you dont have to open each one individually To keep oil from filling the cylinshyders after shutdown they have a pump that scavenges the oil out of the crankcase and back into the oil tank Then they put an off valve on the tank that has a micro-switch on it stopping you from cranking the engine with the oil valve off This keeps the oil from gravity feeding back into the crankcase and with the crankcase pretty much empty theres much less chance of getting oil in the cylinders
At the end of phase two Herbs plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2000 feet per minute and topping out at ISS mph It was no longer your granddads Waco
Phase Three lNhat WasThatIJust Heard Creaking
Now were up to 2004 and the Herb Clark who barely knew how to fly when he took his first Stearshyman ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor Among other things New York state is far behind him and his earlier skills in restoring and
working on trucks has served him well in his new venture aircraft resshytoration That first Stearman led to him restoring the other two at the same time and his shop on Hobby Hill Airport began to see a steady succession of customers projects coming his way What had been a hobby was built into a business
I bought a farm by Weirsdale Florida not that far from Zellwood and put a runway on it In fact my neighbor and I worked together and its now 3800 feet of grass I raise hay products and rebuild airshyplanes Its a sweet deal
In the late 90s I was bit by the Pitts bug and bought one then as I gained confidence and began doshying my own paint and fabric work I found myself doing lots of work
for other Pitts owners In fact my website is wwwPittsFabriccomalshythough well restore or help restore almost anything thats built of rag and tube
Although he was a busy man he still had his Waco and he still had plans for it
By the time I set up my own shop it had been nearly 2S years since the Waco was last re-covered It was time for a complete restorashytion plus there were some other changes and improvements I wanted to make
Although the engine installashytion was working great I decided to change the exhaust system which had come out of a Yak As originally built the segments were all butt joints so there was always exhaust
VINTAGE AIRPLANE 1 3
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
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BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
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VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
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(NAFl)
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Benefits
AUA Vintage Insurance Plan 800-727-3823
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MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
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Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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4 0 AUGUST 2008
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ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
shyampaG N E UGUST
VOL 36 NO8 2008
CONTENTS I Fe Position Report
Direction of EAA Then and now by Tom Poberezny
2 News
6 Aeromail
8 East Meets West Herb Clark and Wacovia UPFski by Budd Davisson
15 The Evening Display A wide variety of aeroplanes of the Shuttleworth Trust by David Macready
22 Light Plane Heritage Remember the Klemm Part II by Bob Whittier
28 The Vintage Mechanic Troubleshooting techniquesshyLearning the system by Robert G Lock
34 What Our Members Are Restoring
36 Mystery Plane by HG Frautschy
38 Calendar
39 Classified Ads
COVERS FRONT COVER Herb Clarks goal from the beginning was to give his custom Waco UPF-7 more performance without permanently changing a single thing Powshyered by the Russian M14P Vendenyev radial engine the UPFski turns heads wherever it goes See the article starting on page 8 EAA Photo by Jim Koepnick BACK COVER Award-winning aviation artist Barry Ross best know for his conshytinuing series of illustrations for Flying magazines I Learned About Flying From That (ILAFFT) column shares this tropical illustration of a Grumman Goose Barshyrys paintings are part of a exhibition of his ILAFFT work at the EAA AirVenture Mushyseum For more on the artwork of Barry Ross you can visit his website at www BarryRossArtcom
STAFF EAA Publisher Tom Poberezny Director of EAA Publications David Hipschman Executive DirectorEditor HG Frautschy EAA Art Director Olivia P Trabbold Executive Assistant Jillian Rooker News Editor Ric Reynolds Photography Jim Koepnick
Bonnie Kratz Advertising Coordinator Sue Anderson Classified Ad Coordinator Daphene VanHullum Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw
Display Advertising Representatives Northeast and Southeast Chester Baumgartner Phone 727-532-4640 FAX 727-532-4630 e-mail cballmlllmilldsprlllgcom
Central Gary Worden Phone 800-444-9932 FAX 816-741-6458 e-mail garywordellSpc-magcom
Mountain amp Pacific John Gibson Phone 916-784-9593 e-mail johllgibsollSpc-magcom
Europe Willi Tacke Phone +498969340213 FAX +498969340214 e-mail willi(1yillg-pagescom
VINTAGE AIRPLANE
Call for 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 airshyplane sitting next to you in the chapshyter meeting or walking next to you at EAA AirVenture Oshkosh Think about the people in your circle of aviation friends the mechanic phoshytographer or 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 avishyation 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 adshyministration writing some other vital and 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 restorer who shares his expertise with others a
writer a photographer or a pilot sharing stories preserving aviation history and encouraging new pishylots 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 highlightshying these attributes and contribushytions Make copies of newspaper or magazine articles that may substanshytiate your view
- If you can have another person complete a form or write a letter about this person confirming why the pershyson is a good candidate for induction
- Mail the form to VAA Hall of Fame Charles W Harris Chairman 7215 East 46th St Tulsa OK 74147 Remember your contemposhy
rary may be a candidate nominate someone today
Call the VAA office for a form (920-426-6110) find it at www VintageAircraftorg or on your own sheet of paper simply include the following information
- Date submitted - Name of person nominated - Address and phone number of
nominee
- Date of birth of nominee If deshyceased date of death
- Name and relationship of nominees closest living relative
- Address and phone of nomishynees closest living relative
- E-mail address of nominee - Time span (dates) of the
nominees contributions to aviashytion (Must be between 1950 to present day)
- V AA and EAA number if known (Nominee must have been or is a VAA member)
- Area(s) of contributions to aviation
- Describe the event(s) or nashyture of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame
- Describe achievements the nominee has made in other related fields in aviation
- Has the nominee already been honored for his or her involveshyment in aviation andor the conshytribution you are stating in this petition If yes please explain the nature of the honor andor award the nominee has received
- Any additional supporting information
- Submitters address and phone number plus e-mail address
- Include any supporting mateshyrial with your petition
2 AUGUST 2008
Welcome to AirVenture Wherever You Are
Its August and many EAAers are reading this issue at EAA AirshyVenture Oshkosh Heres a quick summary of important informashytion to help you make the most of your visit to The Worlds Greatest Aviation Celebration
Not able to attend AirVenture Then we invite you to follow along at wwwAirVentureorg where youll find news and feature stories daily videos photo galleries and more To access the complete AirVenture videoplayer visit wwwAirVenture org click on MultiMedia and Vidshyeos to launch the player
-The EAA Welcome CentershyLearn about exclusive EAA proshygrams and services join or renew your membership check your eshymail at the Internet Cafe and more Located west of AeroShell Square
-Homebuilders HeadquartersshyStop by to see hundreds of homeshybuilt aircraft learn about EAA programs and services for homeshybuilders and register your new homebuilt (certificated this year) to be the milestone 30000th homeshybuilt aircraft in the United States
-Learn to Fly Center-Looking for information about pursuing the dream of flight Ask the exshyperts staffing the Learn to Fly Censhyter tryout simulated flight on one of the flight sims or attend flight seminar presentations EAA memshybers may also receive a free sport pilot student pilot certificate savshying $50
-Affordable Flying Center-Disshycover ways EAA members are achieving and maintaining the dream of flight on limited budgets Visitors are invited to stop by and provide their own frugal flight tips Located in the NASA building
-Theater in the Woods-Enjoy nightly entertaining and informashytive evening programs beginning July 27 Theater in the Woods is supported by MampMS
-EAA Fly-In Theater-Ford Moshytor Company and Eclipse Aviation once again bring the Fly-In Theshyater to AirVenture with nightly aviation movies introduced by celebrity presenters including Harrison Ford John Travolta Osshycar-winning producer Ben Shedd and others
-WomenVenture-All women
eaaorg
DAILY AIRVENTURE COVERAGE
Daily videos photo galleries streaming radio and
breaking news stories will allow people all over the
globe to get a virtual taste of AirVenture as it is
happening Its the next best thing to being there
wwwAirVentureorg 200B video multimediahtml
pilots are invited to be a part of a weeklong effort to encourage more women to learn to fly including the worlds largest gathering of feshymale pilots on Friday August 1 at 1030 am on AeroShell Square Not able to come to Oshkosh but want to show your support Visit wwwAirVentureorg200Bevents WomenVenturehtml and sign the WomenVenture logbook
-EAA AirVenture Info GuideshyEvery attendee gets one free No other source provides as much useful information on scheduled events exhibitors air shows foshyrums and presentations and workshyshops You name it its in the Info Guide presented by Ford Motor Company Its also available onshyline on wwwAirVentureorgsoif youre on the grounds you can acshycess the information via any Wi-Fi hotspot
-AirVenture Today-Pick up AirshyVentures official newspaper each day and read about whats hapshypening on-site It will also be posted online and e-mailed daily in a special e-Hotline Not an eshyHotline subscriber Visit wwwEAA orgnewsletters to sign up
BOEING 40
If you enjoyed the article about Addison
Pembertons Boeing 40 in Aprils Sport
Aviation watch this video to hear its unique
roar on takeoff and to see it soar over scenic
Washington state If you are reading this while
at AirVenture stop over to the Vintage area to
see this one-of-a-kind plane in person
wwwEAAorg video eaahtml
VINTAGE AIRPLANE 3
EAA Participates in IndustryFAA Study for Part 23 Certification Review
EAA recently participated in a Part 23 ad hoc certification stanshydards committee meeting in Kanshysas City Missouri Created at the request of the Federal Aviation Adshyministration Small Airplane Dishyrectorate the committee is tasked with recommending changes for small aircraft Part 23 regulates airshyworthiness standards of normal utility aerobatic and commuter category airplanes EAAs Vintage Aircraft Association Executive Dishyrector HG Frautschy represents EAA and is co-chairman of the Conshytinued Airworthiness subgroup
The committee includes represhysentatives from various certificashytion and operational offices within the FAA as well as from the General Aviation Manufacturers Associashytion National Air Transportation Association Aircraft Owners and Pilots Association and Aircraft Elecshytronics Association John Colomy the directorates acting assistant manager urged committee memshybers to consider the lessons learned from aircraft maintenance and cershytification issues that have come to light over the past few years and apshyply them to a new version of Part 23 that will be created after the followshyup certification review by the FAA
The review is intended to give the regulations relevance to airshycraft that will be certificated in the future Issues discussed included aircraft airframe maintenance and in particular the modification and upgrading of aircraft with modern avionics systems The commitshytees charter is to create a list of suggested additions and changes to the certification regulations and then supply it to the FAA for use during the review process in 2010 The last certification review on Part 23 was done in 1985 and technology for both airframes and avionics has changed dramatically since then
The committee expects to issue its final report in the fall of 2009
AUGUST 2008
Museum Guidebook Published
The EAA AirVenture Museum is celebrating its 25th year in Oshkosh with the release of a new EAA AirshyVenture Museum Guidebook The 48-page publication is filled with colshyorful photographs of the planes and the people highlighted in the mushyseums exhibits beginning with the Wright brothers and the early years of flight and ending with the eclectic collection of Treasures From EAAs Attic donated by EAA members and other aviation enthusiasts Museum visitors can use the publication as a companion to their tour and as a reshymembrance of their visit The Guideshybook available in the museums gift shop costs $895 for members and $995 for nonmembers
New Commemorative AirVenture Program
The EAA AirVenture Program has undergone a face-lift The annual keepsake is now a collectible souveshy
nir of this years event printed on heavier paper and including more photos and interesting articles and with room for air show performers autographs Price of the commemoshyrative program is $7 and a copy of the Oshkosh The Spirit of Aviation DVD is bundled with each copy
In addition to traditional distrishybution outlets on the grounds youll also see programs bundled with an exclusive Oshkosh T-shirt design that will be available for a special price at selected EAA mershychandise locations
Ken Kotik Were sorry to report that avishy
ation artist Ken Kotik whose unique hangarstudio at Creve Coeur Airport near St Louis was truly a work of art in itself has passed away after a brief illness Ken whose aviation art clients inshycluded Fairchild Aircraft Falcon Jet Sabreliner and McDonnell Douglas (where he was a staff artshyist for 11 years) enjoyed presentshying all facets of aviation though his artwork One of Kens paintshyings was featured on the back cover of last years July issue of Vintage Airplane and a print of his artwork was made available to Dishyamond Plus contributors to V AAs Friend of the Red Barn A Vietshynam veteran Ken regularly flew a beautifully restored 1943 Piper L-4B and was working on a replica Fokker Dr Triplane Our condoshylences to his wife Dot and their many friends in the St Louis area and the many fans of his striking artwork
If youd like to see just how wide Kens talents were please view his art website at www KenKotikA viationArtcom
4
Last of a Generation
John Miller (1905-2008)
Summer 1939- Eastern Airlines Captain John Miller flies the mail from the roof of the Philadelphia Post Office in a Kellett KD-1 autogyro
W hen John Miller (EAA 37635) was 4 years old he saw Glenn Curtiss fly his Hudson Flyer down the Hudson River from Albany to New York City to win a $10000 prize sponsored
by New York World newspaper One of Curtiss two allowed fue l stops was in a farmers field across the road from the Miller family farm
I did not see him land he told EAA in 2003 but my father took me over to see the flying machine after he landed and I was so thrilled when he took off and flew down the river that I lost all intershyest in becoming a steam locomotive engineer Miller passed away on June 16 in his native Poughkeepsie New York at the age of 102
He began flying at age 18 and went on to attend the Pratt Institute for Mechanical Engineering graduating in June 1927 He skipped school to travel to Roosevelt Field on Long Island to witness Charles Lindbergh take off at the start of his historic nonstop flight to Paris in 1927
But Miller had several achievements himself such as being the first person to land an aircraft-a Kellett KD-l autogiro-on the roof of a building when a mail delivery service was started in July 1939 between the Philadelphia Post Office and Camden Airport in Philashydelphia He was also a test pilot for the Grumman J2F Duck during World War II later flying for Eastern Air Lines from which he retired in 1963
According to his daughter Miller last flew an aircraft about two years ago capping more than 35000 flight hours over more than eight decades Two of the planes he flew are in the Smithsonian Nashytional Air and Space Museum a Boeing 247D and a DC-3
He has received numerous honors including enshrinement in the Vintage Aircraft Association Hall of Fame in 2002
Upcoming M a j 0 r
Fly-Ins Mid-Eastern Regional Fly-In
Mansfield Lahm Regional Airport
(MFD) Mansfield Ohio
August 23 amp 24 2008
wwwMERFIinfo
Southeast Regional Fly-In
Middleton Field Airport (GZH)
Evergreen Alabama
October 24-26 2008
wwwSERFIorg
Rocky Mountain Regional Fly-In
Front Range Airport (FTG) Denver
(Watkins) Colorado
September 19-21 2008
Copperstate Regional Fly-In
Casa Grande Municipal Airport (CGZ)
Casa Grande Arizona
October 23-26 2008
wwwCopperstateorg
uS Sport Aviation Expo
Sebring Regional Airport (SEF)
Sebring Florida
January 22-25 2009
wwwSport-Aviation-Expocom
Aero Friedrichshafen
Messe Friedrichshafen (EDNy)
Friedrichshafen Germany
April 2-5 2009
wwwAero-Friedrichshafencomlhtmll en
Sun n Fun Fly-In
Lakeland Linder Regional Airport (LAL)
Lakeland Florida
April 21-26 2009
wwwSun-N-Funorg
For details on EAA chapter fly-ins and other local aviation events visit
wwwEAAorgcalendar
JOIN EAAs
VINTAGE
AIRCRAFT
ASSOCIATION
TODAY
VIN T AGE A I RPLANE 5
SEND YOUR COMMENTS AND QUESTIONS TO VAA LETTERS TO THE EDITOR
PO Box 3086 OSHKOSH WI 54903-3086
OR YOU CAN E-MAIL THEM TO vintageaircrafteaaorg
The Vintage Instructor Runway Incursions in the May
2008 issue is an extremely intershyesting article covering important stuff Im a retired air traffic controlshyler Controllers who refer to the end of a runway are chastised by sharp controllers Arrival end is an oxyshymoron There is a threshold and a far end of a runway Cogent and unambiguous Over the fence is slang and clear for identifying the threshold but of course its use is limited to arrivals Takeoffs begin at the threshold These arent official terms just good ones
Another one Controllers make this mistake too and its more grievous when they do In neither ICAO nor FAA documents does acshytive runway appear Reason All runways are active Its a state-ofshymind thing and its more imporshytant that it be in the controllers mind There is a runway-in-use clumsy to be sure but the distincshytion is important and not just to controllers If the pilot thinks of the runway-in-use as the active hes likely to think the others are inactive when in fact they might very well be in use intermittently Wow where did that guy come from Pilots should always think that all runways are always active When Im dealing with a controlshyler I sense to be at the lowest level of competence (perhaps controlshylerpilots can sense that more acshycurately) and I have been cleared to cross a runway as I approach Ill
AUGUST 2008
say Mooney 44 Uniform crossshying 28 at Golf Let him take it that Im a dummy already cleared across and bothering his lordly self unnecessarily Its been my obsershyvation that dumb people think a lot of people are dumb
The local control position (cleared to landtake off etc) deshytermines the runway-in-use and the runways-in-use The ground control position gets the remainshying one for h is traffiC in other words all of the movement area except the runway(s)-in-use Local has no jurisdiction over taxiways Ground avoids use of landing turnoff taxiways and coordinates with local when necessary Local is the symphony conductor ground the concertmaster There can be no doubt here about whos responshysible for where It works this way Local might say when Runway 17 is in use Runway 24 base (The idea is the runways there why not use it) Ground control has just lost one of his runways If hes got someone on it he gauges the arrivaltaxiing situation (he works local regularly also) and might say Negative Local now has to do something with the guy he was goshying to try to slip in on Runway 24 Continue him on to 17 for examshyple But if following traffic for 17 is too close to follow the wouldshybe 24 traffic onto 17 (which might be why local picked 24 in the first place) Local has allowed a tie score to develop because of poor
planning a few minutes ago Local now must start swinging his bashyton faster Maybe he should have scanned the airport better to see if 24 actually could not be used Hell look at it all later adding to his exshyperience He so lves this problem of the moment with anyone of a number of traffic adjustments hes already learned
Ive just described a crisp operashytion where everyone including the pilot for 24 is expected to be on his toes and adjustable This situashytion doesnt occur on Easter Sunday morning at 7 am
And the incident at Danbury Long gone from ATC culture is the notion that when an aircraft does something different from what the controller wants it is the cont rollers fault not the pilots or what does control mean Toshyday the controller takes the blame for nothing (The etiology of that is mighty interesting but not the kind of stuff Vintage Airplane is involved in) That incident in Danbury 2S years ago involved a controller who might have been from the old school
Twenty-five years ago the system was in transition He knew he goofed He knew his job was more than issushying the correct clearance which is all they care about today but to eyeshyball it to make sure that thats what the plane did It was his job to see that your pal didnt do something the controller didnt want done so he was not about to engage him in a phone conversation
I lost my medical a dozen years ago and so I cant prove it but I am certain that pilots have got to be more suspicious of controller acshytion today than in yonder years
Youve given me many good tips so if theres something worthwhile in here its thanks
Bill Berkley Yarmouth Port Massachusetts
Density Altitude Dear Doug
I just received my July issue of Vintage Airplane and turned to your
6
column The first thing I saw was the headline The DA Imagine my surprise when I saw in the first paragraph that you said that DA should only mean one thing to a pilot density altitude
Silly me I was anticipating an arshyticle on instrument approaches and things like decision altitude and the finer points of conducting such approaches and statistics about acshycidents while conducting such apshyproaches going below DA or DH and CFIT Then I realized your subshyject matter was density altitude As an instrument instructor I went down a different path and thought DA meant decision altitude
The article was well written by the way One statement stood out though and that had to do with your mention of 59degF (l5degC) as the standard temperature For the benefit of the newer less exshyperienced pilots I would like to expand on that as it relates to density altitude this temperashyture is only standard at sea level I would hate for a naive pilot to be misled into thinking that if while preparing for takeoff at say an airport at an elevation of 3000 feet mean sea level for example that a temperature of 59degF is stanshydard and density altitude is not much of a concern On the conshytrary it is a big concern Each airshyport elevation above sea level has
its own standard temperature for its elevation Following the stanshydard lapse rate the 3OOO-foot airshyport standard temperature would be well below 59degF In the above example if the actual temperature at 3000 feet was 59degF then the temperature would be well above standard and the density altitude is well above standard for that altitudetemperature Airplane performance would be greatly compromised Barry Schiff wrote an article specifically about this in a past issue of AOPA Pilot
Thanks for your dedication to safety and teaching pilots to fly safely
Sincerely John Rosenberg ATP and CFI Chanhassen Minnesota
Hello John You are absolutely spot on Please
forgive my critical omission To be honest most of the instrucshy
tion I conduct is instrument instrucshytion It would be nice if I could write some articles on instrument flight however it really doesnt fall into the general category of vintage espeshycially with the demise of radio ranges Thus please dont expect to find any articles on DA minimum descent alshytitude Missed Approach Point (MAP) or the like In fact over the past 35 days I have conducted more than 100 hours of dual with the vast majority of that being instrument instruction in the lousy weather weve been havshying here in the Northeast This doesnt count the checkrides as well which I do not log
Thank you for pointing out my glarshying omission-your point is an imporshytant one The fact is there are many airports in this country that dont exshyperience standard temperature (or beshylow) from the middle ofApril until the middle of October Pilots flying from these airports could easily get bit_ ten by density altitude if they are not aware ofyour important point
My thanks and best regards Doug Stewart
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VINTAGE AIRPLANE 7
Some projects seem so natural it appears as if the parts were destined to eventually be together And then there are projshy
ects that are destined to never be truly finished because ideas keep popping up And then there is Herb
8 AUGUST 2008
Clarks UPF Waco Its both of the foregoing a natural combination of components that will be constantly mutating as the mental winds in Herbs mind change direction
First its not actually fair to say Herbs gleaming white UPF will never be finished because to look
at it it is finished However given the series of forward and back now-its-finished no-it-isnt phases of this particular Wacos life if you were to believe in trend analysis you would bet that theres yet anshyother phase coming up in this airshyplanes future
Herb didnt start life intending to build neat things that fly In fact he spent much of his early life working at developing and othershywise running truck stops and other types of functional real estate in upstate New York Including an airshyport Which is how he got into flyshy
ing and in an oblique sort of way into rebuilding airplanes
I bought the airport at Duanesshyburg New York which is west of the AlbanySchenectady area in the middle of the state Its a nice little airport and because of that I met a lot of mechanics and the guys at
EAA Chapter 149 I had been flying but nothing out of the ordinary and through them I came to realshyize there was a lot more to aviation than Cessnas
In 1995 I came down to Florida essentially to vacation but I really liked it It was a big change from Albany in the winter While I was down there I got checked out in a Stearman at Bob White Field not far from Zellwood in Mount Doyle That really got me going and I had to have a Stearman
Herb apparently does nothing in half measures because it wasnt long before he owned not one but three Stearmans
I found three dusters that an old spray pilot had retired in 1960 when he got into Ag Cats He had bought them right after the war when he started his business and flew the socks off of them When he put them in storage his original idea was that he would eventually restore them He even went so far as buying a bunch of stock parts for them including 220 Continentals When I saw them the 450 PampWs on the noses had been sold and the airplanes hadnt been touched in nearly 30 years
Because I was hanging around Zellwood in Florida I couldnt help but get to know the Kimballs Jim
VINTAGE AIRPLANE 9
The cockpit of Herb Clarks custom UPF-7 The use of white and light gray paint in the cockpit makes it easier to see the structure and components
bull
bull
and his then young son Kevin As everyone knows they are legshyends in the restoration business but what most people dont know is that theyll drop what they are dong to answer any question from anybody My first time there Jim was talking to someone and I was standing a little way away waitshying and he stopped for a second
10 AUGUST 2008
to talk to me and make me feel welcome Thats just the kind of people they are
I depended on them to teach me what I needed to know to do the first Stearman and they were quick to let me know that it was going to take something like 10 years to finshyish it right and I didnt want to be grounded that long So I snooped
The M14P uses a compressed air system for starting Just in case the tank on board the airplane has gone flat a standby bottle of compressed air is ready and waiting
A three-blade MT propeller absorbs the 330-hp pumped out by the Vendenyev
around until I found a stock Waco UPF that wasnt a prizewinner but it was solid and more important it was flying I bought that airplane to fly while I was rebuilding the first Stearman The old Waco had last been rebuilt in 1980 and hadnt been touched since but it was solid and airworthy and would keep me flying
As I got into the first Stearman
project I was learning new skills at an amazing rate especially because I spent so much time at the Kimballs On that first airplane however I didnt feel I knew enough to do the covering and paint so I had them do it with me watching over their shoulders
Since the Stearman was spending time out of his hands at the Kimshyballs and Herb was spending more time enjoying his Waco it wasnt long before he couldnt totally adshyhere to the I-bought-it-to-fly conshycept that lay behind the purchase of the Waco in the first place The stage was set for changes to begin
Phase One It Looks Just a Little Funky
From the beginning I thought the airplane was too ordinary looking and I wanted to spruce it up a bit So in the first phase of what turned out to be a three-phase rebuilding project I concentrated on the cosmetics of the airplane I added wheelpants and faired in the gear so it looked as if the pants belonged on the airplane Then I changed what I thought was a really uncomplementary paint scheme It had been painted white with all the sheet metal panels painted red It didnt look as if the pieces fit together so I painted the entire airplane white and put red accent stripes on it
Another thing that bothered me is that Ive always thought UPFs look unfinished in their stock form because their basic airframe is more streamlined than most bishyplanes but with the Continental hanging out in the wind it just looks too blunt It cries for a cowlshying so I came up with a cowl off of a UC-78 Bamboo Bomber and built up the mounts for that I think its lines flow much better that way
Doing those kinds of modificashytions meant Herbs airplane was only out of commission for short periods of time so he still had a flying airshyplane while he banged away on the first Stearman project The phase one cosmetic rehab period covered 1994 to 1997 More to come
Phase Twiro Lets Inject SOJne Foreign Testosterone
With the exception of the late Jimmy Franklins jet-powered Waco no one has ever said the UPF was a performer Especially with the stock engine In fact words like leishysurely sedate and unexciting come to mind Apparently Herb had some of the same thoughts and even though he was already on an originality kick because of his Stearman projects hanging around the Kimballs began to have an unshyexpected effect on him
About the time I got the airshyplane back together Kevin and Jim started really getting their Pitts Model 12 ball rolling Id be over there on some Stearman stuff and theyd have Russian M14P Venshydenyev engines sitting around If youre a round-motor kind of guy which I definitely am you cant help but look at that engine and start looking for places to hang it And I had one The Waco
I didnt have to do any measurshying to know the M14P would fit beshycause it was obviously smaller in diameter Four inches to be exact And its pretty close to being the same weight at the Continental although just a little on the light side However it was going to take installing some systems the Waco didnt have specifically the pneushymatic starting system
Right about now we can hear antiquers nationwide groaning anshyother antique airplane butchered
and lost forever But thats anyshything but true In fact part of Herb Clarks goal from the beginning was to make the Waco more usable and with more performance without pershymanently changing a single thing
As we sat around talking about the project we decided that one of our goals would be that no matter how much stuff we changed we wanted the airplane to always be one inspection away from going back to original This wasnt going to be the death of an antique it was going to be taking it in another dishyrection temporarily with the road back clearly marked and undershystood The way we handled that was by making certain every change we made was a bolt-on No welding If we want to go back to original we can just unbolt the new reinstall the old and were ready to be recershytified The firewall forward package for instance can be unbolted and changed in a day or so
Quite often making such changes to a certificated airplane no matter how old can be handled by supshyplemental type certificates or Form 337s but that would not be the case here because the engine had never been granted a type certificate As far as the FAA was concerned it was a non-airplane part and couldnt be used on a certificated airplane Not to worry however Thats what the experimental-exhibition category is all about Thats where certificated airplanes that have strayed from the straight and narrow go to play Almost anything is allowed as long as its not dangerous The category does however have its limitations
The FAA put a 2S0-nautical-mile radius of action limitation on the airplane as they usually do with these kinds of modifications Howshyever if I want to go to an air show or event outside of that radius all I have to do is send the itinerary to the feds and they approve it The category isnt as restrictive or difshyficult as people think it is
and as for the experimental part We dont see that as a negashytive In fact we like to have the ex-
VI NTAGE AI RPLANE 11
A farm near Weirsdale Aorida is the home of Hobby Hill Airport the home base for Herbco and wwwPittsFabriccom
perimental sticker out where people can see it so they know they are looking at something different beshycause unless you really know what youre looking at its hard to tell anything has been changed
Hes right about that The round fugitive from behind the Iron Curshytain looks right at home in the Bamshyboo Bomber cowl and only the MT prop gives its presence away Origishynally he had the h uge two-blade with the squared-off paddle blades so typical of Soviet airplanes and that was a definite tel
Kevins the expert on anything having to do with M14Ps so I had him design and execute the enshygine installation For the mount he used the original Russian mount ring right at the cylinders but built
up the rest with a mount pattern necessary for the Waco
Since the starting system is enshytirely pneumatic thats one of the things people think is going to be reshyally difficult to operate and maintain but its not It s just different and once you use it a few times its just another system you learn to manage
liThe air system is basically a small SCUBA bottle that is pressurshyized by an air compressor on the enshygine When starting the engine you trip a valve that slams air through a little distributor that pressurizes lines to each cylinder in sequence and spins the engine Its actually a good system but you have to inshystall it with care and police leaks Once its sealed up you can pretty much forget about it other than
Stearman wings are part of the projshyect list at Herbco
remembering to turn the air tank valve to off before you leave the airplane Thats just a little precaushytionary thinking
I have an 800 psi valve on the tank so once the compressor reaches that pressure the pressure is released and you arent working the compressor so hard all of the time
Round motors by their very design have at least one characshyteristic the square-motor crowd doesnt worry about the possibilshyity of bending a rod by cranking the engine with a bottom cylinder full of oi Although most of you already know its worth remembershying that as the airplane sits oil in the crankcase slowly works its way past the rings and into the comshybustion chambers of the lower cylshyinders And if you try cranking it with oil which is incompressible in t h e cylinders its possible to bend a connecting rod when a pisshyton comes up against a slug of oil and screeches to a halt For that reashyson its necessary to pull the prop through enough times to make sure theres no oil trapped in there
Another possibility is that oil can leak into the cylinder while an inshytake valve is open and let the oil into the induction tubes So even though the cylinders are clean oil can be sucked out of an induction tube into a cylinder and hydraulic lock that cylinder The reason we mention this is because the Kimshyballs have fixes for all of the above
12 A U G U ST 2008
Herb Clarks shop has become increasingly busy as other aircraft owners look to him for construction and restoration work
Herb says liThe Kimballs have really worked this thing out MI4s have drain plugs in the inducshytion tubes that youre supposed to empty before each start The Kimshyball mod in that area manifolds those drains together so you dont have to open each one individually To keep oil from filling the cylinshyders after shutdown they have a pump that scavenges the oil out of the crankcase and back into the oil tank Then they put an off valve on the tank that has a micro-switch on it stopping you from cranking the engine with the oil valve off This keeps the oil from gravity feeding back into the crankcase and with the crankcase pretty much empty theres much less chance of getting oil in the cylinders
At the end of phase two Herbs plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2000 feet per minute and topping out at ISS mph It was no longer your granddads Waco
Phase Three lNhat WasThatIJust Heard Creaking
Now were up to 2004 and the Herb Clark who barely knew how to fly when he took his first Stearshyman ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor Among other things New York state is far behind him and his earlier skills in restoring and
working on trucks has served him well in his new venture aircraft resshytoration That first Stearman led to him restoring the other two at the same time and his shop on Hobby Hill Airport began to see a steady succession of customers projects coming his way What had been a hobby was built into a business
I bought a farm by Weirsdale Florida not that far from Zellwood and put a runway on it In fact my neighbor and I worked together and its now 3800 feet of grass I raise hay products and rebuild airshyplanes Its a sweet deal
In the late 90s I was bit by the Pitts bug and bought one then as I gained confidence and began doshying my own paint and fabric work I found myself doing lots of work
for other Pitts owners In fact my website is wwwPittsFabriccomalshythough well restore or help restore almost anything thats built of rag and tube
Although he was a busy man he still had his Waco and he still had plans for it
By the time I set up my own shop it had been nearly 2S years since the Waco was last re-covered It was time for a complete restorashytion plus there were some other changes and improvements I wanted to make
Although the engine installashytion was working great I decided to change the exhaust system which had come out of a Yak As originally built the segments were all butt joints so there was always exhaust
VINTAGE AIRPLANE 1 3
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
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bull Wright Brothers Master Pilots Award Winner
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BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
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I GNlllON W IRI NG DIAGRAM
R fsectHi ~
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
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L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
GET CONNECTED Stay Informed
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
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Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds)
National Association of Flight Instructors
(NAFl)
-Address changes
-Merchandise sales
-Gift memberships
Programs and Activities
Auto Fuel STCs 920-426-4843
Buildrestore information 920-426-4821
Chapters locatingorganizing 920-426-4876
Education 888-322-3229
- EAA Air Academy
- EAA Scholarships
Flight In5tructor information 920-426-6801
Library ServicesResearch 920-426-4848
Medica l Questions 920-426-6112
Technical Counselors 920-426-6864
Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
EAA Platinum VISA Card 800-853-5576 ext 8884
EAA Aircraft Financing Plan 866-808-6040
EAA Enterprise Rent-A-Car Program
877-GAI -ERAC
Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aaronautica are registered trademar1lts trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
4 0 AUGUST 2008
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ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
Call for 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 airshyplane sitting next to you in the chapshyter meeting or walking next to you at EAA AirVenture Oshkosh Think about the people in your circle of aviation friends the mechanic phoshytographer or 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 avishyation 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 adshyministration writing some other vital and 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 restorer who shares his expertise with others a
writer a photographer or a pilot sharing stories preserving aviation history and encouraging new pishylots 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 highlightshying these attributes and contribushytions Make copies of newspaper or magazine articles that may substanshytiate your view
- If you can have another person complete a form or write a letter about this person confirming why the pershyson is a good candidate for induction
- Mail the form to VAA Hall of Fame Charles W Harris Chairman 7215 East 46th St Tulsa OK 74147 Remember your contemposhy
rary may be a candidate nominate someone today
Call the VAA office for a form (920-426-6110) find it at www VintageAircraftorg or on your own sheet of paper simply include the following information
- Date submitted - Name of person nominated - Address and phone number of
nominee
- Date of birth of nominee If deshyceased date of death
- Name and relationship of nominees closest living relative
- Address and phone of nomishynees closest living relative
- E-mail address of nominee - Time span (dates) of the
nominees contributions to aviashytion (Must be between 1950 to present day)
- V AA and EAA number if known (Nominee must have been or is a VAA member)
- Area(s) of contributions to aviation
- Describe the event(s) or nashyture of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame
- Describe achievements the nominee has made in other related fields in aviation
- Has the nominee already been honored for his or her involveshyment in aviation andor the conshytribution you are stating in this petition If yes please explain the nature of the honor andor award the nominee has received
- Any additional supporting information
- Submitters address and phone number plus e-mail address
- Include any supporting mateshyrial with your petition
2 AUGUST 2008
Welcome to AirVenture Wherever You Are
Its August and many EAAers are reading this issue at EAA AirshyVenture Oshkosh Heres a quick summary of important informashytion to help you make the most of your visit to The Worlds Greatest Aviation Celebration
Not able to attend AirVenture Then we invite you to follow along at wwwAirVentureorg where youll find news and feature stories daily videos photo galleries and more To access the complete AirVenture videoplayer visit wwwAirVenture org click on MultiMedia and Vidshyeos to launch the player
-The EAA Welcome CentershyLearn about exclusive EAA proshygrams and services join or renew your membership check your eshymail at the Internet Cafe and more Located west of AeroShell Square
-Homebuilders HeadquartersshyStop by to see hundreds of homeshybuilt aircraft learn about EAA programs and services for homeshybuilders and register your new homebuilt (certificated this year) to be the milestone 30000th homeshybuilt aircraft in the United States
-Learn to Fly Center-Looking for information about pursuing the dream of flight Ask the exshyperts staffing the Learn to Fly Censhyter tryout simulated flight on one of the flight sims or attend flight seminar presentations EAA memshybers may also receive a free sport pilot student pilot certificate savshying $50
-Affordable Flying Center-Disshycover ways EAA members are achieving and maintaining the dream of flight on limited budgets Visitors are invited to stop by and provide their own frugal flight tips Located in the NASA building
-Theater in the Woods-Enjoy nightly entertaining and informashytive evening programs beginning July 27 Theater in the Woods is supported by MampMS
-EAA Fly-In Theater-Ford Moshytor Company and Eclipse Aviation once again bring the Fly-In Theshyater to AirVenture with nightly aviation movies introduced by celebrity presenters including Harrison Ford John Travolta Osshycar-winning producer Ben Shedd and others
-WomenVenture-All women
eaaorg
DAILY AIRVENTURE COVERAGE
Daily videos photo galleries streaming radio and
breaking news stories will allow people all over the
globe to get a virtual taste of AirVenture as it is
happening Its the next best thing to being there
wwwAirVentureorg 200B video multimediahtml
pilots are invited to be a part of a weeklong effort to encourage more women to learn to fly including the worlds largest gathering of feshymale pilots on Friday August 1 at 1030 am on AeroShell Square Not able to come to Oshkosh but want to show your support Visit wwwAirVentureorg200Bevents WomenVenturehtml and sign the WomenVenture logbook
-EAA AirVenture Info GuideshyEvery attendee gets one free No other source provides as much useful information on scheduled events exhibitors air shows foshyrums and presentations and workshyshops You name it its in the Info Guide presented by Ford Motor Company Its also available onshyline on wwwAirVentureorgsoif youre on the grounds you can acshycess the information via any Wi-Fi hotspot
-AirVenture Today-Pick up AirshyVentures official newspaper each day and read about whats hapshypening on-site It will also be posted online and e-mailed daily in a special e-Hotline Not an eshyHotline subscriber Visit wwwEAA orgnewsletters to sign up
BOEING 40
If you enjoyed the article about Addison
Pembertons Boeing 40 in Aprils Sport
Aviation watch this video to hear its unique
roar on takeoff and to see it soar over scenic
Washington state If you are reading this while
at AirVenture stop over to the Vintage area to
see this one-of-a-kind plane in person
wwwEAAorg video eaahtml
VINTAGE AIRPLANE 3
EAA Participates in IndustryFAA Study for Part 23 Certification Review
EAA recently participated in a Part 23 ad hoc certification stanshydards committee meeting in Kanshysas City Missouri Created at the request of the Federal Aviation Adshyministration Small Airplane Dishyrectorate the committee is tasked with recommending changes for small aircraft Part 23 regulates airshyworthiness standards of normal utility aerobatic and commuter category airplanes EAAs Vintage Aircraft Association Executive Dishyrector HG Frautschy represents EAA and is co-chairman of the Conshytinued Airworthiness subgroup
The committee includes represhysentatives from various certificashytion and operational offices within the FAA as well as from the General Aviation Manufacturers Associashytion National Air Transportation Association Aircraft Owners and Pilots Association and Aircraft Elecshytronics Association John Colomy the directorates acting assistant manager urged committee memshybers to consider the lessons learned from aircraft maintenance and cershytification issues that have come to light over the past few years and apshyply them to a new version of Part 23 that will be created after the followshyup certification review by the FAA
The review is intended to give the regulations relevance to airshycraft that will be certificated in the future Issues discussed included aircraft airframe maintenance and in particular the modification and upgrading of aircraft with modern avionics systems The commitshytees charter is to create a list of suggested additions and changes to the certification regulations and then supply it to the FAA for use during the review process in 2010 The last certification review on Part 23 was done in 1985 and technology for both airframes and avionics has changed dramatically since then
The committee expects to issue its final report in the fall of 2009
AUGUST 2008
Museum Guidebook Published
The EAA AirVenture Museum is celebrating its 25th year in Oshkosh with the release of a new EAA AirshyVenture Museum Guidebook The 48-page publication is filled with colshyorful photographs of the planes and the people highlighted in the mushyseums exhibits beginning with the Wright brothers and the early years of flight and ending with the eclectic collection of Treasures From EAAs Attic donated by EAA members and other aviation enthusiasts Museum visitors can use the publication as a companion to their tour and as a reshymembrance of their visit The Guideshybook available in the museums gift shop costs $895 for members and $995 for nonmembers
New Commemorative AirVenture Program
The EAA AirVenture Program has undergone a face-lift The annual keepsake is now a collectible souveshy
nir of this years event printed on heavier paper and including more photos and interesting articles and with room for air show performers autographs Price of the commemoshyrative program is $7 and a copy of the Oshkosh The Spirit of Aviation DVD is bundled with each copy
In addition to traditional distrishybution outlets on the grounds youll also see programs bundled with an exclusive Oshkosh T-shirt design that will be available for a special price at selected EAA mershychandise locations
Ken Kotik Were sorry to report that avishy
ation artist Ken Kotik whose unique hangarstudio at Creve Coeur Airport near St Louis was truly a work of art in itself has passed away after a brief illness Ken whose aviation art clients inshycluded Fairchild Aircraft Falcon Jet Sabreliner and McDonnell Douglas (where he was a staff artshyist for 11 years) enjoyed presentshying all facets of aviation though his artwork One of Kens paintshyings was featured on the back cover of last years July issue of Vintage Airplane and a print of his artwork was made available to Dishyamond Plus contributors to V AAs Friend of the Red Barn A Vietshynam veteran Ken regularly flew a beautifully restored 1943 Piper L-4B and was working on a replica Fokker Dr Triplane Our condoshylences to his wife Dot and their many friends in the St Louis area and the many fans of his striking artwork
If youd like to see just how wide Kens talents were please view his art website at www KenKotikA viationArtcom
4
Last of a Generation
John Miller (1905-2008)
Summer 1939- Eastern Airlines Captain John Miller flies the mail from the roof of the Philadelphia Post Office in a Kellett KD-1 autogyro
W hen John Miller (EAA 37635) was 4 years old he saw Glenn Curtiss fly his Hudson Flyer down the Hudson River from Albany to New York City to win a $10000 prize sponsored
by New York World newspaper One of Curtiss two allowed fue l stops was in a farmers field across the road from the Miller family farm
I did not see him land he told EAA in 2003 but my father took me over to see the flying machine after he landed and I was so thrilled when he took off and flew down the river that I lost all intershyest in becoming a steam locomotive engineer Miller passed away on June 16 in his native Poughkeepsie New York at the age of 102
He began flying at age 18 and went on to attend the Pratt Institute for Mechanical Engineering graduating in June 1927 He skipped school to travel to Roosevelt Field on Long Island to witness Charles Lindbergh take off at the start of his historic nonstop flight to Paris in 1927
But Miller had several achievements himself such as being the first person to land an aircraft-a Kellett KD-l autogiro-on the roof of a building when a mail delivery service was started in July 1939 between the Philadelphia Post Office and Camden Airport in Philashydelphia He was also a test pilot for the Grumman J2F Duck during World War II later flying for Eastern Air Lines from which he retired in 1963
According to his daughter Miller last flew an aircraft about two years ago capping more than 35000 flight hours over more than eight decades Two of the planes he flew are in the Smithsonian Nashytional Air and Space Museum a Boeing 247D and a DC-3
He has received numerous honors including enshrinement in the Vintage Aircraft Association Hall of Fame in 2002
Upcoming M a j 0 r
Fly-Ins Mid-Eastern Regional Fly-In
Mansfield Lahm Regional Airport
(MFD) Mansfield Ohio
August 23 amp 24 2008
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October 24-26 2008
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(Watkins) Colorado
September 19-21 2008
Copperstate Regional Fly-In
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October 23-26 2008
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uS Sport Aviation Expo
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Sebring Florida
January 22-25 2009
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Messe Friedrichshafen (EDNy)
Friedrichshafen Germany
April 2-5 2009
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Sun n Fun Fly-In
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April 21-26 2009
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For details on EAA chapter fly-ins and other local aviation events visit
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VIN T AGE A I RPLANE 5
SEND YOUR COMMENTS AND QUESTIONS TO VAA LETTERS TO THE EDITOR
PO Box 3086 OSHKOSH WI 54903-3086
OR YOU CAN E-MAIL THEM TO vintageaircrafteaaorg
The Vintage Instructor Runway Incursions in the May
2008 issue is an extremely intershyesting article covering important stuff Im a retired air traffic controlshyler Controllers who refer to the end of a runway are chastised by sharp controllers Arrival end is an oxyshymoron There is a threshold and a far end of a runway Cogent and unambiguous Over the fence is slang and clear for identifying the threshold but of course its use is limited to arrivals Takeoffs begin at the threshold These arent official terms just good ones
Another one Controllers make this mistake too and its more grievous when they do In neither ICAO nor FAA documents does acshytive runway appear Reason All runways are active Its a state-ofshymind thing and its more imporshytant that it be in the controllers mind There is a runway-in-use clumsy to be sure but the distincshytion is important and not just to controllers If the pilot thinks of the runway-in-use as the active hes likely to think the others are inactive when in fact they might very well be in use intermittently Wow where did that guy come from Pilots should always think that all runways are always active When Im dealing with a controlshyler I sense to be at the lowest level of competence (perhaps controlshylerpilots can sense that more acshycurately) and I have been cleared to cross a runway as I approach Ill
AUGUST 2008
say Mooney 44 Uniform crossshying 28 at Golf Let him take it that Im a dummy already cleared across and bothering his lordly self unnecessarily Its been my obsershyvation that dumb people think a lot of people are dumb
The local control position (cleared to landtake off etc) deshytermines the runway-in-use and the runways-in-use The ground control position gets the remainshying one for h is traffiC in other words all of the movement area except the runway(s)-in-use Local has no jurisdiction over taxiways Ground avoids use of landing turnoff taxiways and coordinates with local when necessary Local is the symphony conductor ground the concertmaster There can be no doubt here about whos responshysible for where It works this way Local might say when Runway 17 is in use Runway 24 base (The idea is the runways there why not use it) Ground control has just lost one of his runways If hes got someone on it he gauges the arrivaltaxiing situation (he works local regularly also) and might say Negative Local now has to do something with the guy he was goshying to try to slip in on Runway 24 Continue him on to 17 for examshyple But if following traffic for 17 is too close to follow the wouldshybe 24 traffic onto 17 (which might be why local picked 24 in the first place) Local has allowed a tie score to develop because of poor
planning a few minutes ago Local now must start swinging his bashyton faster Maybe he should have scanned the airport better to see if 24 actually could not be used Hell look at it all later adding to his exshyperience He so lves this problem of the moment with anyone of a number of traffic adjustments hes already learned
Ive just described a crisp operashytion where everyone including the pilot for 24 is expected to be on his toes and adjustable This situashytion doesnt occur on Easter Sunday morning at 7 am
And the incident at Danbury Long gone from ATC culture is the notion that when an aircraft does something different from what the controller wants it is the cont rollers fault not the pilots or what does control mean Toshyday the controller takes the blame for nothing (The etiology of that is mighty interesting but not the kind of stuff Vintage Airplane is involved in) That incident in Danbury 2S years ago involved a controller who might have been from the old school
Twenty-five years ago the system was in transition He knew he goofed He knew his job was more than issushying the correct clearance which is all they care about today but to eyeshyball it to make sure that thats what the plane did It was his job to see that your pal didnt do something the controller didnt want done so he was not about to engage him in a phone conversation
I lost my medical a dozen years ago and so I cant prove it but I am certain that pilots have got to be more suspicious of controller acshytion today than in yonder years
Youve given me many good tips so if theres something worthwhile in here its thanks
Bill Berkley Yarmouth Port Massachusetts
Density Altitude Dear Doug
I just received my July issue of Vintage Airplane and turned to your
6
column The first thing I saw was the headline The DA Imagine my surprise when I saw in the first paragraph that you said that DA should only mean one thing to a pilot density altitude
Silly me I was anticipating an arshyticle on instrument approaches and things like decision altitude and the finer points of conducting such approaches and statistics about acshycidents while conducting such apshyproaches going below DA or DH and CFIT Then I realized your subshyject matter was density altitude As an instrument instructor I went down a different path and thought DA meant decision altitude
The article was well written by the way One statement stood out though and that had to do with your mention of 59degF (l5degC) as the standard temperature For the benefit of the newer less exshyperienced pilots I would like to expand on that as it relates to density altitude this temperashyture is only standard at sea level I would hate for a naive pilot to be misled into thinking that if while preparing for takeoff at say an airport at an elevation of 3000 feet mean sea level for example that a temperature of 59degF is stanshydard and density altitude is not much of a concern On the conshytrary it is a big concern Each airshyport elevation above sea level has
its own standard temperature for its elevation Following the stanshydard lapse rate the 3OOO-foot airshyport standard temperature would be well below 59degF In the above example if the actual temperature at 3000 feet was 59degF then the temperature would be well above standard and the density altitude is well above standard for that altitudetemperature Airplane performance would be greatly compromised Barry Schiff wrote an article specifically about this in a past issue of AOPA Pilot
Thanks for your dedication to safety and teaching pilots to fly safely
Sincerely John Rosenberg ATP and CFI Chanhassen Minnesota
Hello John You are absolutely spot on Please
forgive my critical omission To be honest most of the instrucshy
tion I conduct is instrument instrucshytion It would be nice if I could write some articles on instrument flight however it really doesnt fall into the general category of vintage espeshycially with the demise of radio ranges Thus please dont expect to find any articles on DA minimum descent alshytitude Missed Approach Point (MAP) or the like In fact over the past 35 days I have conducted more than 100 hours of dual with the vast majority of that being instrument instruction in the lousy weather weve been havshying here in the Northeast This doesnt count the checkrides as well which I do not log
Thank you for pointing out my glarshying omission-your point is an imporshytant one The fact is there are many airports in this country that dont exshyperience standard temperature (or beshylow) from the middle ofApril until the middle of October Pilots flying from these airports could easily get bit_ ten by density altitude if they are not aware ofyour important point
My thanks and best regards Doug Stewart
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VINTAGE AIRPLANE 7
Some projects seem so natural it appears as if the parts were destined to eventually be together And then there are projshy
ects that are destined to never be truly finished because ideas keep popping up And then there is Herb
8 AUGUST 2008
Clarks UPF Waco Its both of the foregoing a natural combination of components that will be constantly mutating as the mental winds in Herbs mind change direction
First its not actually fair to say Herbs gleaming white UPF will never be finished because to look
at it it is finished However given the series of forward and back now-its-finished no-it-isnt phases of this particular Wacos life if you were to believe in trend analysis you would bet that theres yet anshyother phase coming up in this airshyplanes future
Herb didnt start life intending to build neat things that fly In fact he spent much of his early life working at developing and othershywise running truck stops and other types of functional real estate in upstate New York Including an airshyport Which is how he got into flyshy
ing and in an oblique sort of way into rebuilding airplanes
I bought the airport at Duanesshyburg New York which is west of the AlbanySchenectady area in the middle of the state Its a nice little airport and because of that I met a lot of mechanics and the guys at
EAA Chapter 149 I had been flying but nothing out of the ordinary and through them I came to realshyize there was a lot more to aviation than Cessnas
In 1995 I came down to Florida essentially to vacation but I really liked it It was a big change from Albany in the winter While I was down there I got checked out in a Stearman at Bob White Field not far from Zellwood in Mount Doyle That really got me going and I had to have a Stearman
Herb apparently does nothing in half measures because it wasnt long before he owned not one but three Stearmans
I found three dusters that an old spray pilot had retired in 1960 when he got into Ag Cats He had bought them right after the war when he started his business and flew the socks off of them When he put them in storage his original idea was that he would eventually restore them He even went so far as buying a bunch of stock parts for them including 220 Continentals When I saw them the 450 PampWs on the noses had been sold and the airplanes hadnt been touched in nearly 30 years
Because I was hanging around Zellwood in Florida I couldnt help but get to know the Kimballs Jim
VINTAGE AIRPLANE 9
The cockpit of Herb Clarks custom UPF-7 The use of white and light gray paint in the cockpit makes it easier to see the structure and components
bull
bull
and his then young son Kevin As everyone knows they are legshyends in the restoration business but what most people dont know is that theyll drop what they are dong to answer any question from anybody My first time there Jim was talking to someone and I was standing a little way away waitshying and he stopped for a second
10 AUGUST 2008
to talk to me and make me feel welcome Thats just the kind of people they are
I depended on them to teach me what I needed to know to do the first Stearman and they were quick to let me know that it was going to take something like 10 years to finshyish it right and I didnt want to be grounded that long So I snooped
The M14P uses a compressed air system for starting Just in case the tank on board the airplane has gone flat a standby bottle of compressed air is ready and waiting
A three-blade MT propeller absorbs the 330-hp pumped out by the Vendenyev
around until I found a stock Waco UPF that wasnt a prizewinner but it was solid and more important it was flying I bought that airplane to fly while I was rebuilding the first Stearman The old Waco had last been rebuilt in 1980 and hadnt been touched since but it was solid and airworthy and would keep me flying
As I got into the first Stearman
project I was learning new skills at an amazing rate especially because I spent so much time at the Kimballs On that first airplane however I didnt feel I knew enough to do the covering and paint so I had them do it with me watching over their shoulders
Since the Stearman was spending time out of his hands at the Kimshyballs and Herb was spending more time enjoying his Waco it wasnt long before he couldnt totally adshyhere to the I-bought-it-to-fly conshycept that lay behind the purchase of the Waco in the first place The stage was set for changes to begin
Phase One It Looks Just a Little Funky
From the beginning I thought the airplane was too ordinary looking and I wanted to spruce it up a bit So in the first phase of what turned out to be a three-phase rebuilding project I concentrated on the cosmetics of the airplane I added wheelpants and faired in the gear so it looked as if the pants belonged on the airplane Then I changed what I thought was a really uncomplementary paint scheme It had been painted white with all the sheet metal panels painted red It didnt look as if the pieces fit together so I painted the entire airplane white and put red accent stripes on it
Another thing that bothered me is that Ive always thought UPFs look unfinished in their stock form because their basic airframe is more streamlined than most bishyplanes but with the Continental hanging out in the wind it just looks too blunt It cries for a cowlshying so I came up with a cowl off of a UC-78 Bamboo Bomber and built up the mounts for that I think its lines flow much better that way
Doing those kinds of modificashytions meant Herbs airplane was only out of commission for short periods of time so he still had a flying airshyplane while he banged away on the first Stearman project The phase one cosmetic rehab period covered 1994 to 1997 More to come
Phase Twiro Lets Inject SOJne Foreign Testosterone
With the exception of the late Jimmy Franklins jet-powered Waco no one has ever said the UPF was a performer Especially with the stock engine In fact words like leishysurely sedate and unexciting come to mind Apparently Herb had some of the same thoughts and even though he was already on an originality kick because of his Stearman projects hanging around the Kimballs began to have an unshyexpected effect on him
About the time I got the airshyplane back together Kevin and Jim started really getting their Pitts Model 12 ball rolling Id be over there on some Stearman stuff and theyd have Russian M14P Venshydenyev engines sitting around If youre a round-motor kind of guy which I definitely am you cant help but look at that engine and start looking for places to hang it And I had one The Waco
I didnt have to do any measurshying to know the M14P would fit beshycause it was obviously smaller in diameter Four inches to be exact And its pretty close to being the same weight at the Continental although just a little on the light side However it was going to take installing some systems the Waco didnt have specifically the pneushymatic starting system
Right about now we can hear antiquers nationwide groaning anshyother antique airplane butchered
and lost forever But thats anyshything but true In fact part of Herb Clarks goal from the beginning was to make the Waco more usable and with more performance without pershymanently changing a single thing
As we sat around talking about the project we decided that one of our goals would be that no matter how much stuff we changed we wanted the airplane to always be one inspection away from going back to original This wasnt going to be the death of an antique it was going to be taking it in another dishyrection temporarily with the road back clearly marked and undershystood The way we handled that was by making certain every change we made was a bolt-on No welding If we want to go back to original we can just unbolt the new reinstall the old and were ready to be recershytified The firewall forward package for instance can be unbolted and changed in a day or so
Quite often making such changes to a certificated airplane no matter how old can be handled by supshyplemental type certificates or Form 337s but that would not be the case here because the engine had never been granted a type certificate As far as the FAA was concerned it was a non-airplane part and couldnt be used on a certificated airplane Not to worry however Thats what the experimental-exhibition category is all about Thats where certificated airplanes that have strayed from the straight and narrow go to play Almost anything is allowed as long as its not dangerous The category does however have its limitations
The FAA put a 2S0-nautical-mile radius of action limitation on the airplane as they usually do with these kinds of modifications Howshyever if I want to go to an air show or event outside of that radius all I have to do is send the itinerary to the feds and they approve it The category isnt as restrictive or difshyficult as people think it is
and as for the experimental part We dont see that as a negashytive In fact we like to have the ex-
VI NTAGE AI RPLANE 11
A farm near Weirsdale Aorida is the home of Hobby Hill Airport the home base for Herbco and wwwPittsFabriccom
perimental sticker out where people can see it so they know they are looking at something different beshycause unless you really know what youre looking at its hard to tell anything has been changed
Hes right about that The round fugitive from behind the Iron Curshytain looks right at home in the Bamshyboo Bomber cowl and only the MT prop gives its presence away Origishynally he had the h uge two-blade with the squared-off paddle blades so typical of Soviet airplanes and that was a definite tel
Kevins the expert on anything having to do with M14Ps so I had him design and execute the enshygine installation For the mount he used the original Russian mount ring right at the cylinders but built
up the rest with a mount pattern necessary for the Waco
Since the starting system is enshytirely pneumatic thats one of the things people think is going to be reshyally difficult to operate and maintain but its not It s just different and once you use it a few times its just another system you learn to manage
liThe air system is basically a small SCUBA bottle that is pressurshyized by an air compressor on the enshygine When starting the engine you trip a valve that slams air through a little distributor that pressurizes lines to each cylinder in sequence and spins the engine Its actually a good system but you have to inshystall it with care and police leaks Once its sealed up you can pretty much forget about it other than
Stearman wings are part of the projshyect list at Herbco
remembering to turn the air tank valve to off before you leave the airplane Thats just a little precaushytionary thinking
I have an 800 psi valve on the tank so once the compressor reaches that pressure the pressure is released and you arent working the compressor so hard all of the time
Round motors by their very design have at least one characshyteristic the square-motor crowd doesnt worry about the possibilshyity of bending a rod by cranking the engine with a bottom cylinder full of oi Although most of you already know its worth remembershying that as the airplane sits oil in the crankcase slowly works its way past the rings and into the comshybustion chambers of the lower cylshyinders And if you try cranking it with oil which is incompressible in t h e cylinders its possible to bend a connecting rod when a pisshyton comes up against a slug of oil and screeches to a halt For that reashyson its necessary to pull the prop through enough times to make sure theres no oil trapped in there
Another possibility is that oil can leak into the cylinder while an inshytake valve is open and let the oil into the induction tubes So even though the cylinders are clean oil can be sucked out of an induction tube into a cylinder and hydraulic lock that cylinder The reason we mention this is because the Kimshyballs have fixes for all of the above
12 A U G U ST 2008
Herb Clarks shop has become increasingly busy as other aircraft owners look to him for construction and restoration work
Herb says liThe Kimballs have really worked this thing out MI4s have drain plugs in the inducshytion tubes that youre supposed to empty before each start The Kimshyball mod in that area manifolds those drains together so you dont have to open each one individually To keep oil from filling the cylinshyders after shutdown they have a pump that scavenges the oil out of the crankcase and back into the oil tank Then they put an off valve on the tank that has a micro-switch on it stopping you from cranking the engine with the oil valve off This keeps the oil from gravity feeding back into the crankcase and with the crankcase pretty much empty theres much less chance of getting oil in the cylinders
At the end of phase two Herbs plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2000 feet per minute and topping out at ISS mph It was no longer your granddads Waco
Phase Three lNhat WasThatIJust Heard Creaking
Now were up to 2004 and the Herb Clark who barely knew how to fly when he took his first Stearshyman ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor Among other things New York state is far behind him and his earlier skills in restoring and
working on trucks has served him well in his new venture aircraft resshytoration That first Stearman led to him restoring the other two at the same time and his shop on Hobby Hill Airport began to see a steady succession of customers projects coming his way What had been a hobby was built into a business
I bought a farm by Weirsdale Florida not that far from Zellwood and put a runway on it In fact my neighbor and I worked together and its now 3800 feet of grass I raise hay products and rebuild airshyplanes Its a sweet deal
In the late 90s I was bit by the Pitts bug and bought one then as I gained confidence and began doshying my own paint and fabric work I found myself doing lots of work
for other Pitts owners In fact my website is wwwPittsFabriccomalshythough well restore or help restore almost anything thats built of rag and tube
Although he was a busy man he still had his Waco and he still had plans for it
By the time I set up my own shop it had been nearly 2S years since the Waco was last re-covered It was time for a complete restorashytion plus there were some other changes and improvements I wanted to make
Although the engine installashytion was working great I decided to change the exhaust system which had come out of a Yak As originally built the segments were all butt joints so there was always exhaust
VINTAGE AIRPLANE 1 3
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612
Aviation insurance witIt the EAA Vintage Program offers Lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
request availablt - AUA is licensed in aU states
----- --
BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
R fsectHi ~
MAsectNIT O
I
I
I
~~~~~~~ ( CONN ~AR ~I~( reg P LVsect TO L~Fr MRSN~TO
F ~ eLtZNOCr9Nr
lt ~ F
-------~----
CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
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DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
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David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
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copeand l jrmocom
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Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
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SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
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DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
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Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
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4 0 AUGUST 2008
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Welcome to AirVenture Wherever You Are
Its August and many EAAers are reading this issue at EAA AirshyVenture Oshkosh Heres a quick summary of important informashytion to help you make the most of your visit to The Worlds Greatest Aviation Celebration
Not able to attend AirVenture Then we invite you to follow along at wwwAirVentureorg where youll find news and feature stories daily videos photo galleries and more To access the complete AirVenture videoplayer visit wwwAirVenture org click on MultiMedia and Vidshyeos to launch the player
-The EAA Welcome CentershyLearn about exclusive EAA proshygrams and services join or renew your membership check your eshymail at the Internet Cafe and more Located west of AeroShell Square
-Homebuilders HeadquartersshyStop by to see hundreds of homeshybuilt aircraft learn about EAA programs and services for homeshybuilders and register your new homebuilt (certificated this year) to be the milestone 30000th homeshybuilt aircraft in the United States
-Learn to Fly Center-Looking for information about pursuing the dream of flight Ask the exshyperts staffing the Learn to Fly Censhyter tryout simulated flight on one of the flight sims or attend flight seminar presentations EAA memshybers may also receive a free sport pilot student pilot certificate savshying $50
-Affordable Flying Center-Disshycover ways EAA members are achieving and maintaining the dream of flight on limited budgets Visitors are invited to stop by and provide their own frugal flight tips Located in the NASA building
-Theater in the Woods-Enjoy nightly entertaining and informashytive evening programs beginning July 27 Theater in the Woods is supported by MampMS
-EAA Fly-In Theater-Ford Moshytor Company and Eclipse Aviation once again bring the Fly-In Theshyater to AirVenture with nightly aviation movies introduced by celebrity presenters including Harrison Ford John Travolta Osshycar-winning producer Ben Shedd and others
-WomenVenture-All women
eaaorg
DAILY AIRVENTURE COVERAGE
Daily videos photo galleries streaming radio and
breaking news stories will allow people all over the
globe to get a virtual taste of AirVenture as it is
happening Its the next best thing to being there
wwwAirVentureorg 200B video multimediahtml
pilots are invited to be a part of a weeklong effort to encourage more women to learn to fly including the worlds largest gathering of feshymale pilots on Friday August 1 at 1030 am on AeroShell Square Not able to come to Oshkosh but want to show your support Visit wwwAirVentureorg200Bevents WomenVenturehtml and sign the WomenVenture logbook
-EAA AirVenture Info GuideshyEvery attendee gets one free No other source provides as much useful information on scheduled events exhibitors air shows foshyrums and presentations and workshyshops You name it its in the Info Guide presented by Ford Motor Company Its also available onshyline on wwwAirVentureorgsoif youre on the grounds you can acshycess the information via any Wi-Fi hotspot
-AirVenture Today-Pick up AirshyVentures official newspaper each day and read about whats hapshypening on-site It will also be posted online and e-mailed daily in a special e-Hotline Not an eshyHotline subscriber Visit wwwEAA orgnewsletters to sign up
BOEING 40
If you enjoyed the article about Addison
Pembertons Boeing 40 in Aprils Sport
Aviation watch this video to hear its unique
roar on takeoff and to see it soar over scenic
Washington state If you are reading this while
at AirVenture stop over to the Vintage area to
see this one-of-a-kind plane in person
wwwEAAorg video eaahtml
VINTAGE AIRPLANE 3
EAA Participates in IndustryFAA Study for Part 23 Certification Review
EAA recently participated in a Part 23 ad hoc certification stanshydards committee meeting in Kanshysas City Missouri Created at the request of the Federal Aviation Adshyministration Small Airplane Dishyrectorate the committee is tasked with recommending changes for small aircraft Part 23 regulates airshyworthiness standards of normal utility aerobatic and commuter category airplanes EAAs Vintage Aircraft Association Executive Dishyrector HG Frautschy represents EAA and is co-chairman of the Conshytinued Airworthiness subgroup
The committee includes represhysentatives from various certificashytion and operational offices within the FAA as well as from the General Aviation Manufacturers Associashytion National Air Transportation Association Aircraft Owners and Pilots Association and Aircraft Elecshytronics Association John Colomy the directorates acting assistant manager urged committee memshybers to consider the lessons learned from aircraft maintenance and cershytification issues that have come to light over the past few years and apshyply them to a new version of Part 23 that will be created after the followshyup certification review by the FAA
The review is intended to give the regulations relevance to airshycraft that will be certificated in the future Issues discussed included aircraft airframe maintenance and in particular the modification and upgrading of aircraft with modern avionics systems The commitshytees charter is to create a list of suggested additions and changes to the certification regulations and then supply it to the FAA for use during the review process in 2010 The last certification review on Part 23 was done in 1985 and technology for both airframes and avionics has changed dramatically since then
The committee expects to issue its final report in the fall of 2009
AUGUST 2008
Museum Guidebook Published
The EAA AirVenture Museum is celebrating its 25th year in Oshkosh with the release of a new EAA AirshyVenture Museum Guidebook The 48-page publication is filled with colshyorful photographs of the planes and the people highlighted in the mushyseums exhibits beginning with the Wright brothers and the early years of flight and ending with the eclectic collection of Treasures From EAAs Attic donated by EAA members and other aviation enthusiasts Museum visitors can use the publication as a companion to their tour and as a reshymembrance of their visit The Guideshybook available in the museums gift shop costs $895 for members and $995 for nonmembers
New Commemorative AirVenture Program
The EAA AirVenture Program has undergone a face-lift The annual keepsake is now a collectible souveshy
nir of this years event printed on heavier paper and including more photos and interesting articles and with room for air show performers autographs Price of the commemoshyrative program is $7 and a copy of the Oshkosh The Spirit of Aviation DVD is bundled with each copy
In addition to traditional distrishybution outlets on the grounds youll also see programs bundled with an exclusive Oshkosh T-shirt design that will be available for a special price at selected EAA mershychandise locations
Ken Kotik Were sorry to report that avishy
ation artist Ken Kotik whose unique hangarstudio at Creve Coeur Airport near St Louis was truly a work of art in itself has passed away after a brief illness Ken whose aviation art clients inshycluded Fairchild Aircraft Falcon Jet Sabreliner and McDonnell Douglas (where he was a staff artshyist for 11 years) enjoyed presentshying all facets of aviation though his artwork One of Kens paintshyings was featured on the back cover of last years July issue of Vintage Airplane and a print of his artwork was made available to Dishyamond Plus contributors to V AAs Friend of the Red Barn A Vietshynam veteran Ken regularly flew a beautifully restored 1943 Piper L-4B and was working on a replica Fokker Dr Triplane Our condoshylences to his wife Dot and their many friends in the St Louis area and the many fans of his striking artwork
If youd like to see just how wide Kens talents were please view his art website at www KenKotikA viationArtcom
4
Last of a Generation
John Miller (1905-2008)
Summer 1939- Eastern Airlines Captain John Miller flies the mail from the roof of the Philadelphia Post Office in a Kellett KD-1 autogyro
W hen John Miller (EAA 37635) was 4 years old he saw Glenn Curtiss fly his Hudson Flyer down the Hudson River from Albany to New York City to win a $10000 prize sponsored
by New York World newspaper One of Curtiss two allowed fue l stops was in a farmers field across the road from the Miller family farm
I did not see him land he told EAA in 2003 but my father took me over to see the flying machine after he landed and I was so thrilled when he took off and flew down the river that I lost all intershyest in becoming a steam locomotive engineer Miller passed away on June 16 in his native Poughkeepsie New York at the age of 102
He began flying at age 18 and went on to attend the Pratt Institute for Mechanical Engineering graduating in June 1927 He skipped school to travel to Roosevelt Field on Long Island to witness Charles Lindbergh take off at the start of his historic nonstop flight to Paris in 1927
But Miller had several achievements himself such as being the first person to land an aircraft-a Kellett KD-l autogiro-on the roof of a building when a mail delivery service was started in July 1939 between the Philadelphia Post Office and Camden Airport in Philashydelphia He was also a test pilot for the Grumman J2F Duck during World War II later flying for Eastern Air Lines from which he retired in 1963
According to his daughter Miller last flew an aircraft about two years ago capping more than 35000 flight hours over more than eight decades Two of the planes he flew are in the Smithsonian Nashytional Air and Space Museum a Boeing 247D and a DC-3
He has received numerous honors including enshrinement in the Vintage Aircraft Association Hall of Fame in 2002
Upcoming M a j 0 r
Fly-Ins Mid-Eastern Regional Fly-In
Mansfield Lahm Regional Airport
(MFD) Mansfield Ohio
August 23 amp 24 2008
wwwMERFIinfo
Southeast Regional Fly-In
Middleton Field Airport (GZH)
Evergreen Alabama
October 24-26 2008
wwwSERFIorg
Rocky Mountain Regional Fly-In
Front Range Airport (FTG) Denver
(Watkins) Colorado
September 19-21 2008
Copperstate Regional Fly-In
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October 23-26 2008
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uS Sport Aviation Expo
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Sebring Florida
January 22-25 2009
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Aero Friedrichshafen
Messe Friedrichshafen (EDNy)
Friedrichshafen Germany
April 2-5 2009
wwwAero-Friedrichshafencomlhtmll en
Sun n Fun Fly-In
Lakeland Linder Regional Airport (LAL)
Lakeland Florida
April 21-26 2009
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For details on EAA chapter fly-ins and other local aviation events visit
wwwEAAorgcalendar
JOIN EAAs
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VIN T AGE A I RPLANE 5
SEND YOUR COMMENTS AND QUESTIONS TO VAA LETTERS TO THE EDITOR
PO Box 3086 OSHKOSH WI 54903-3086
OR YOU CAN E-MAIL THEM TO vintageaircrafteaaorg
The Vintage Instructor Runway Incursions in the May
2008 issue is an extremely intershyesting article covering important stuff Im a retired air traffic controlshyler Controllers who refer to the end of a runway are chastised by sharp controllers Arrival end is an oxyshymoron There is a threshold and a far end of a runway Cogent and unambiguous Over the fence is slang and clear for identifying the threshold but of course its use is limited to arrivals Takeoffs begin at the threshold These arent official terms just good ones
Another one Controllers make this mistake too and its more grievous when they do In neither ICAO nor FAA documents does acshytive runway appear Reason All runways are active Its a state-ofshymind thing and its more imporshytant that it be in the controllers mind There is a runway-in-use clumsy to be sure but the distincshytion is important and not just to controllers If the pilot thinks of the runway-in-use as the active hes likely to think the others are inactive when in fact they might very well be in use intermittently Wow where did that guy come from Pilots should always think that all runways are always active When Im dealing with a controlshyler I sense to be at the lowest level of competence (perhaps controlshylerpilots can sense that more acshycurately) and I have been cleared to cross a runway as I approach Ill
AUGUST 2008
say Mooney 44 Uniform crossshying 28 at Golf Let him take it that Im a dummy already cleared across and bothering his lordly self unnecessarily Its been my obsershyvation that dumb people think a lot of people are dumb
The local control position (cleared to landtake off etc) deshytermines the runway-in-use and the runways-in-use The ground control position gets the remainshying one for h is traffiC in other words all of the movement area except the runway(s)-in-use Local has no jurisdiction over taxiways Ground avoids use of landing turnoff taxiways and coordinates with local when necessary Local is the symphony conductor ground the concertmaster There can be no doubt here about whos responshysible for where It works this way Local might say when Runway 17 is in use Runway 24 base (The idea is the runways there why not use it) Ground control has just lost one of his runways If hes got someone on it he gauges the arrivaltaxiing situation (he works local regularly also) and might say Negative Local now has to do something with the guy he was goshying to try to slip in on Runway 24 Continue him on to 17 for examshyple But if following traffic for 17 is too close to follow the wouldshybe 24 traffic onto 17 (which might be why local picked 24 in the first place) Local has allowed a tie score to develop because of poor
planning a few minutes ago Local now must start swinging his bashyton faster Maybe he should have scanned the airport better to see if 24 actually could not be used Hell look at it all later adding to his exshyperience He so lves this problem of the moment with anyone of a number of traffic adjustments hes already learned
Ive just described a crisp operashytion where everyone including the pilot for 24 is expected to be on his toes and adjustable This situashytion doesnt occur on Easter Sunday morning at 7 am
And the incident at Danbury Long gone from ATC culture is the notion that when an aircraft does something different from what the controller wants it is the cont rollers fault not the pilots or what does control mean Toshyday the controller takes the blame for nothing (The etiology of that is mighty interesting but not the kind of stuff Vintage Airplane is involved in) That incident in Danbury 2S years ago involved a controller who might have been from the old school
Twenty-five years ago the system was in transition He knew he goofed He knew his job was more than issushying the correct clearance which is all they care about today but to eyeshyball it to make sure that thats what the plane did It was his job to see that your pal didnt do something the controller didnt want done so he was not about to engage him in a phone conversation
I lost my medical a dozen years ago and so I cant prove it but I am certain that pilots have got to be more suspicious of controller acshytion today than in yonder years
Youve given me many good tips so if theres something worthwhile in here its thanks
Bill Berkley Yarmouth Port Massachusetts
Density Altitude Dear Doug
I just received my July issue of Vintage Airplane and turned to your
6
column The first thing I saw was the headline The DA Imagine my surprise when I saw in the first paragraph that you said that DA should only mean one thing to a pilot density altitude
Silly me I was anticipating an arshyticle on instrument approaches and things like decision altitude and the finer points of conducting such approaches and statistics about acshycidents while conducting such apshyproaches going below DA or DH and CFIT Then I realized your subshyject matter was density altitude As an instrument instructor I went down a different path and thought DA meant decision altitude
The article was well written by the way One statement stood out though and that had to do with your mention of 59degF (l5degC) as the standard temperature For the benefit of the newer less exshyperienced pilots I would like to expand on that as it relates to density altitude this temperashyture is only standard at sea level I would hate for a naive pilot to be misled into thinking that if while preparing for takeoff at say an airport at an elevation of 3000 feet mean sea level for example that a temperature of 59degF is stanshydard and density altitude is not much of a concern On the conshytrary it is a big concern Each airshyport elevation above sea level has
its own standard temperature for its elevation Following the stanshydard lapse rate the 3OOO-foot airshyport standard temperature would be well below 59degF In the above example if the actual temperature at 3000 feet was 59degF then the temperature would be well above standard and the density altitude is well above standard for that altitudetemperature Airplane performance would be greatly compromised Barry Schiff wrote an article specifically about this in a past issue of AOPA Pilot
Thanks for your dedication to safety and teaching pilots to fly safely
Sincerely John Rosenberg ATP and CFI Chanhassen Minnesota
Hello John You are absolutely spot on Please
forgive my critical omission To be honest most of the instrucshy
tion I conduct is instrument instrucshytion It would be nice if I could write some articles on instrument flight however it really doesnt fall into the general category of vintage espeshycially with the demise of radio ranges Thus please dont expect to find any articles on DA minimum descent alshytitude Missed Approach Point (MAP) or the like In fact over the past 35 days I have conducted more than 100 hours of dual with the vast majority of that being instrument instruction in the lousy weather weve been havshying here in the Northeast This doesnt count the checkrides as well which I do not log
Thank you for pointing out my glarshying omission-your point is an imporshytant one The fact is there are many airports in this country that dont exshyperience standard temperature (or beshylow) from the middle ofApril until the middle of October Pilots flying from these airports could easily get bit_ ten by density altitude if they are not aware ofyour important point
My thanks and best regards Doug Stewart
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VINTAGE AIRPLANE 7
Some projects seem so natural it appears as if the parts were destined to eventually be together And then there are projshy
ects that are destined to never be truly finished because ideas keep popping up And then there is Herb
8 AUGUST 2008
Clarks UPF Waco Its both of the foregoing a natural combination of components that will be constantly mutating as the mental winds in Herbs mind change direction
First its not actually fair to say Herbs gleaming white UPF will never be finished because to look
at it it is finished However given the series of forward and back now-its-finished no-it-isnt phases of this particular Wacos life if you were to believe in trend analysis you would bet that theres yet anshyother phase coming up in this airshyplanes future
Herb didnt start life intending to build neat things that fly In fact he spent much of his early life working at developing and othershywise running truck stops and other types of functional real estate in upstate New York Including an airshyport Which is how he got into flyshy
ing and in an oblique sort of way into rebuilding airplanes
I bought the airport at Duanesshyburg New York which is west of the AlbanySchenectady area in the middle of the state Its a nice little airport and because of that I met a lot of mechanics and the guys at
EAA Chapter 149 I had been flying but nothing out of the ordinary and through them I came to realshyize there was a lot more to aviation than Cessnas
In 1995 I came down to Florida essentially to vacation but I really liked it It was a big change from Albany in the winter While I was down there I got checked out in a Stearman at Bob White Field not far from Zellwood in Mount Doyle That really got me going and I had to have a Stearman
Herb apparently does nothing in half measures because it wasnt long before he owned not one but three Stearmans
I found three dusters that an old spray pilot had retired in 1960 when he got into Ag Cats He had bought them right after the war when he started his business and flew the socks off of them When he put them in storage his original idea was that he would eventually restore them He even went so far as buying a bunch of stock parts for them including 220 Continentals When I saw them the 450 PampWs on the noses had been sold and the airplanes hadnt been touched in nearly 30 years
Because I was hanging around Zellwood in Florida I couldnt help but get to know the Kimballs Jim
VINTAGE AIRPLANE 9
The cockpit of Herb Clarks custom UPF-7 The use of white and light gray paint in the cockpit makes it easier to see the structure and components
bull
bull
and his then young son Kevin As everyone knows they are legshyends in the restoration business but what most people dont know is that theyll drop what they are dong to answer any question from anybody My first time there Jim was talking to someone and I was standing a little way away waitshying and he stopped for a second
10 AUGUST 2008
to talk to me and make me feel welcome Thats just the kind of people they are
I depended on them to teach me what I needed to know to do the first Stearman and they were quick to let me know that it was going to take something like 10 years to finshyish it right and I didnt want to be grounded that long So I snooped
The M14P uses a compressed air system for starting Just in case the tank on board the airplane has gone flat a standby bottle of compressed air is ready and waiting
A three-blade MT propeller absorbs the 330-hp pumped out by the Vendenyev
around until I found a stock Waco UPF that wasnt a prizewinner but it was solid and more important it was flying I bought that airplane to fly while I was rebuilding the first Stearman The old Waco had last been rebuilt in 1980 and hadnt been touched since but it was solid and airworthy and would keep me flying
As I got into the first Stearman
project I was learning new skills at an amazing rate especially because I spent so much time at the Kimballs On that first airplane however I didnt feel I knew enough to do the covering and paint so I had them do it with me watching over their shoulders
Since the Stearman was spending time out of his hands at the Kimshyballs and Herb was spending more time enjoying his Waco it wasnt long before he couldnt totally adshyhere to the I-bought-it-to-fly conshycept that lay behind the purchase of the Waco in the first place The stage was set for changes to begin
Phase One It Looks Just a Little Funky
From the beginning I thought the airplane was too ordinary looking and I wanted to spruce it up a bit So in the first phase of what turned out to be a three-phase rebuilding project I concentrated on the cosmetics of the airplane I added wheelpants and faired in the gear so it looked as if the pants belonged on the airplane Then I changed what I thought was a really uncomplementary paint scheme It had been painted white with all the sheet metal panels painted red It didnt look as if the pieces fit together so I painted the entire airplane white and put red accent stripes on it
Another thing that bothered me is that Ive always thought UPFs look unfinished in their stock form because their basic airframe is more streamlined than most bishyplanes but with the Continental hanging out in the wind it just looks too blunt It cries for a cowlshying so I came up with a cowl off of a UC-78 Bamboo Bomber and built up the mounts for that I think its lines flow much better that way
Doing those kinds of modificashytions meant Herbs airplane was only out of commission for short periods of time so he still had a flying airshyplane while he banged away on the first Stearman project The phase one cosmetic rehab period covered 1994 to 1997 More to come
Phase Twiro Lets Inject SOJne Foreign Testosterone
With the exception of the late Jimmy Franklins jet-powered Waco no one has ever said the UPF was a performer Especially with the stock engine In fact words like leishysurely sedate and unexciting come to mind Apparently Herb had some of the same thoughts and even though he was already on an originality kick because of his Stearman projects hanging around the Kimballs began to have an unshyexpected effect on him
About the time I got the airshyplane back together Kevin and Jim started really getting their Pitts Model 12 ball rolling Id be over there on some Stearman stuff and theyd have Russian M14P Venshydenyev engines sitting around If youre a round-motor kind of guy which I definitely am you cant help but look at that engine and start looking for places to hang it And I had one The Waco
I didnt have to do any measurshying to know the M14P would fit beshycause it was obviously smaller in diameter Four inches to be exact And its pretty close to being the same weight at the Continental although just a little on the light side However it was going to take installing some systems the Waco didnt have specifically the pneushymatic starting system
Right about now we can hear antiquers nationwide groaning anshyother antique airplane butchered
and lost forever But thats anyshything but true In fact part of Herb Clarks goal from the beginning was to make the Waco more usable and with more performance without pershymanently changing a single thing
As we sat around talking about the project we decided that one of our goals would be that no matter how much stuff we changed we wanted the airplane to always be one inspection away from going back to original This wasnt going to be the death of an antique it was going to be taking it in another dishyrection temporarily with the road back clearly marked and undershystood The way we handled that was by making certain every change we made was a bolt-on No welding If we want to go back to original we can just unbolt the new reinstall the old and were ready to be recershytified The firewall forward package for instance can be unbolted and changed in a day or so
Quite often making such changes to a certificated airplane no matter how old can be handled by supshyplemental type certificates or Form 337s but that would not be the case here because the engine had never been granted a type certificate As far as the FAA was concerned it was a non-airplane part and couldnt be used on a certificated airplane Not to worry however Thats what the experimental-exhibition category is all about Thats where certificated airplanes that have strayed from the straight and narrow go to play Almost anything is allowed as long as its not dangerous The category does however have its limitations
The FAA put a 2S0-nautical-mile radius of action limitation on the airplane as they usually do with these kinds of modifications Howshyever if I want to go to an air show or event outside of that radius all I have to do is send the itinerary to the feds and they approve it The category isnt as restrictive or difshyficult as people think it is
and as for the experimental part We dont see that as a negashytive In fact we like to have the ex-
VI NTAGE AI RPLANE 11
A farm near Weirsdale Aorida is the home of Hobby Hill Airport the home base for Herbco and wwwPittsFabriccom
perimental sticker out where people can see it so they know they are looking at something different beshycause unless you really know what youre looking at its hard to tell anything has been changed
Hes right about that The round fugitive from behind the Iron Curshytain looks right at home in the Bamshyboo Bomber cowl and only the MT prop gives its presence away Origishynally he had the h uge two-blade with the squared-off paddle blades so typical of Soviet airplanes and that was a definite tel
Kevins the expert on anything having to do with M14Ps so I had him design and execute the enshygine installation For the mount he used the original Russian mount ring right at the cylinders but built
up the rest with a mount pattern necessary for the Waco
Since the starting system is enshytirely pneumatic thats one of the things people think is going to be reshyally difficult to operate and maintain but its not It s just different and once you use it a few times its just another system you learn to manage
liThe air system is basically a small SCUBA bottle that is pressurshyized by an air compressor on the enshygine When starting the engine you trip a valve that slams air through a little distributor that pressurizes lines to each cylinder in sequence and spins the engine Its actually a good system but you have to inshystall it with care and police leaks Once its sealed up you can pretty much forget about it other than
Stearman wings are part of the projshyect list at Herbco
remembering to turn the air tank valve to off before you leave the airplane Thats just a little precaushytionary thinking
I have an 800 psi valve on the tank so once the compressor reaches that pressure the pressure is released and you arent working the compressor so hard all of the time
Round motors by their very design have at least one characshyteristic the square-motor crowd doesnt worry about the possibilshyity of bending a rod by cranking the engine with a bottom cylinder full of oi Although most of you already know its worth remembershying that as the airplane sits oil in the crankcase slowly works its way past the rings and into the comshybustion chambers of the lower cylshyinders And if you try cranking it with oil which is incompressible in t h e cylinders its possible to bend a connecting rod when a pisshyton comes up against a slug of oil and screeches to a halt For that reashyson its necessary to pull the prop through enough times to make sure theres no oil trapped in there
Another possibility is that oil can leak into the cylinder while an inshytake valve is open and let the oil into the induction tubes So even though the cylinders are clean oil can be sucked out of an induction tube into a cylinder and hydraulic lock that cylinder The reason we mention this is because the Kimshyballs have fixes for all of the above
12 A U G U ST 2008
Herb Clarks shop has become increasingly busy as other aircraft owners look to him for construction and restoration work
Herb says liThe Kimballs have really worked this thing out MI4s have drain plugs in the inducshytion tubes that youre supposed to empty before each start The Kimshyball mod in that area manifolds those drains together so you dont have to open each one individually To keep oil from filling the cylinshyders after shutdown they have a pump that scavenges the oil out of the crankcase and back into the oil tank Then they put an off valve on the tank that has a micro-switch on it stopping you from cranking the engine with the oil valve off This keeps the oil from gravity feeding back into the crankcase and with the crankcase pretty much empty theres much less chance of getting oil in the cylinders
At the end of phase two Herbs plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2000 feet per minute and topping out at ISS mph It was no longer your granddads Waco
Phase Three lNhat WasThatIJust Heard Creaking
Now were up to 2004 and the Herb Clark who barely knew how to fly when he took his first Stearshyman ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor Among other things New York state is far behind him and his earlier skills in restoring and
working on trucks has served him well in his new venture aircraft resshytoration That first Stearman led to him restoring the other two at the same time and his shop on Hobby Hill Airport began to see a steady succession of customers projects coming his way What had been a hobby was built into a business
I bought a farm by Weirsdale Florida not that far from Zellwood and put a runway on it In fact my neighbor and I worked together and its now 3800 feet of grass I raise hay products and rebuild airshyplanes Its a sweet deal
In the late 90s I was bit by the Pitts bug and bought one then as I gained confidence and began doshying my own paint and fabric work I found myself doing lots of work
for other Pitts owners In fact my website is wwwPittsFabriccomalshythough well restore or help restore almost anything thats built of rag and tube
Although he was a busy man he still had his Waco and he still had plans for it
By the time I set up my own shop it had been nearly 2S years since the Waco was last re-covered It was time for a complete restorashytion plus there were some other changes and improvements I wanted to make
Although the engine installashytion was working great I decided to change the exhaust system which had come out of a Yak As originally built the segments were all butt joints so there was always exhaust
VINTAGE AIRPLANE 1 3
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612
Aviation insurance witIt the EAA Vintage Program offers Lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
request availablt - AUA is licensed in aU states
----- --
BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
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Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
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AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
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President Vice-President Geoff Robison George Daubner
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Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
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John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
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Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
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Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
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Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
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Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
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EAA Participates in IndustryFAA Study for Part 23 Certification Review
EAA recently participated in a Part 23 ad hoc certification stanshydards committee meeting in Kanshysas City Missouri Created at the request of the Federal Aviation Adshyministration Small Airplane Dishyrectorate the committee is tasked with recommending changes for small aircraft Part 23 regulates airshyworthiness standards of normal utility aerobatic and commuter category airplanes EAAs Vintage Aircraft Association Executive Dishyrector HG Frautschy represents EAA and is co-chairman of the Conshytinued Airworthiness subgroup
The committee includes represhysentatives from various certificashytion and operational offices within the FAA as well as from the General Aviation Manufacturers Associashytion National Air Transportation Association Aircraft Owners and Pilots Association and Aircraft Elecshytronics Association John Colomy the directorates acting assistant manager urged committee memshybers to consider the lessons learned from aircraft maintenance and cershytification issues that have come to light over the past few years and apshyply them to a new version of Part 23 that will be created after the followshyup certification review by the FAA
The review is intended to give the regulations relevance to airshycraft that will be certificated in the future Issues discussed included aircraft airframe maintenance and in particular the modification and upgrading of aircraft with modern avionics systems The commitshytees charter is to create a list of suggested additions and changes to the certification regulations and then supply it to the FAA for use during the review process in 2010 The last certification review on Part 23 was done in 1985 and technology for both airframes and avionics has changed dramatically since then
The committee expects to issue its final report in the fall of 2009
AUGUST 2008
Museum Guidebook Published
The EAA AirVenture Museum is celebrating its 25th year in Oshkosh with the release of a new EAA AirshyVenture Museum Guidebook The 48-page publication is filled with colshyorful photographs of the planes and the people highlighted in the mushyseums exhibits beginning with the Wright brothers and the early years of flight and ending with the eclectic collection of Treasures From EAAs Attic donated by EAA members and other aviation enthusiasts Museum visitors can use the publication as a companion to their tour and as a reshymembrance of their visit The Guideshybook available in the museums gift shop costs $895 for members and $995 for nonmembers
New Commemorative AirVenture Program
The EAA AirVenture Program has undergone a face-lift The annual keepsake is now a collectible souveshy
nir of this years event printed on heavier paper and including more photos and interesting articles and with room for air show performers autographs Price of the commemoshyrative program is $7 and a copy of the Oshkosh The Spirit of Aviation DVD is bundled with each copy
In addition to traditional distrishybution outlets on the grounds youll also see programs bundled with an exclusive Oshkosh T-shirt design that will be available for a special price at selected EAA mershychandise locations
Ken Kotik Were sorry to report that avishy
ation artist Ken Kotik whose unique hangarstudio at Creve Coeur Airport near St Louis was truly a work of art in itself has passed away after a brief illness Ken whose aviation art clients inshycluded Fairchild Aircraft Falcon Jet Sabreliner and McDonnell Douglas (where he was a staff artshyist for 11 years) enjoyed presentshying all facets of aviation though his artwork One of Kens paintshyings was featured on the back cover of last years July issue of Vintage Airplane and a print of his artwork was made available to Dishyamond Plus contributors to V AAs Friend of the Red Barn A Vietshynam veteran Ken regularly flew a beautifully restored 1943 Piper L-4B and was working on a replica Fokker Dr Triplane Our condoshylences to his wife Dot and their many friends in the St Louis area and the many fans of his striking artwork
If youd like to see just how wide Kens talents were please view his art website at www KenKotikA viationArtcom
4
Last of a Generation
John Miller (1905-2008)
Summer 1939- Eastern Airlines Captain John Miller flies the mail from the roof of the Philadelphia Post Office in a Kellett KD-1 autogyro
W hen John Miller (EAA 37635) was 4 years old he saw Glenn Curtiss fly his Hudson Flyer down the Hudson River from Albany to New York City to win a $10000 prize sponsored
by New York World newspaper One of Curtiss two allowed fue l stops was in a farmers field across the road from the Miller family farm
I did not see him land he told EAA in 2003 but my father took me over to see the flying machine after he landed and I was so thrilled when he took off and flew down the river that I lost all intershyest in becoming a steam locomotive engineer Miller passed away on June 16 in his native Poughkeepsie New York at the age of 102
He began flying at age 18 and went on to attend the Pratt Institute for Mechanical Engineering graduating in June 1927 He skipped school to travel to Roosevelt Field on Long Island to witness Charles Lindbergh take off at the start of his historic nonstop flight to Paris in 1927
But Miller had several achievements himself such as being the first person to land an aircraft-a Kellett KD-l autogiro-on the roof of a building when a mail delivery service was started in July 1939 between the Philadelphia Post Office and Camden Airport in Philashydelphia He was also a test pilot for the Grumman J2F Duck during World War II later flying for Eastern Air Lines from which he retired in 1963
According to his daughter Miller last flew an aircraft about two years ago capping more than 35000 flight hours over more than eight decades Two of the planes he flew are in the Smithsonian Nashytional Air and Space Museum a Boeing 247D and a DC-3
He has received numerous honors including enshrinement in the Vintage Aircraft Association Hall of Fame in 2002
Upcoming M a j 0 r
Fly-Ins Mid-Eastern Regional Fly-In
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August 23 amp 24 2008
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April 2-5 2009
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April 21-26 2009
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VIN T AGE A I RPLANE 5
SEND YOUR COMMENTS AND QUESTIONS TO VAA LETTERS TO THE EDITOR
PO Box 3086 OSHKOSH WI 54903-3086
OR YOU CAN E-MAIL THEM TO vintageaircrafteaaorg
The Vintage Instructor Runway Incursions in the May
2008 issue is an extremely intershyesting article covering important stuff Im a retired air traffic controlshyler Controllers who refer to the end of a runway are chastised by sharp controllers Arrival end is an oxyshymoron There is a threshold and a far end of a runway Cogent and unambiguous Over the fence is slang and clear for identifying the threshold but of course its use is limited to arrivals Takeoffs begin at the threshold These arent official terms just good ones
Another one Controllers make this mistake too and its more grievous when they do In neither ICAO nor FAA documents does acshytive runway appear Reason All runways are active Its a state-ofshymind thing and its more imporshytant that it be in the controllers mind There is a runway-in-use clumsy to be sure but the distincshytion is important and not just to controllers If the pilot thinks of the runway-in-use as the active hes likely to think the others are inactive when in fact they might very well be in use intermittently Wow where did that guy come from Pilots should always think that all runways are always active When Im dealing with a controlshyler I sense to be at the lowest level of competence (perhaps controlshylerpilots can sense that more acshycurately) and I have been cleared to cross a runway as I approach Ill
AUGUST 2008
say Mooney 44 Uniform crossshying 28 at Golf Let him take it that Im a dummy already cleared across and bothering his lordly self unnecessarily Its been my obsershyvation that dumb people think a lot of people are dumb
The local control position (cleared to landtake off etc) deshytermines the runway-in-use and the runways-in-use The ground control position gets the remainshying one for h is traffiC in other words all of the movement area except the runway(s)-in-use Local has no jurisdiction over taxiways Ground avoids use of landing turnoff taxiways and coordinates with local when necessary Local is the symphony conductor ground the concertmaster There can be no doubt here about whos responshysible for where It works this way Local might say when Runway 17 is in use Runway 24 base (The idea is the runways there why not use it) Ground control has just lost one of his runways If hes got someone on it he gauges the arrivaltaxiing situation (he works local regularly also) and might say Negative Local now has to do something with the guy he was goshying to try to slip in on Runway 24 Continue him on to 17 for examshyple But if following traffic for 17 is too close to follow the wouldshybe 24 traffic onto 17 (which might be why local picked 24 in the first place) Local has allowed a tie score to develop because of poor
planning a few minutes ago Local now must start swinging his bashyton faster Maybe he should have scanned the airport better to see if 24 actually could not be used Hell look at it all later adding to his exshyperience He so lves this problem of the moment with anyone of a number of traffic adjustments hes already learned
Ive just described a crisp operashytion where everyone including the pilot for 24 is expected to be on his toes and adjustable This situashytion doesnt occur on Easter Sunday morning at 7 am
And the incident at Danbury Long gone from ATC culture is the notion that when an aircraft does something different from what the controller wants it is the cont rollers fault not the pilots or what does control mean Toshyday the controller takes the blame for nothing (The etiology of that is mighty interesting but not the kind of stuff Vintage Airplane is involved in) That incident in Danbury 2S years ago involved a controller who might have been from the old school
Twenty-five years ago the system was in transition He knew he goofed He knew his job was more than issushying the correct clearance which is all they care about today but to eyeshyball it to make sure that thats what the plane did It was his job to see that your pal didnt do something the controller didnt want done so he was not about to engage him in a phone conversation
I lost my medical a dozen years ago and so I cant prove it but I am certain that pilots have got to be more suspicious of controller acshytion today than in yonder years
Youve given me many good tips so if theres something worthwhile in here its thanks
Bill Berkley Yarmouth Port Massachusetts
Density Altitude Dear Doug
I just received my July issue of Vintage Airplane and turned to your
6
column The first thing I saw was the headline The DA Imagine my surprise when I saw in the first paragraph that you said that DA should only mean one thing to a pilot density altitude
Silly me I was anticipating an arshyticle on instrument approaches and things like decision altitude and the finer points of conducting such approaches and statistics about acshycidents while conducting such apshyproaches going below DA or DH and CFIT Then I realized your subshyject matter was density altitude As an instrument instructor I went down a different path and thought DA meant decision altitude
The article was well written by the way One statement stood out though and that had to do with your mention of 59degF (l5degC) as the standard temperature For the benefit of the newer less exshyperienced pilots I would like to expand on that as it relates to density altitude this temperashyture is only standard at sea level I would hate for a naive pilot to be misled into thinking that if while preparing for takeoff at say an airport at an elevation of 3000 feet mean sea level for example that a temperature of 59degF is stanshydard and density altitude is not much of a concern On the conshytrary it is a big concern Each airshyport elevation above sea level has
its own standard temperature for its elevation Following the stanshydard lapse rate the 3OOO-foot airshyport standard temperature would be well below 59degF In the above example if the actual temperature at 3000 feet was 59degF then the temperature would be well above standard and the density altitude is well above standard for that altitudetemperature Airplane performance would be greatly compromised Barry Schiff wrote an article specifically about this in a past issue of AOPA Pilot
Thanks for your dedication to safety and teaching pilots to fly safely
Sincerely John Rosenberg ATP and CFI Chanhassen Minnesota
Hello John You are absolutely spot on Please
forgive my critical omission To be honest most of the instrucshy
tion I conduct is instrument instrucshytion It would be nice if I could write some articles on instrument flight however it really doesnt fall into the general category of vintage espeshycially with the demise of radio ranges Thus please dont expect to find any articles on DA minimum descent alshytitude Missed Approach Point (MAP) or the like In fact over the past 35 days I have conducted more than 100 hours of dual with the vast majority of that being instrument instruction in the lousy weather weve been havshying here in the Northeast This doesnt count the checkrides as well which I do not log
Thank you for pointing out my glarshying omission-your point is an imporshytant one The fact is there are many airports in this country that dont exshyperience standard temperature (or beshylow) from the middle ofApril until the middle of October Pilots flying from these airports could easily get bit_ ten by density altitude if they are not aware ofyour important point
My thanks and best regards Doug Stewart
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VINTAGE AIRPLANE 7
Some projects seem so natural it appears as if the parts were destined to eventually be together And then there are projshy
ects that are destined to never be truly finished because ideas keep popping up And then there is Herb
8 AUGUST 2008
Clarks UPF Waco Its both of the foregoing a natural combination of components that will be constantly mutating as the mental winds in Herbs mind change direction
First its not actually fair to say Herbs gleaming white UPF will never be finished because to look
at it it is finished However given the series of forward and back now-its-finished no-it-isnt phases of this particular Wacos life if you were to believe in trend analysis you would bet that theres yet anshyother phase coming up in this airshyplanes future
Herb didnt start life intending to build neat things that fly In fact he spent much of his early life working at developing and othershywise running truck stops and other types of functional real estate in upstate New York Including an airshyport Which is how he got into flyshy
ing and in an oblique sort of way into rebuilding airplanes
I bought the airport at Duanesshyburg New York which is west of the AlbanySchenectady area in the middle of the state Its a nice little airport and because of that I met a lot of mechanics and the guys at
EAA Chapter 149 I had been flying but nothing out of the ordinary and through them I came to realshyize there was a lot more to aviation than Cessnas
In 1995 I came down to Florida essentially to vacation but I really liked it It was a big change from Albany in the winter While I was down there I got checked out in a Stearman at Bob White Field not far from Zellwood in Mount Doyle That really got me going and I had to have a Stearman
Herb apparently does nothing in half measures because it wasnt long before he owned not one but three Stearmans
I found three dusters that an old spray pilot had retired in 1960 when he got into Ag Cats He had bought them right after the war when he started his business and flew the socks off of them When he put them in storage his original idea was that he would eventually restore them He even went so far as buying a bunch of stock parts for them including 220 Continentals When I saw them the 450 PampWs on the noses had been sold and the airplanes hadnt been touched in nearly 30 years
Because I was hanging around Zellwood in Florida I couldnt help but get to know the Kimballs Jim
VINTAGE AIRPLANE 9
The cockpit of Herb Clarks custom UPF-7 The use of white and light gray paint in the cockpit makes it easier to see the structure and components
bull
bull
and his then young son Kevin As everyone knows they are legshyends in the restoration business but what most people dont know is that theyll drop what they are dong to answer any question from anybody My first time there Jim was talking to someone and I was standing a little way away waitshying and he stopped for a second
10 AUGUST 2008
to talk to me and make me feel welcome Thats just the kind of people they are
I depended on them to teach me what I needed to know to do the first Stearman and they were quick to let me know that it was going to take something like 10 years to finshyish it right and I didnt want to be grounded that long So I snooped
The M14P uses a compressed air system for starting Just in case the tank on board the airplane has gone flat a standby bottle of compressed air is ready and waiting
A three-blade MT propeller absorbs the 330-hp pumped out by the Vendenyev
around until I found a stock Waco UPF that wasnt a prizewinner but it was solid and more important it was flying I bought that airplane to fly while I was rebuilding the first Stearman The old Waco had last been rebuilt in 1980 and hadnt been touched since but it was solid and airworthy and would keep me flying
As I got into the first Stearman
project I was learning new skills at an amazing rate especially because I spent so much time at the Kimballs On that first airplane however I didnt feel I knew enough to do the covering and paint so I had them do it with me watching over their shoulders
Since the Stearman was spending time out of his hands at the Kimshyballs and Herb was spending more time enjoying his Waco it wasnt long before he couldnt totally adshyhere to the I-bought-it-to-fly conshycept that lay behind the purchase of the Waco in the first place The stage was set for changes to begin
Phase One It Looks Just a Little Funky
From the beginning I thought the airplane was too ordinary looking and I wanted to spruce it up a bit So in the first phase of what turned out to be a three-phase rebuilding project I concentrated on the cosmetics of the airplane I added wheelpants and faired in the gear so it looked as if the pants belonged on the airplane Then I changed what I thought was a really uncomplementary paint scheme It had been painted white with all the sheet metal panels painted red It didnt look as if the pieces fit together so I painted the entire airplane white and put red accent stripes on it
Another thing that bothered me is that Ive always thought UPFs look unfinished in their stock form because their basic airframe is more streamlined than most bishyplanes but with the Continental hanging out in the wind it just looks too blunt It cries for a cowlshying so I came up with a cowl off of a UC-78 Bamboo Bomber and built up the mounts for that I think its lines flow much better that way
Doing those kinds of modificashytions meant Herbs airplane was only out of commission for short periods of time so he still had a flying airshyplane while he banged away on the first Stearman project The phase one cosmetic rehab period covered 1994 to 1997 More to come
Phase Twiro Lets Inject SOJne Foreign Testosterone
With the exception of the late Jimmy Franklins jet-powered Waco no one has ever said the UPF was a performer Especially with the stock engine In fact words like leishysurely sedate and unexciting come to mind Apparently Herb had some of the same thoughts and even though he was already on an originality kick because of his Stearman projects hanging around the Kimballs began to have an unshyexpected effect on him
About the time I got the airshyplane back together Kevin and Jim started really getting their Pitts Model 12 ball rolling Id be over there on some Stearman stuff and theyd have Russian M14P Venshydenyev engines sitting around If youre a round-motor kind of guy which I definitely am you cant help but look at that engine and start looking for places to hang it And I had one The Waco
I didnt have to do any measurshying to know the M14P would fit beshycause it was obviously smaller in diameter Four inches to be exact And its pretty close to being the same weight at the Continental although just a little on the light side However it was going to take installing some systems the Waco didnt have specifically the pneushymatic starting system
Right about now we can hear antiquers nationwide groaning anshyother antique airplane butchered
and lost forever But thats anyshything but true In fact part of Herb Clarks goal from the beginning was to make the Waco more usable and with more performance without pershymanently changing a single thing
As we sat around talking about the project we decided that one of our goals would be that no matter how much stuff we changed we wanted the airplane to always be one inspection away from going back to original This wasnt going to be the death of an antique it was going to be taking it in another dishyrection temporarily with the road back clearly marked and undershystood The way we handled that was by making certain every change we made was a bolt-on No welding If we want to go back to original we can just unbolt the new reinstall the old and were ready to be recershytified The firewall forward package for instance can be unbolted and changed in a day or so
Quite often making such changes to a certificated airplane no matter how old can be handled by supshyplemental type certificates or Form 337s but that would not be the case here because the engine had never been granted a type certificate As far as the FAA was concerned it was a non-airplane part and couldnt be used on a certificated airplane Not to worry however Thats what the experimental-exhibition category is all about Thats where certificated airplanes that have strayed from the straight and narrow go to play Almost anything is allowed as long as its not dangerous The category does however have its limitations
The FAA put a 2S0-nautical-mile radius of action limitation on the airplane as they usually do with these kinds of modifications Howshyever if I want to go to an air show or event outside of that radius all I have to do is send the itinerary to the feds and they approve it The category isnt as restrictive or difshyficult as people think it is
and as for the experimental part We dont see that as a negashytive In fact we like to have the ex-
VI NTAGE AI RPLANE 11
A farm near Weirsdale Aorida is the home of Hobby Hill Airport the home base for Herbco and wwwPittsFabriccom
perimental sticker out where people can see it so they know they are looking at something different beshycause unless you really know what youre looking at its hard to tell anything has been changed
Hes right about that The round fugitive from behind the Iron Curshytain looks right at home in the Bamshyboo Bomber cowl and only the MT prop gives its presence away Origishynally he had the h uge two-blade with the squared-off paddle blades so typical of Soviet airplanes and that was a definite tel
Kevins the expert on anything having to do with M14Ps so I had him design and execute the enshygine installation For the mount he used the original Russian mount ring right at the cylinders but built
up the rest with a mount pattern necessary for the Waco
Since the starting system is enshytirely pneumatic thats one of the things people think is going to be reshyally difficult to operate and maintain but its not It s just different and once you use it a few times its just another system you learn to manage
liThe air system is basically a small SCUBA bottle that is pressurshyized by an air compressor on the enshygine When starting the engine you trip a valve that slams air through a little distributor that pressurizes lines to each cylinder in sequence and spins the engine Its actually a good system but you have to inshystall it with care and police leaks Once its sealed up you can pretty much forget about it other than
Stearman wings are part of the projshyect list at Herbco
remembering to turn the air tank valve to off before you leave the airplane Thats just a little precaushytionary thinking
I have an 800 psi valve on the tank so once the compressor reaches that pressure the pressure is released and you arent working the compressor so hard all of the time
Round motors by their very design have at least one characshyteristic the square-motor crowd doesnt worry about the possibilshyity of bending a rod by cranking the engine with a bottom cylinder full of oi Although most of you already know its worth remembershying that as the airplane sits oil in the crankcase slowly works its way past the rings and into the comshybustion chambers of the lower cylshyinders And if you try cranking it with oil which is incompressible in t h e cylinders its possible to bend a connecting rod when a pisshyton comes up against a slug of oil and screeches to a halt For that reashyson its necessary to pull the prop through enough times to make sure theres no oil trapped in there
Another possibility is that oil can leak into the cylinder while an inshytake valve is open and let the oil into the induction tubes So even though the cylinders are clean oil can be sucked out of an induction tube into a cylinder and hydraulic lock that cylinder The reason we mention this is because the Kimshyballs have fixes for all of the above
12 A U G U ST 2008
Herb Clarks shop has become increasingly busy as other aircraft owners look to him for construction and restoration work
Herb says liThe Kimballs have really worked this thing out MI4s have drain plugs in the inducshytion tubes that youre supposed to empty before each start The Kimshyball mod in that area manifolds those drains together so you dont have to open each one individually To keep oil from filling the cylinshyders after shutdown they have a pump that scavenges the oil out of the crankcase and back into the oil tank Then they put an off valve on the tank that has a micro-switch on it stopping you from cranking the engine with the oil valve off This keeps the oil from gravity feeding back into the crankcase and with the crankcase pretty much empty theres much less chance of getting oil in the cylinders
At the end of phase two Herbs plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2000 feet per minute and topping out at ISS mph It was no longer your granddads Waco
Phase Three lNhat WasThatIJust Heard Creaking
Now were up to 2004 and the Herb Clark who barely knew how to fly when he took his first Stearshyman ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor Among other things New York state is far behind him and his earlier skills in restoring and
working on trucks has served him well in his new venture aircraft resshytoration That first Stearman led to him restoring the other two at the same time and his shop on Hobby Hill Airport began to see a steady succession of customers projects coming his way What had been a hobby was built into a business
I bought a farm by Weirsdale Florida not that far from Zellwood and put a runway on it In fact my neighbor and I worked together and its now 3800 feet of grass I raise hay products and rebuild airshyplanes Its a sweet deal
In the late 90s I was bit by the Pitts bug and bought one then as I gained confidence and began doshying my own paint and fabric work I found myself doing lots of work
for other Pitts owners In fact my website is wwwPittsFabriccomalshythough well restore or help restore almost anything thats built of rag and tube
Although he was a busy man he still had his Waco and he still had plans for it
By the time I set up my own shop it had been nearly 2S years since the Waco was last re-covered It was time for a complete restorashytion plus there were some other changes and improvements I wanted to make
Although the engine installashytion was working great I decided to change the exhaust system which had come out of a Yak As originally built the segments were all butt joints so there was always exhaust
VINTAGE AIRPLANE 1 3
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612
Aviation insurance witIt the EAA Vintage Program offers Lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
request availablt - AUA is licensed in aU states
----- --
BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
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SPARK PLUG TERMINAL
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TERMINAL CONTACT
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Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
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VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
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305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
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Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
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VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
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AIRCRAFT D Trone Aircraft Collection - Thunderbird
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MISCELLANEOUS Flying wires available 1994 pricing Visit www
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REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
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VINTAGE AIRCRAFT
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John Berendt 7645 Echo Poin t Rd
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Last of a Generation
John Miller (1905-2008)
Summer 1939- Eastern Airlines Captain John Miller flies the mail from the roof of the Philadelphia Post Office in a Kellett KD-1 autogyro
W hen John Miller (EAA 37635) was 4 years old he saw Glenn Curtiss fly his Hudson Flyer down the Hudson River from Albany to New York City to win a $10000 prize sponsored
by New York World newspaper One of Curtiss two allowed fue l stops was in a farmers field across the road from the Miller family farm
I did not see him land he told EAA in 2003 but my father took me over to see the flying machine after he landed and I was so thrilled when he took off and flew down the river that I lost all intershyest in becoming a steam locomotive engineer Miller passed away on June 16 in his native Poughkeepsie New York at the age of 102
He began flying at age 18 and went on to attend the Pratt Institute for Mechanical Engineering graduating in June 1927 He skipped school to travel to Roosevelt Field on Long Island to witness Charles Lindbergh take off at the start of his historic nonstop flight to Paris in 1927
But Miller had several achievements himself such as being the first person to land an aircraft-a Kellett KD-l autogiro-on the roof of a building when a mail delivery service was started in July 1939 between the Philadelphia Post Office and Camden Airport in Philashydelphia He was also a test pilot for the Grumman J2F Duck during World War II later flying for Eastern Air Lines from which he retired in 1963
According to his daughter Miller last flew an aircraft about two years ago capping more than 35000 flight hours over more than eight decades Two of the planes he flew are in the Smithsonian Nashytional Air and Space Museum a Boeing 247D and a DC-3
He has received numerous honors including enshrinement in the Vintage Aircraft Association Hall of Fame in 2002
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VIN T AGE A I RPLANE 5
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OR YOU CAN E-MAIL THEM TO vintageaircrafteaaorg
The Vintage Instructor Runway Incursions in the May
2008 issue is an extremely intershyesting article covering important stuff Im a retired air traffic controlshyler Controllers who refer to the end of a runway are chastised by sharp controllers Arrival end is an oxyshymoron There is a threshold and a far end of a runway Cogent and unambiguous Over the fence is slang and clear for identifying the threshold but of course its use is limited to arrivals Takeoffs begin at the threshold These arent official terms just good ones
Another one Controllers make this mistake too and its more grievous when they do In neither ICAO nor FAA documents does acshytive runway appear Reason All runways are active Its a state-ofshymind thing and its more imporshytant that it be in the controllers mind There is a runway-in-use clumsy to be sure but the distincshytion is important and not just to controllers If the pilot thinks of the runway-in-use as the active hes likely to think the others are inactive when in fact they might very well be in use intermittently Wow where did that guy come from Pilots should always think that all runways are always active When Im dealing with a controlshyler I sense to be at the lowest level of competence (perhaps controlshylerpilots can sense that more acshycurately) and I have been cleared to cross a runway as I approach Ill
AUGUST 2008
say Mooney 44 Uniform crossshying 28 at Golf Let him take it that Im a dummy already cleared across and bothering his lordly self unnecessarily Its been my obsershyvation that dumb people think a lot of people are dumb
The local control position (cleared to landtake off etc) deshytermines the runway-in-use and the runways-in-use The ground control position gets the remainshying one for h is traffiC in other words all of the movement area except the runway(s)-in-use Local has no jurisdiction over taxiways Ground avoids use of landing turnoff taxiways and coordinates with local when necessary Local is the symphony conductor ground the concertmaster There can be no doubt here about whos responshysible for where It works this way Local might say when Runway 17 is in use Runway 24 base (The idea is the runways there why not use it) Ground control has just lost one of his runways If hes got someone on it he gauges the arrivaltaxiing situation (he works local regularly also) and might say Negative Local now has to do something with the guy he was goshying to try to slip in on Runway 24 Continue him on to 17 for examshyple But if following traffic for 17 is too close to follow the wouldshybe 24 traffic onto 17 (which might be why local picked 24 in the first place) Local has allowed a tie score to develop because of poor
planning a few minutes ago Local now must start swinging his bashyton faster Maybe he should have scanned the airport better to see if 24 actually could not be used Hell look at it all later adding to his exshyperience He so lves this problem of the moment with anyone of a number of traffic adjustments hes already learned
Ive just described a crisp operashytion where everyone including the pilot for 24 is expected to be on his toes and adjustable This situashytion doesnt occur on Easter Sunday morning at 7 am
And the incident at Danbury Long gone from ATC culture is the notion that when an aircraft does something different from what the controller wants it is the cont rollers fault not the pilots or what does control mean Toshyday the controller takes the blame for nothing (The etiology of that is mighty interesting but not the kind of stuff Vintage Airplane is involved in) That incident in Danbury 2S years ago involved a controller who might have been from the old school
Twenty-five years ago the system was in transition He knew he goofed He knew his job was more than issushying the correct clearance which is all they care about today but to eyeshyball it to make sure that thats what the plane did It was his job to see that your pal didnt do something the controller didnt want done so he was not about to engage him in a phone conversation
I lost my medical a dozen years ago and so I cant prove it but I am certain that pilots have got to be more suspicious of controller acshytion today than in yonder years
Youve given me many good tips so if theres something worthwhile in here its thanks
Bill Berkley Yarmouth Port Massachusetts
Density Altitude Dear Doug
I just received my July issue of Vintage Airplane and turned to your
6
column The first thing I saw was the headline The DA Imagine my surprise when I saw in the first paragraph that you said that DA should only mean one thing to a pilot density altitude
Silly me I was anticipating an arshyticle on instrument approaches and things like decision altitude and the finer points of conducting such approaches and statistics about acshycidents while conducting such apshyproaches going below DA or DH and CFIT Then I realized your subshyject matter was density altitude As an instrument instructor I went down a different path and thought DA meant decision altitude
The article was well written by the way One statement stood out though and that had to do with your mention of 59degF (l5degC) as the standard temperature For the benefit of the newer less exshyperienced pilots I would like to expand on that as it relates to density altitude this temperashyture is only standard at sea level I would hate for a naive pilot to be misled into thinking that if while preparing for takeoff at say an airport at an elevation of 3000 feet mean sea level for example that a temperature of 59degF is stanshydard and density altitude is not much of a concern On the conshytrary it is a big concern Each airshyport elevation above sea level has
its own standard temperature for its elevation Following the stanshydard lapse rate the 3OOO-foot airshyport standard temperature would be well below 59degF In the above example if the actual temperature at 3000 feet was 59degF then the temperature would be well above standard and the density altitude is well above standard for that altitudetemperature Airplane performance would be greatly compromised Barry Schiff wrote an article specifically about this in a past issue of AOPA Pilot
Thanks for your dedication to safety and teaching pilots to fly safely
Sincerely John Rosenberg ATP and CFI Chanhassen Minnesota
Hello John You are absolutely spot on Please
forgive my critical omission To be honest most of the instrucshy
tion I conduct is instrument instrucshytion It would be nice if I could write some articles on instrument flight however it really doesnt fall into the general category of vintage espeshycially with the demise of radio ranges Thus please dont expect to find any articles on DA minimum descent alshytitude Missed Approach Point (MAP) or the like In fact over the past 35 days I have conducted more than 100 hours of dual with the vast majority of that being instrument instruction in the lousy weather weve been havshying here in the Northeast This doesnt count the checkrides as well which I do not log
Thank you for pointing out my glarshying omission-your point is an imporshytant one The fact is there are many airports in this country that dont exshyperience standard temperature (or beshylow) from the middle ofApril until the middle of October Pilots flying from these airports could easily get bit_ ten by density altitude if they are not aware ofyour important point
My thanks and best regards Doug Stewart
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VINTAGE AIRPLANE 7
Some projects seem so natural it appears as if the parts were destined to eventually be together And then there are projshy
ects that are destined to never be truly finished because ideas keep popping up And then there is Herb
8 AUGUST 2008
Clarks UPF Waco Its both of the foregoing a natural combination of components that will be constantly mutating as the mental winds in Herbs mind change direction
First its not actually fair to say Herbs gleaming white UPF will never be finished because to look
at it it is finished However given the series of forward and back now-its-finished no-it-isnt phases of this particular Wacos life if you were to believe in trend analysis you would bet that theres yet anshyother phase coming up in this airshyplanes future
Herb didnt start life intending to build neat things that fly In fact he spent much of his early life working at developing and othershywise running truck stops and other types of functional real estate in upstate New York Including an airshyport Which is how he got into flyshy
ing and in an oblique sort of way into rebuilding airplanes
I bought the airport at Duanesshyburg New York which is west of the AlbanySchenectady area in the middle of the state Its a nice little airport and because of that I met a lot of mechanics and the guys at
EAA Chapter 149 I had been flying but nothing out of the ordinary and through them I came to realshyize there was a lot more to aviation than Cessnas
In 1995 I came down to Florida essentially to vacation but I really liked it It was a big change from Albany in the winter While I was down there I got checked out in a Stearman at Bob White Field not far from Zellwood in Mount Doyle That really got me going and I had to have a Stearman
Herb apparently does nothing in half measures because it wasnt long before he owned not one but three Stearmans
I found three dusters that an old spray pilot had retired in 1960 when he got into Ag Cats He had bought them right after the war when he started his business and flew the socks off of them When he put them in storage his original idea was that he would eventually restore them He even went so far as buying a bunch of stock parts for them including 220 Continentals When I saw them the 450 PampWs on the noses had been sold and the airplanes hadnt been touched in nearly 30 years
Because I was hanging around Zellwood in Florida I couldnt help but get to know the Kimballs Jim
VINTAGE AIRPLANE 9
The cockpit of Herb Clarks custom UPF-7 The use of white and light gray paint in the cockpit makes it easier to see the structure and components
bull
bull
and his then young son Kevin As everyone knows they are legshyends in the restoration business but what most people dont know is that theyll drop what they are dong to answer any question from anybody My first time there Jim was talking to someone and I was standing a little way away waitshying and he stopped for a second
10 AUGUST 2008
to talk to me and make me feel welcome Thats just the kind of people they are
I depended on them to teach me what I needed to know to do the first Stearman and they were quick to let me know that it was going to take something like 10 years to finshyish it right and I didnt want to be grounded that long So I snooped
The M14P uses a compressed air system for starting Just in case the tank on board the airplane has gone flat a standby bottle of compressed air is ready and waiting
A three-blade MT propeller absorbs the 330-hp pumped out by the Vendenyev
around until I found a stock Waco UPF that wasnt a prizewinner but it was solid and more important it was flying I bought that airplane to fly while I was rebuilding the first Stearman The old Waco had last been rebuilt in 1980 and hadnt been touched since but it was solid and airworthy and would keep me flying
As I got into the first Stearman
project I was learning new skills at an amazing rate especially because I spent so much time at the Kimballs On that first airplane however I didnt feel I knew enough to do the covering and paint so I had them do it with me watching over their shoulders
Since the Stearman was spending time out of his hands at the Kimshyballs and Herb was spending more time enjoying his Waco it wasnt long before he couldnt totally adshyhere to the I-bought-it-to-fly conshycept that lay behind the purchase of the Waco in the first place The stage was set for changes to begin
Phase One It Looks Just a Little Funky
From the beginning I thought the airplane was too ordinary looking and I wanted to spruce it up a bit So in the first phase of what turned out to be a three-phase rebuilding project I concentrated on the cosmetics of the airplane I added wheelpants and faired in the gear so it looked as if the pants belonged on the airplane Then I changed what I thought was a really uncomplementary paint scheme It had been painted white with all the sheet metal panels painted red It didnt look as if the pieces fit together so I painted the entire airplane white and put red accent stripes on it
Another thing that bothered me is that Ive always thought UPFs look unfinished in their stock form because their basic airframe is more streamlined than most bishyplanes but with the Continental hanging out in the wind it just looks too blunt It cries for a cowlshying so I came up with a cowl off of a UC-78 Bamboo Bomber and built up the mounts for that I think its lines flow much better that way
Doing those kinds of modificashytions meant Herbs airplane was only out of commission for short periods of time so he still had a flying airshyplane while he banged away on the first Stearman project The phase one cosmetic rehab period covered 1994 to 1997 More to come
Phase Twiro Lets Inject SOJne Foreign Testosterone
With the exception of the late Jimmy Franklins jet-powered Waco no one has ever said the UPF was a performer Especially with the stock engine In fact words like leishysurely sedate and unexciting come to mind Apparently Herb had some of the same thoughts and even though he was already on an originality kick because of his Stearman projects hanging around the Kimballs began to have an unshyexpected effect on him
About the time I got the airshyplane back together Kevin and Jim started really getting their Pitts Model 12 ball rolling Id be over there on some Stearman stuff and theyd have Russian M14P Venshydenyev engines sitting around If youre a round-motor kind of guy which I definitely am you cant help but look at that engine and start looking for places to hang it And I had one The Waco
I didnt have to do any measurshying to know the M14P would fit beshycause it was obviously smaller in diameter Four inches to be exact And its pretty close to being the same weight at the Continental although just a little on the light side However it was going to take installing some systems the Waco didnt have specifically the pneushymatic starting system
Right about now we can hear antiquers nationwide groaning anshyother antique airplane butchered
and lost forever But thats anyshything but true In fact part of Herb Clarks goal from the beginning was to make the Waco more usable and with more performance without pershymanently changing a single thing
As we sat around talking about the project we decided that one of our goals would be that no matter how much stuff we changed we wanted the airplane to always be one inspection away from going back to original This wasnt going to be the death of an antique it was going to be taking it in another dishyrection temporarily with the road back clearly marked and undershystood The way we handled that was by making certain every change we made was a bolt-on No welding If we want to go back to original we can just unbolt the new reinstall the old and were ready to be recershytified The firewall forward package for instance can be unbolted and changed in a day or so
Quite often making such changes to a certificated airplane no matter how old can be handled by supshyplemental type certificates or Form 337s but that would not be the case here because the engine had never been granted a type certificate As far as the FAA was concerned it was a non-airplane part and couldnt be used on a certificated airplane Not to worry however Thats what the experimental-exhibition category is all about Thats where certificated airplanes that have strayed from the straight and narrow go to play Almost anything is allowed as long as its not dangerous The category does however have its limitations
The FAA put a 2S0-nautical-mile radius of action limitation on the airplane as they usually do with these kinds of modifications Howshyever if I want to go to an air show or event outside of that radius all I have to do is send the itinerary to the feds and they approve it The category isnt as restrictive or difshyficult as people think it is
and as for the experimental part We dont see that as a negashytive In fact we like to have the ex-
VI NTAGE AI RPLANE 11
A farm near Weirsdale Aorida is the home of Hobby Hill Airport the home base for Herbco and wwwPittsFabriccom
perimental sticker out where people can see it so they know they are looking at something different beshycause unless you really know what youre looking at its hard to tell anything has been changed
Hes right about that The round fugitive from behind the Iron Curshytain looks right at home in the Bamshyboo Bomber cowl and only the MT prop gives its presence away Origishynally he had the h uge two-blade with the squared-off paddle blades so typical of Soviet airplanes and that was a definite tel
Kevins the expert on anything having to do with M14Ps so I had him design and execute the enshygine installation For the mount he used the original Russian mount ring right at the cylinders but built
up the rest with a mount pattern necessary for the Waco
Since the starting system is enshytirely pneumatic thats one of the things people think is going to be reshyally difficult to operate and maintain but its not It s just different and once you use it a few times its just another system you learn to manage
liThe air system is basically a small SCUBA bottle that is pressurshyized by an air compressor on the enshygine When starting the engine you trip a valve that slams air through a little distributor that pressurizes lines to each cylinder in sequence and spins the engine Its actually a good system but you have to inshystall it with care and police leaks Once its sealed up you can pretty much forget about it other than
Stearman wings are part of the projshyect list at Herbco
remembering to turn the air tank valve to off before you leave the airplane Thats just a little precaushytionary thinking
I have an 800 psi valve on the tank so once the compressor reaches that pressure the pressure is released and you arent working the compressor so hard all of the time
Round motors by their very design have at least one characshyteristic the square-motor crowd doesnt worry about the possibilshyity of bending a rod by cranking the engine with a bottom cylinder full of oi Although most of you already know its worth remembershying that as the airplane sits oil in the crankcase slowly works its way past the rings and into the comshybustion chambers of the lower cylshyinders And if you try cranking it with oil which is incompressible in t h e cylinders its possible to bend a connecting rod when a pisshyton comes up against a slug of oil and screeches to a halt For that reashyson its necessary to pull the prop through enough times to make sure theres no oil trapped in there
Another possibility is that oil can leak into the cylinder while an inshytake valve is open and let the oil into the induction tubes So even though the cylinders are clean oil can be sucked out of an induction tube into a cylinder and hydraulic lock that cylinder The reason we mention this is because the Kimshyballs have fixes for all of the above
12 A U G U ST 2008
Herb Clarks shop has become increasingly busy as other aircraft owners look to him for construction and restoration work
Herb says liThe Kimballs have really worked this thing out MI4s have drain plugs in the inducshytion tubes that youre supposed to empty before each start The Kimshyball mod in that area manifolds those drains together so you dont have to open each one individually To keep oil from filling the cylinshyders after shutdown they have a pump that scavenges the oil out of the crankcase and back into the oil tank Then they put an off valve on the tank that has a micro-switch on it stopping you from cranking the engine with the oil valve off This keeps the oil from gravity feeding back into the crankcase and with the crankcase pretty much empty theres much less chance of getting oil in the cylinders
At the end of phase two Herbs plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2000 feet per minute and topping out at ISS mph It was no longer your granddads Waco
Phase Three lNhat WasThatIJust Heard Creaking
Now were up to 2004 and the Herb Clark who barely knew how to fly when he took his first Stearshyman ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor Among other things New York state is far behind him and his earlier skills in restoring and
working on trucks has served him well in his new venture aircraft resshytoration That first Stearman led to him restoring the other two at the same time and his shop on Hobby Hill Airport began to see a steady succession of customers projects coming his way What had been a hobby was built into a business
I bought a farm by Weirsdale Florida not that far from Zellwood and put a runway on it In fact my neighbor and I worked together and its now 3800 feet of grass I raise hay products and rebuild airshyplanes Its a sweet deal
In the late 90s I was bit by the Pitts bug and bought one then as I gained confidence and began doshying my own paint and fabric work I found myself doing lots of work
for other Pitts owners In fact my website is wwwPittsFabriccomalshythough well restore or help restore almost anything thats built of rag and tube
Although he was a busy man he still had his Waco and he still had plans for it
By the time I set up my own shop it had been nearly 2S years since the Waco was last re-covered It was time for a complete restorashytion plus there were some other changes and improvements I wanted to make
Although the engine installashytion was working great I decided to change the exhaust system which had come out of a Yak As originally built the segments were all butt joints so there was always exhaust
VINTAGE AIRPLANE 1 3
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612
Aviation insurance witIt the EAA Vintage Program offers Lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
request availablt - AUA is licensed in aU states
----- --
BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
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Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
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President Vice-President Geoff Robison George Daubner
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Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
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Dave Clark 635 Vestal Lane
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Indian apolis IN 46278 317-293-4430
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Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
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lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
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Dan Knutson 106 Tena Marie Circle
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Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
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Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
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SH Wes Schmid 2359 Le feber Avenue
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DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
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Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
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The Vintage Instructor Runway Incursions in the May
2008 issue is an extremely intershyesting article covering important stuff Im a retired air traffic controlshyler Controllers who refer to the end of a runway are chastised by sharp controllers Arrival end is an oxyshymoron There is a threshold and a far end of a runway Cogent and unambiguous Over the fence is slang and clear for identifying the threshold but of course its use is limited to arrivals Takeoffs begin at the threshold These arent official terms just good ones
Another one Controllers make this mistake too and its more grievous when they do In neither ICAO nor FAA documents does acshytive runway appear Reason All runways are active Its a state-ofshymind thing and its more imporshytant that it be in the controllers mind There is a runway-in-use clumsy to be sure but the distincshytion is important and not just to controllers If the pilot thinks of the runway-in-use as the active hes likely to think the others are inactive when in fact they might very well be in use intermittently Wow where did that guy come from Pilots should always think that all runways are always active When Im dealing with a controlshyler I sense to be at the lowest level of competence (perhaps controlshylerpilots can sense that more acshycurately) and I have been cleared to cross a runway as I approach Ill
AUGUST 2008
say Mooney 44 Uniform crossshying 28 at Golf Let him take it that Im a dummy already cleared across and bothering his lordly self unnecessarily Its been my obsershyvation that dumb people think a lot of people are dumb
The local control position (cleared to landtake off etc) deshytermines the runway-in-use and the runways-in-use The ground control position gets the remainshying one for h is traffiC in other words all of the movement area except the runway(s)-in-use Local has no jurisdiction over taxiways Ground avoids use of landing turnoff taxiways and coordinates with local when necessary Local is the symphony conductor ground the concertmaster There can be no doubt here about whos responshysible for where It works this way Local might say when Runway 17 is in use Runway 24 base (The idea is the runways there why not use it) Ground control has just lost one of his runways If hes got someone on it he gauges the arrivaltaxiing situation (he works local regularly also) and might say Negative Local now has to do something with the guy he was goshying to try to slip in on Runway 24 Continue him on to 17 for examshyple But if following traffic for 17 is too close to follow the wouldshybe 24 traffic onto 17 (which might be why local picked 24 in the first place) Local has allowed a tie score to develop because of poor
planning a few minutes ago Local now must start swinging his bashyton faster Maybe he should have scanned the airport better to see if 24 actually could not be used Hell look at it all later adding to his exshyperience He so lves this problem of the moment with anyone of a number of traffic adjustments hes already learned
Ive just described a crisp operashytion where everyone including the pilot for 24 is expected to be on his toes and adjustable This situashytion doesnt occur on Easter Sunday morning at 7 am
And the incident at Danbury Long gone from ATC culture is the notion that when an aircraft does something different from what the controller wants it is the cont rollers fault not the pilots or what does control mean Toshyday the controller takes the blame for nothing (The etiology of that is mighty interesting but not the kind of stuff Vintage Airplane is involved in) That incident in Danbury 2S years ago involved a controller who might have been from the old school
Twenty-five years ago the system was in transition He knew he goofed He knew his job was more than issushying the correct clearance which is all they care about today but to eyeshyball it to make sure that thats what the plane did It was his job to see that your pal didnt do something the controller didnt want done so he was not about to engage him in a phone conversation
I lost my medical a dozen years ago and so I cant prove it but I am certain that pilots have got to be more suspicious of controller acshytion today than in yonder years
Youve given me many good tips so if theres something worthwhile in here its thanks
Bill Berkley Yarmouth Port Massachusetts
Density Altitude Dear Doug
I just received my July issue of Vintage Airplane and turned to your
6
column The first thing I saw was the headline The DA Imagine my surprise when I saw in the first paragraph that you said that DA should only mean one thing to a pilot density altitude
Silly me I was anticipating an arshyticle on instrument approaches and things like decision altitude and the finer points of conducting such approaches and statistics about acshycidents while conducting such apshyproaches going below DA or DH and CFIT Then I realized your subshyject matter was density altitude As an instrument instructor I went down a different path and thought DA meant decision altitude
The article was well written by the way One statement stood out though and that had to do with your mention of 59degF (l5degC) as the standard temperature For the benefit of the newer less exshyperienced pilots I would like to expand on that as it relates to density altitude this temperashyture is only standard at sea level I would hate for a naive pilot to be misled into thinking that if while preparing for takeoff at say an airport at an elevation of 3000 feet mean sea level for example that a temperature of 59degF is stanshydard and density altitude is not much of a concern On the conshytrary it is a big concern Each airshyport elevation above sea level has
its own standard temperature for its elevation Following the stanshydard lapse rate the 3OOO-foot airshyport standard temperature would be well below 59degF In the above example if the actual temperature at 3000 feet was 59degF then the temperature would be well above standard and the density altitude is well above standard for that altitudetemperature Airplane performance would be greatly compromised Barry Schiff wrote an article specifically about this in a past issue of AOPA Pilot
Thanks for your dedication to safety and teaching pilots to fly safely
Sincerely John Rosenberg ATP and CFI Chanhassen Minnesota
Hello John You are absolutely spot on Please
forgive my critical omission To be honest most of the instrucshy
tion I conduct is instrument instrucshytion It would be nice if I could write some articles on instrument flight however it really doesnt fall into the general category of vintage espeshycially with the demise of radio ranges Thus please dont expect to find any articles on DA minimum descent alshytitude Missed Approach Point (MAP) or the like In fact over the past 35 days I have conducted more than 100 hours of dual with the vast majority of that being instrument instruction in the lousy weather weve been havshying here in the Northeast This doesnt count the checkrides as well which I do not log
Thank you for pointing out my glarshying omission-your point is an imporshytant one The fact is there are many airports in this country that dont exshyperience standard temperature (or beshylow) from the middle ofApril until the middle of October Pilots flying from these airports could easily get bit_ ten by density altitude if they are not aware ofyour important point
My thanks and best regards Doug Stewart
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VINTAGE AIRPLANE 7
Some projects seem so natural it appears as if the parts were destined to eventually be together And then there are projshy
ects that are destined to never be truly finished because ideas keep popping up And then there is Herb
8 AUGUST 2008
Clarks UPF Waco Its both of the foregoing a natural combination of components that will be constantly mutating as the mental winds in Herbs mind change direction
First its not actually fair to say Herbs gleaming white UPF will never be finished because to look
at it it is finished However given the series of forward and back now-its-finished no-it-isnt phases of this particular Wacos life if you were to believe in trend analysis you would bet that theres yet anshyother phase coming up in this airshyplanes future
Herb didnt start life intending to build neat things that fly In fact he spent much of his early life working at developing and othershywise running truck stops and other types of functional real estate in upstate New York Including an airshyport Which is how he got into flyshy
ing and in an oblique sort of way into rebuilding airplanes
I bought the airport at Duanesshyburg New York which is west of the AlbanySchenectady area in the middle of the state Its a nice little airport and because of that I met a lot of mechanics and the guys at
EAA Chapter 149 I had been flying but nothing out of the ordinary and through them I came to realshyize there was a lot more to aviation than Cessnas
In 1995 I came down to Florida essentially to vacation but I really liked it It was a big change from Albany in the winter While I was down there I got checked out in a Stearman at Bob White Field not far from Zellwood in Mount Doyle That really got me going and I had to have a Stearman
Herb apparently does nothing in half measures because it wasnt long before he owned not one but three Stearmans
I found three dusters that an old spray pilot had retired in 1960 when he got into Ag Cats He had bought them right after the war when he started his business and flew the socks off of them When he put them in storage his original idea was that he would eventually restore them He even went so far as buying a bunch of stock parts for them including 220 Continentals When I saw them the 450 PampWs on the noses had been sold and the airplanes hadnt been touched in nearly 30 years
Because I was hanging around Zellwood in Florida I couldnt help but get to know the Kimballs Jim
VINTAGE AIRPLANE 9
The cockpit of Herb Clarks custom UPF-7 The use of white and light gray paint in the cockpit makes it easier to see the structure and components
bull
bull
and his then young son Kevin As everyone knows they are legshyends in the restoration business but what most people dont know is that theyll drop what they are dong to answer any question from anybody My first time there Jim was talking to someone and I was standing a little way away waitshying and he stopped for a second
10 AUGUST 2008
to talk to me and make me feel welcome Thats just the kind of people they are
I depended on them to teach me what I needed to know to do the first Stearman and they were quick to let me know that it was going to take something like 10 years to finshyish it right and I didnt want to be grounded that long So I snooped
The M14P uses a compressed air system for starting Just in case the tank on board the airplane has gone flat a standby bottle of compressed air is ready and waiting
A three-blade MT propeller absorbs the 330-hp pumped out by the Vendenyev
around until I found a stock Waco UPF that wasnt a prizewinner but it was solid and more important it was flying I bought that airplane to fly while I was rebuilding the first Stearman The old Waco had last been rebuilt in 1980 and hadnt been touched since but it was solid and airworthy and would keep me flying
As I got into the first Stearman
project I was learning new skills at an amazing rate especially because I spent so much time at the Kimballs On that first airplane however I didnt feel I knew enough to do the covering and paint so I had them do it with me watching over their shoulders
Since the Stearman was spending time out of his hands at the Kimshyballs and Herb was spending more time enjoying his Waco it wasnt long before he couldnt totally adshyhere to the I-bought-it-to-fly conshycept that lay behind the purchase of the Waco in the first place The stage was set for changes to begin
Phase One It Looks Just a Little Funky
From the beginning I thought the airplane was too ordinary looking and I wanted to spruce it up a bit So in the first phase of what turned out to be a three-phase rebuilding project I concentrated on the cosmetics of the airplane I added wheelpants and faired in the gear so it looked as if the pants belonged on the airplane Then I changed what I thought was a really uncomplementary paint scheme It had been painted white with all the sheet metal panels painted red It didnt look as if the pieces fit together so I painted the entire airplane white and put red accent stripes on it
Another thing that bothered me is that Ive always thought UPFs look unfinished in their stock form because their basic airframe is more streamlined than most bishyplanes but with the Continental hanging out in the wind it just looks too blunt It cries for a cowlshying so I came up with a cowl off of a UC-78 Bamboo Bomber and built up the mounts for that I think its lines flow much better that way
Doing those kinds of modificashytions meant Herbs airplane was only out of commission for short periods of time so he still had a flying airshyplane while he banged away on the first Stearman project The phase one cosmetic rehab period covered 1994 to 1997 More to come
Phase Twiro Lets Inject SOJne Foreign Testosterone
With the exception of the late Jimmy Franklins jet-powered Waco no one has ever said the UPF was a performer Especially with the stock engine In fact words like leishysurely sedate and unexciting come to mind Apparently Herb had some of the same thoughts and even though he was already on an originality kick because of his Stearman projects hanging around the Kimballs began to have an unshyexpected effect on him
About the time I got the airshyplane back together Kevin and Jim started really getting their Pitts Model 12 ball rolling Id be over there on some Stearman stuff and theyd have Russian M14P Venshydenyev engines sitting around If youre a round-motor kind of guy which I definitely am you cant help but look at that engine and start looking for places to hang it And I had one The Waco
I didnt have to do any measurshying to know the M14P would fit beshycause it was obviously smaller in diameter Four inches to be exact And its pretty close to being the same weight at the Continental although just a little on the light side However it was going to take installing some systems the Waco didnt have specifically the pneushymatic starting system
Right about now we can hear antiquers nationwide groaning anshyother antique airplane butchered
and lost forever But thats anyshything but true In fact part of Herb Clarks goal from the beginning was to make the Waco more usable and with more performance without pershymanently changing a single thing
As we sat around talking about the project we decided that one of our goals would be that no matter how much stuff we changed we wanted the airplane to always be one inspection away from going back to original This wasnt going to be the death of an antique it was going to be taking it in another dishyrection temporarily with the road back clearly marked and undershystood The way we handled that was by making certain every change we made was a bolt-on No welding If we want to go back to original we can just unbolt the new reinstall the old and were ready to be recershytified The firewall forward package for instance can be unbolted and changed in a day or so
Quite often making such changes to a certificated airplane no matter how old can be handled by supshyplemental type certificates or Form 337s but that would not be the case here because the engine had never been granted a type certificate As far as the FAA was concerned it was a non-airplane part and couldnt be used on a certificated airplane Not to worry however Thats what the experimental-exhibition category is all about Thats where certificated airplanes that have strayed from the straight and narrow go to play Almost anything is allowed as long as its not dangerous The category does however have its limitations
The FAA put a 2S0-nautical-mile radius of action limitation on the airplane as they usually do with these kinds of modifications Howshyever if I want to go to an air show or event outside of that radius all I have to do is send the itinerary to the feds and they approve it The category isnt as restrictive or difshyficult as people think it is
and as for the experimental part We dont see that as a negashytive In fact we like to have the ex-
VI NTAGE AI RPLANE 11
A farm near Weirsdale Aorida is the home of Hobby Hill Airport the home base for Herbco and wwwPittsFabriccom
perimental sticker out where people can see it so they know they are looking at something different beshycause unless you really know what youre looking at its hard to tell anything has been changed
Hes right about that The round fugitive from behind the Iron Curshytain looks right at home in the Bamshyboo Bomber cowl and only the MT prop gives its presence away Origishynally he had the h uge two-blade with the squared-off paddle blades so typical of Soviet airplanes and that was a definite tel
Kevins the expert on anything having to do with M14Ps so I had him design and execute the enshygine installation For the mount he used the original Russian mount ring right at the cylinders but built
up the rest with a mount pattern necessary for the Waco
Since the starting system is enshytirely pneumatic thats one of the things people think is going to be reshyally difficult to operate and maintain but its not It s just different and once you use it a few times its just another system you learn to manage
liThe air system is basically a small SCUBA bottle that is pressurshyized by an air compressor on the enshygine When starting the engine you trip a valve that slams air through a little distributor that pressurizes lines to each cylinder in sequence and spins the engine Its actually a good system but you have to inshystall it with care and police leaks Once its sealed up you can pretty much forget about it other than
Stearman wings are part of the projshyect list at Herbco
remembering to turn the air tank valve to off before you leave the airplane Thats just a little precaushytionary thinking
I have an 800 psi valve on the tank so once the compressor reaches that pressure the pressure is released and you arent working the compressor so hard all of the time
Round motors by their very design have at least one characshyteristic the square-motor crowd doesnt worry about the possibilshyity of bending a rod by cranking the engine with a bottom cylinder full of oi Although most of you already know its worth remembershying that as the airplane sits oil in the crankcase slowly works its way past the rings and into the comshybustion chambers of the lower cylshyinders And if you try cranking it with oil which is incompressible in t h e cylinders its possible to bend a connecting rod when a pisshyton comes up against a slug of oil and screeches to a halt For that reashyson its necessary to pull the prop through enough times to make sure theres no oil trapped in there
Another possibility is that oil can leak into the cylinder while an inshytake valve is open and let the oil into the induction tubes So even though the cylinders are clean oil can be sucked out of an induction tube into a cylinder and hydraulic lock that cylinder The reason we mention this is because the Kimshyballs have fixes for all of the above
12 A U G U ST 2008
Herb Clarks shop has become increasingly busy as other aircraft owners look to him for construction and restoration work
Herb says liThe Kimballs have really worked this thing out MI4s have drain plugs in the inducshytion tubes that youre supposed to empty before each start The Kimshyball mod in that area manifolds those drains together so you dont have to open each one individually To keep oil from filling the cylinshyders after shutdown they have a pump that scavenges the oil out of the crankcase and back into the oil tank Then they put an off valve on the tank that has a micro-switch on it stopping you from cranking the engine with the oil valve off This keeps the oil from gravity feeding back into the crankcase and with the crankcase pretty much empty theres much less chance of getting oil in the cylinders
At the end of phase two Herbs plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2000 feet per minute and topping out at ISS mph It was no longer your granddads Waco
Phase Three lNhat WasThatIJust Heard Creaking
Now were up to 2004 and the Herb Clark who barely knew how to fly when he took his first Stearshyman ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor Among other things New York state is far behind him and his earlier skills in restoring and
working on trucks has served him well in his new venture aircraft resshytoration That first Stearman led to him restoring the other two at the same time and his shop on Hobby Hill Airport began to see a steady succession of customers projects coming his way What had been a hobby was built into a business
I bought a farm by Weirsdale Florida not that far from Zellwood and put a runway on it In fact my neighbor and I worked together and its now 3800 feet of grass I raise hay products and rebuild airshyplanes Its a sweet deal
In the late 90s I was bit by the Pitts bug and bought one then as I gained confidence and began doshying my own paint and fabric work I found myself doing lots of work
for other Pitts owners In fact my website is wwwPittsFabriccomalshythough well restore or help restore almost anything thats built of rag and tube
Although he was a busy man he still had his Waco and he still had plans for it
By the time I set up my own shop it had been nearly 2S years since the Waco was last re-covered It was time for a complete restorashytion plus there were some other changes and improvements I wanted to make
Although the engine installashytion was working great I decided to change the exhaust system which had come out of a Yak As originally built the segments were all butt joints so there was always exhaust
VINTAGE AIRPLANE 1 3
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612
Aviation insurance witIt the EAA Vintage Program offers Lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
request availablt - AUA is licensed in aU states
----- --
BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
R fsectHi ~
MAsectNIT O
I
I
I
~~~~~~~ ( CONN ~AR ~I~( reg P LVsect TO L~Fr MRSN~TO
F ~ eLtZNOCr9Nr
lt ~ F
-------~----
CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
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DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
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David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
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copeand l jrmocom
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Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
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SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
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DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
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column The first thing I saw was the headline The DA Imagine my surprise when I saw in the first paragraph that you said that DA should only mean one thing to a pilot density altitude
Silly me I was anticipating an arshyticle on instrument approaches and things like decision altitude and the finer points of conducting such approaches and statistics about acshycidents while conducting such apshyproaches going below DA or DH and CFIT Then I realized your subshyject matter was density altitude As an instrument instructor I went down a different path and thought DA meant decision altitude
The article was well written by the way One statement stood out though and that had to do with your mention of 59degF (l5degC) as the standard temperature For the benefit of the newer less exshyperienced pilots I would like to expand on that as it relates to density altitude this temperashyture is only standard at sea level I would hate for a naive pilot to be misled into thinking that if while preparing for takeoff at say an airport at an elevation of 3000 feet mean sea level for example that a temperature of 59degF is stanshydard and density altitude is not much of a concern On the conshytrary it is a big concern Each airshyport elevation above sea level has
its own standard temperature for its elevation Following the stanshydard lapse rate the 3OOO-foot airshyport standard temperature would be well below 59degF In the above example if the actual temperature at 3000 feet was 59degF then the temperature would be well above standard and the density altitude is well above standard for that altitudetemperature Airplane performance would be greatly compromised Barry Schiff wrote an article specifically about this in a past issue of AOPA Pilot
Thanks for your dedication to safety and teaching pilots to fly safely
Sincerely John Rosenberg ATP and CFI Chanhassen Minnesota
Hello John You are absolutely spot on Please
forgive my critical omission To be honest most of the instrucshy
tion I conduct is instrument instrucshytion It would be nice if I could write some articles on instrument flight however it really doesnt fall into the general category of vintage espeshycially with the demise of radio ranges Thus please dont expect to find any articles on DA minimum descent alshytitude Missed Approach Point (MAP) or the like In fact over the past 35 days I have conducted more than 100 hours of dual with the vast majority of that being instrument instruction in the lousy weather weve been havshying here in the Northeast This doesnt count the checkrides as well which I do not log
Thank you for pointing out my glarshying omission-your point is an imporshytant one The fact is there are many airports in this country that dont exshyperience standard temperature (or beshylow) from the middle ofApril until the middle of October Pilots flying from these airports could easily get bit_ ten by density altitude if they are not aware ofyour important point
My thanks and best regards Doug Stewart
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VINTAGE AIRPLANE 7
Some projects seem so natural it appears as if the parts were destined to eventually be together And then there are projshy
ects that are destined to never be truly finished because ideas keep popping up And then there is Herb
8 AUGUST 2008
Clarks UPF Waco Its both of the foregoing a natural combination of components that will be constantly mutating as the mental winds in Herbs mind change direction
First its not actually fair to say Herbs gleaming white UPF will never be finished because to look
at it it is finished However given the series of forward and back now-its-finished no-it-isnt phases of this particular Wacos life if you were to believe in trend analysis you would bet that theres yet anshyother phase coming up in this airshyplanes future
Herb didnt start life intending to build neat things that fly In fact he spent much of his early life working at developing and othershywise running truck stops and other types of functional real estate in upstate New York Including an airshyport Which is how he got into flyshy
ing and in an oblique sort of way into rebuilding airplanes
I bought the airport at Duanesshyburg New York which is west of the AlbanySchenectady area in the middle of the state Its a nice little airport and because of that I met a lot of mechanics and the guys at
EAA Chapter 149 I had been flying but nothing out of the ordinary and through them I came to realshyize there was a lot more to aviation than Cessnas
In 1995 I came down to Florida essentially to vacation but I really liked it It was a big change from Albany in the winter While I was down there I got checked out in a Stearman at Bob White Field not far from Zellwood in Mount Doyle That really got me going and I had to have a Stearman
Herb apparently does nothing in half measures because it wasnt long before he owned not one but three Stearmans
I found three dusters that an old spray pilot had retired in 1960 when he got into Ag Cats He had bought them right after the war when he started his business and flew the socks off of them When he put them in storage his original idea was that he would eventually restore them He even went so far as buying a bunch of stock parts for them including 220 Continentals When I saw them the 450 PampWs on the noses had been sold and the airplanes hadnt been touched in nearly 30 years
Because I was hanging around Zellwood in Florida I couldnt help but get to know the Kimballs Jim
VINTAGE AIRPLANE 9
The cockpit of Herb Clarks custom UPF-7 The use of white and light gray paint in the cockpit makes it easier to see the structure and components
bull
bull
and his then young son Kevin As everyone knows they are legshyends in the restoration business but what most people dont know is that theyll drop what they are dong to answer any question from anybody My first time there Jim was talking to someone and I was standing a little way away waitshying and he stopped for a second
10 AUGUST 2008
to talk to me and make me feel welcome Thats just the kind of people they are
I depended on them to teach me what I needed to know to do the first Stearman and they were quick to let me know that it was going to take something like 10 years to finshyish it right and I didnt want to be grounded that long So I snooped
The M14P uses a compressed air system for starting Just in case the tank on board the airplane has gone flat a standby bottle of compressed air is ready and waiting
A three-blade MT propeller absorbs the 330-hp pumped out by the Vendenyev
around until I found a stock Waco UPF that wasnt a prizewinner but it was solid and more important it was flying I bought that airplane to fly while I was rebuilding the first Stearman The old Waco had last been rebuilt in 1980 and hadnt been touched since but it was solid and airworthy and would keep me flying
As I got into the first Stearman
project I was learning new skills at an amazing rate especially because I spent so much time at the Kimballs On that first airplane however I didnt feel I knew enough to do the covering and paint so I had them do it with me watching over their shoulders
Since the Stearman was spending time out of his hands at the Kimshyballs and Herb was spending more time enjoying his Waco it wasnt long before he couldnt totally adshyhere to the I-bought-it-to-fly conshycept that lay behind the purchase of the Waco in the first place The stage was set for changes to begin
Phase One It Looks Just a Little Funky
From the beginning I thought the airplane was too ordinary looking and I wanted to spruce it up a bit So in the first phase of what turned out to be a three-phase rebuilding project I concentrated on the cosmetics of the airplane I added wheelpants and faired in the gear so it looked as if the pants belonged on the airplane Then I changed what I thought was a really uncomplementary paint scheme It had been painted white with all the sheet metal panels painted red It didnt look as if the pieces fit together so I painted the entire airplane white and put red accent stripes on it
Another thing that bothered me is that Ive always thought UPFs look unfinished in their stock form because their basic airframe is more streamlined than most bishyplanes but with the Continental hanging out in the wind it just looks too blunt It cries for a cowlshying so I came up with a cowl off of a UC-78 Bamboo Bomber and built up the mounts for that I think its lines flow much better that way
Doing those kinds of modificashytions meant Herbs airplane was only out of commission for short periods of time so he still had a flying airshyplane while he banged away on the first Stearman project The phase one cosmetic rehab period covered 1994 to 1997 More to come
Phase Twiro Lets Inject SOJne Foreign Testosterone
With the exception of the late Jimmy Franklins jet-powered Waco no one has ever said the UPF was a performer Especially with the stock engine In fact words like leishysurely sedate and unexciting come to mind Apparently Herb had some of the same thoughts and even though he was already on an originality kick because of his Stearman projects hanging around the Kimballs began to have an unshyexpected effect on him
About the time I got the airshyplane back together Kevin and Jim started really getting their Pitts Model 12 ball rolling Id be over there on some Stearman stuff and theyd have Russian M14P Venshydenyev engines sitting around If youre a round-motor kind of guy which I definitely am you cant help but look at that engine and start looking for places to hang it And I had one The Waco
I didnt have to do any measurshying to know the M14P would fit beshycause it was obviously smaller in diameter Four inches to be exact And its pretty close to being the same weight at the Continental although just a little on the light side However it was going to take installing some systems the Waco didnt have specifically the pneushymatic starting system
Right about now we can hear antiquers nationwide groaning anshyother antique airplane butchered
and lost forever But thats anyshything but true In fact part of Herb Clarks goal from the beginning was to make the Waco more usable and with more performance without pershymanently changing a single thing
As we sat around talking about the project we decided that one of our goals would be that no matter how much stuff we changed we wanted the airplane to always be one inspection away from going back to original This wasnt going to be the death of an antique it was going to be taking it in another dishyrection temporarily with the road back clearly marked and undershystood The way we handled that was by making certain every change we made was a bolt-on No welding If we want to go back to original we can just unbolt the new reinstall the old and were ready to be recershytified The firewall forward package for instance can be unbolted and changed in a day or so
Quite often making such changes to a certificated airplane no matter how old can be handled by supshyplemental type certificates or Form 337s but that would not be the case here because the engine had never been granted a type certificate As far as the FAA was concerned it was a non-airplane part and couldnt be used on a certificated airplane Not to worry however Thats what the experimental-exhibition category is all about Thats where certificated airplanes that have strayed from the straight and narrow go to play Almost anything is allowed as long as its not dangerous The category does however have its limitations
The FAA put a 2S0-nautical-mile radius of action limitation on the airplane as they usually do with these kinds of modifications Howshyever if I want to go to an air show or event outside of that radius all I have to do is send the itinerary to the feds and they approve it The category isnt as restrictive or difshyficult as people think it is
and as for the experimental part We dont see that as a negashytive In fact we like to have the ex-
VI NTAGE AI RPLANE 11
A farm near Weirsdale Aorida is the home of Hobby Hill Airport the home base for Herbco and wwwPittsFabriccom
perimental sticker out where people can see it so they know they are looking at something different beshycause unless you really know what youre looking at its hard to tell anything has been changed
Hes right about that The round fugitive from behind the Iron Curshytain looks right at home in the Bamshyboo Bomber cowl and only the MT prop gives its presence away Origishynally he had the h uge two-blade with the squared-off paddle blades so typical of Soviet airplanes and that was a definite tel
Kevins the expert on anything having to do with M14Ps so I had him design and execute the enshygine installation For the mount he used the original Russian mount ring right at the cylinders but built
up the rest with a mount pattern necessary for the Waco
Since the starting system is enshytirely pneumatic thats one of the things people think is going to be reshyally difficult to operate and maintain but its not It s just different and once you use it a few times its just another system you learn to manage
liThe air system is basically a small SCUBA bottle that is pressurshyized by an air compressor on the enshygine When starting the engine you trip a valve that slams air through a little distributor that pressurizes lines to each cylinder in sequence and spins the engine Its actually a good system but you have to inshystall it with care and police leaks Once its sealed up you can pretty much forget about it other than
Stearman wings are part of the projshyect list at Herbco
remembering to turn the air tank valve to off before you leave the airplane Thats just a little precaushytionary thinking
I have an 800 psi valve on the tank so once the compressor reaches that pressure the pressure is released and you arent working the compressor so hard all of the time
Round motors by their very design have at least one characshyteristic the square-motor crowd doesnt worry about the possibilshyity of bending a rod by cranking the engine with a bottom cylinder full of oi Although most of you already know its worth remembershying that as the airplane sits oil in the crankcase slowly works its way past the rings and into the comshybustion chambers of the lower cylshyinders And if you try cranking it with oil which is incompressible in t h e cylinders its possible to bend a connecting rod when a pisshyton comes up against a slug of oil and screeches to a halt For that reashyson its necessary to pull the prop through enough times to make sure theres no oil trapped in there
Another possibility is that oil can leak into the cylinder while an inshytake valve is open and let the oil into the induction tubes So even though the cylinders are clean oil can be sucked out of an induction tube into a cylinder and hydraulic lock that cylinder The reason we mention this is because the Kimshyballs have fixes for all of the above
12 A U G U ST 2008
Herb Clarks shop has become increasingly busy as other aircraft owners look to him for construction and restoration work
Herb says liThe Kimballs have really worked this thing out MI4s have drain plugs in the inducshytion tubes that youre supposed to empty before each start The Kimshyball mod in that area manifolds those drains together so you dont have to open each one individually To keep oil from filling the cylinshyders after shutdown they have a pump that scavenges the oil out of the crankcase and back into the oil tank Then they put an off valve on the tank that has a micro-switch on it stopping you from cranking the engine with the oil valve off This keeps the oil from gravity feeding back into the crankcase and with the crankcase pretty much empty theres much less chance of getting oil in the cylinders
At the end of phase two Herbs plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2000 feet per minute and topping out at ISS mph It was no longer your granddads Waco
Phase Three lNhat WasThatIJust Heard Creaking
Now were up to 2004 and the Herb Clark who barely knew how to fly when he took his first Stearshyman ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor Among other things New York state is far behind him and his earlier skills in restoring and
working on trucks has served him well in his new venture aircraft resshytoration That first Stearman led to him restoring the other two at the same time and his shop on Hobby Hill Airport began to see a steady succession of customers projects coming his way What had been a hobby was built into a business
I bought a farm by Weirsdale Florida not that far from Zellwood and put a runway on it In fact my neighbor and I worked together and its now 3800 feet of grass I raise hay products and rebuild airshyplanes Its a sweet deal
In the late 90s I was bit by the Pitts bug and bought one then as I gained confidence and began doshying my own paint and fabric work I found myself doing lots of work
for other Pitts owners In fact my website is wwwPittsFabriccomalshythough well restore or help restore almost anything thats built of rag and tube
Although he was a busy man he still had his Waco and he still had plans for it
By the time I set up my own shop it had been nearly 2S years since the Waco was last re-covered It was time for a complete restorashytion plus there were some other changes and improvements I wanted to make
Although the engine installashytion was working great I decided to change the exhaust system which had come out of a Yak As originally built the segments were all butt joints so there was always exhaust
VINTAGE AIRPLANE 1 3
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
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bull Wright Brothers Master Pilots Award Winner
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BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
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I GNlllON W IRI NG DIAGRAM
R fsectHi ~
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
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L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
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Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
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Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
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4 0 AUGUST 2008
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Some projects seem so natural it appears as if the parts were destined to eventually be together And then there are projshy
ects that are destined to never be truly finished because ideas keep popping up And then there is Herb
8 AUGUST 2008
Clarks UPF Waco Its both of the foregoing a natural combination of components that will be constantly mutating as the mental winds in Herbs mind change direction
First its not actually fair to say Herbs gleaming white UPF will never be finished because to look
at it it is finished However given the series of forward and back now-its-finished no-it-isnt phases of this particular Wacos life if you were to believe in trend analysis you would bet that theres yet anshyother phase coming up in this airshyplanes future
Herb didnt start life intending to build neat things that fly In fact he spent much of his early life working at developing and othershywise running truck stops and other types of functional real estate in upstate New York Including an airshyport Which is how he got into flyshy
ing and in an oblique sort of way into rebuilding airplanes
I bought the airport at Duanesshyburg New York which is west of the AlbanySchenectady area in the middle of the state Its a nice little airport and because of that I met a lot of mechanics and the guys at
EAA Chapter 149 I had been flying but nothing out of the ordinary and through them I came to realshyize there was a lot more to aviation than Cessnas
In 1995 I came down to Florida essentially to vacation but I really liked it It was a big change from Albany in the winter While I was down there I got checked out in a Stearman at Bob White Field not far from Zellwood in Mount Doyle That really got me going and I had to have a Stearman
Herb apparently does nothing in half measures because it wasnt long before he owned not one but three Stearmans
I found three dusters that an old spray pilot had retired in 1960 when he got into Ag Cats He had bought them right after the war when he started his business and flew the socks off of them When he put them in storage his original idea was that he would eventually restore them He even went so far as buying a bunch of stock parts for them including 220 Continentals When I saw them the 450 PampWs on the noses had been sold and the airplanes hadnt been touched in nearly 30 years
Because I was hanging around Zellwood in Florida I couldnt help but get to know the Kimballs Jim
VINTAGE AIRPLANE 9
The cockpit of Herb Clarks custom UPF-7 The use of white and light gray paint in the cockpit makes it easier to see the structure and components
bull
bull
and his then young son Kevin As everyone knows they are legshyends in the restoration business but what most people dont know is that theyll drop what they are dong to answer any question from anybody My first time there Jim was talking to someone and I was standing a little way away waitshying and he stopped for a second
10 AUGUST 2008
to talk to me and make me feel welcome Thats just the kind of people they are
I depended on them to teach me what I needed to know to do the first Stearman and they were quick to let me know that it was going to take something like 10 years to finshyish it right and I didnt want to be grounded that long So I snooped
The M14P uses a compressed air system for starting Just in case the tank on board the airplane has gone flat a standby bottle of compressed air is ready and waiting
A three-blade MT propeller absorbs the 330-hp pumped out by the Vendenyev
around until I found a stock Waco UPF that wasnt a prizewinner but it was solid and more important it was flying I bought that airplane to fly while I was rebuilding the first Stearman The old Waco had last been rebuilt in 1980 and hadnt been touched since but it was solid and airworthy and would keep me flying
As I got into the first Stearman
project I was learning new skills at an amazing rate especially because I spent so much time at the Kimballs On that first airplane however I didnt feel I knew enough to do the covering and paint so I had them do it with me watching over their shoulders
Since the Stearman was spending time out of his hands at the Kimshyballs and Herb was spending more time enjoying his Waco it wasnt long before he couldnt totally adshyhere to the I-bought-it-to-fly conshycept that lay behind the purchase of the Waco in the first place The stage was set for changes to begin
Phase One It Looks Just a Little Funky
From the beginning I thought the airplane was too ordinary looking and I wanted to spruce it up a bit So in the first phase of what turned out to be a three-phase rebuilding project I concentrated on the cosmetics of the airplane I added wheelpants and faired in the gear so it looked as if the pants belonged on the airplane Then I changed what I thought was a really uncomplementary paint scheme It had been painted white with all the sheet metal panels painted red It didnt look as if the pieces fit together so I painted the entire airplane white and put red accent stripes on it
Another thing that bothered me is that Ive always thought UPFs look unfinished in their stock form because their basic airframe is more streamlined than most bishyplanes but with the Continental hanging out in the wind it just looks too blunt It cries for a cowlshying so I came up with a cowl off of a UC-78 Bamboo Bomber and built up the mounts for that I think its lines flow much better that way
Doing those kinds of modificashytions meant Herbs airplane was only out of commission for short periods of time so he still had a flying airshyplane while he banged away on the first Stearman project The phase one cosmetic rehab period covered 1994 to 1997 More to come
Phase Twiro Lets Inject SOJne Foreign Testosterone
With the exception of the late Jimmy Franklins jet-powered Waco no one has ever said the UPF was a performer Especially with the stock engine In fact words like leishysurely sedate and unexciting come to mind Apparently Herb had some of the same thoughts and even though he was already on an originality kick because of his Stearman projects hanging around the Kimballs began to have an unshyexpected effect on him
About the time I got the airshyplane back together Kevin and Jim started really getting their Pitts Model 12 ball rolling Id be over there on some Stearman stuff and theyd have Russian M14P Venshydenyev engines sitting around If youre a round-motor kind of guy which I definitely am you cant help but look at that engine and start looking for places to hang it And I had one The Waco
I didnt have to do any measurshying to know the M14P would fit beshycause it was obviously smaller in diameter Four inches to be exact And its pretty close to being the same weight at the Continental although just a little on the light side However it was going to take installing some systems the Waco didnt have specifically the pneushymatic starting system
Right about now we can hear antiquers nationwide groaning anshyother antique airplane butchered
and lost forever But thats anyshything but true In fact part of Herb Clarks goal from the beginning was to make the Waco more usable and with more performance without pershymanently changing a single thing
As we sat around talking about the project we decided that one of our goals would be that no matter how much stuff we changed we wanted the airplane to always be one inspection away from going back to original This wasnt going to be the death of an antique it was going to be taking it in another dishyrection temporarily with the road back clearly marked and undershystood The way we handled that was by making certain every change we made was a bolt-on No welding If we want to go back to original we can just unbolt the new reinstall the old and were ready to be recershytified The firewall forward package for instance can be unbolted and changed in a day or so
Quite often making such changes to a certificated airplane no matter how old can be handled by supshyplemental type certificates or Form 337s but that would not be the case here because the engine had never been granted a type certificate As far as the FAA was concerned it was a non-airplane part and couldnt be used on a certificated airplane Not to worry however Thats what the experimental-exhibition category is all about Thats where certificated airplanes that have strayed from the straight and narrow go to play Almost anything is allowed as long as its not dangerous The category does however have its limitations
The FAA put a 2S0-nautical-mile radius of action limitation on the airplane as they usually do with these kinds of modifications Howshyever if I want to go to an air show or event outside of that radius all I have to do is send the itinerary to the feds and they approve it The category isnt as restrictive or difshyficult as people think it is
and as for the experimental part We dont see that as a negashytive In fact we like to have the ex-
VI NTAGE AI RPLANE 11
A farm near Weirsdale Aorida is the home of Hobby Hill Airport the home base for Herbco and wwwPittsFabriccom
perimental sticker out where people can see it so they know they are looking at something different beshycause unless you really know what youre looking at its hard to tell anything has been changed
Hes right about that The round fugitive from behind the Iron Curshytain looks right at home in the Bamshyboo Bomber cowl and only the MT prop gives its presence away Origishynally he had the h uge two-blade with the squared-off paddle blades so typical of Soviet airplanes and that was a definite tel
Kevins the expert on anything having to do with M14Ps so I had him design and execute the enshygine installation For the mount he used the original Russian mount ring right at the cylinders but built
up the rest with a mount pattern necessary for the Waco
Since the starting system is enshytirely pneumatic thats one of the things people think is going to be reshyally difficult to operate and maintain but its not It s just different and once you use it a few times its just another system you learn to manage
liThe air system is basically a small SCUBA bottle that is pressurshyized by an air compressor on the enshygine When starting the engine you trip a valve that slams air through a little distributor that pressurizes lines to each cylinder in sequence and spins the engine Its actually a good system but you have to inshystall it with care and police leaks Once its sealed up you can pretty much forget about it other than
Stearman wings are part of the projshyect list at Herbco
remembering to turn the air tank valve to off before you leave the airplane Thats just a little precaushytionary thinking
I have an 800 psi valve on the tank so once the compressor reaches that pressure the pressure is released and you arent working the compressor so hard all of the time
Round motors by their very design have at least one characshyteristic the square-motor crowd doesnt worry about the possibilshyity of bending a rod by cranking the engine with a bottom cylinder full of oi Although most of you already know its worth remembershying that as the airplane sits oil in the crankcase slowly works its way past the rings and into the comshybustion chambers of the lower cylshyinders And if you try cranking it with oil which is incompressible in t h e cylinders its possible to bend a connecting rod when a pisshyton comes up against a slug of oil and screeches to a halt For that reashyson its necessary to pull the prop through enough times to make sure theres no oil trapped in there
Another possibility is that oil can leak into the cylinder while an inshytake valve is open and let the oil into the induction tubes So even though the cylinders are clean oil can be sucked out of an induction tube into a cylinder and hydraulic lock that cylinder The reason we mention this is because the Kimshyballs have fixes for all of the above
12 A U G U ST 2008
Herb Clarks shop has become increasingly busy as other aircraft owners look to him for construction and restoration work
Herb says liThe Kimballs have really worked this thing out MI4s have drain plugs in the inducshytion tubes that youre supposed to empty before each start The Kimshyball mod in that area manifolds those drains together so you dont have to open each one individually To keep oil from filling the cylinshyders after shutdown they have a pump that scavenges the oil out of the crankcase and back into the oil tank Then they put an off valve on the tank that has a micro-switch on it stopping you from cranking the engine with the oil valve off This keeps the oil from gravity feeding back into the crankcase and with the crankcase pretty much empty theres much less chance of getting oil in the cylinders
At the end of phase two Herbs plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2000 feet per minute and topping out at ISS mph It was no longer your granddads Waco
Phase Three lNhat WasThatIJust Heard Creaking
Now were up to 2004 and the Herb Clark who barely knew how to fly when he took his first Stearshyman ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor Among other things New York state is far behind him and his earlier skills in restoring and
working on trucks has served him well in his new venture aircraft resshytoration That first Stearman led to him restoring the other two at the same time and his shop on Hobby Hill Airport began to see a steady succession of customers projects coming his way What had been a hobby was built into a business
I bought a farm by Weirsdale Florida not that far from Zellwood and put a runway on it In fact my neighbor and I worked together and its now 3800 feet of grass I raise hay products and rebuild airshyplanes Its a sweet deal
In the late 90s I was bit by the Pitts bug and bought one then as I gained confidence and began doshying my own paint and fabric work I found myself doing lots of work
for other Pitts owners In fact my website is wwwPittsFabriccomalshythough well restore or help restore almost anything thats built of rag and tube
Although he was a busy man he still had his Waco and he still had plans for it
By the time I set up my own shop it had been nearly 2S years since the Waco was last re-covered It was time for a complete restorashytion plus there were some other changes and improvements I wanted to make
Although the engine installashytion was working great I decided to change the exhaust system which had come out of a Yak As originally built the segments were all butt joints so there was always exhaust
VINTAGE AIRPLANE 1 3
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612
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BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
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305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
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Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
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Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
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AIRCRAFT D Trone Aircraft Collection - Thunderbird
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Herb didnt start life intending to build neat things that fly In fact he spent much of his early life working at developing and othershywise running truck stops and other types of functional real estate in upstate New York Including an airshyport Which is how he got into flyshy
ing and in an oblique sort of way into rebuilding airplanes
I bought the airport at Duanesshyburg New York which is west of the AlbanySchenectady area in the middle of the state Its a nice little airport and because of that I met a lot of mechanics and the guys at
EAA Chapter 149 I had been flying but nothing out of the ordinary and through them I came to realshyize there was a lot more to aviation than Cessnas
In 1995 I came down to Florida essentially to vacation but I really liked it It was a big change from Albany in the winter While I was down there I got checked out in a Stearman at Bob White Field not far from Zellwood in Mount Doyle That really got me going and I had to have a Stearman
Herb apparently does nothing in half measures because it wasnt long before he owned not one but three Stearmans
I found three dusters that an old spray pilot had retired in 1960 when he got into Ag Cats He had bought them right after the war when he started his business and flew the socks off of them When he put them in storage his original idea was that he would eventually restore them He even went so far as buying a bunch of stock parts for them including 220 Continentals When I saw them the 450 PampWs on the noses had been sold and the airplanes hadnt been touched in nearly 30 years
Because I was hanging around Zellwood in Florida I couldnt help but get to know the Kimballs Jim
VINTAGE AIRPLANE 9
The cockpit of Herb Clarks custom UPF-7 The use of white and light gray paint in the cockpit makes it easier to see the structure and components
bull
bull
and his then young son Kevin As everyone knows they are legshyends in the restoration business but what most people dont know is that theyll drop what they are dong to answer any question from anybody My first time there Jim was talking to someone and I was standing a little way away waitshying and he stopped for a second
10 AUGUST 2008
to talk to me and make me feel welcome Thats just the kind of people they are
I depended on them to teach me what I needed to know to do the first Stearman and they were quick to let me know that it was going to take something like 10 years to finshyish it right and I didnt want to be grounded that long So I snooped
The M14P uses a compressed air system for starting Just in case the tank on board the airplane has gone flat a standby bottle of compressed air is ready and waiting
A three-blade MT propeller absorbs the 330-hp pumped out by the Vendenyev
around until I found a stock Waco UPF that wasnt a prizewinner but it was solid and more important it was flying I bought that airplane to fly while I was rebuilding the first Stearman The old Waco had last been rebuilt in 1980 and hadnt been touched since but it was solid and airworthy and would keep me flying
As I got into the first Stearman
project I was learning new skills at an amazing rate especially because I spent so much time at the Kimballs On that first airplane however I didnt feel I knew enough to do the covering and paint so I had them do it with me watching over their shoulders
Since the Stearman was spending time out of his hands at the Kimshyballs and Herb was spending more time enjoying his Waco it wasnt long before he couldnt totally adshyhere to the I-bought-it-to-fly conshycept that lay behind the purchase of the Waco in the first place The stage was set for changes to begin
Phase One It Looks Just a Little Funky
From the beginning I thought the airplane was too ordinary looking and I wanted to spruce it up a bit So in the first phase of what turned out to be a three-phase rebuilding project I concentrated on the cosmetics of the airplane I added wheelpants and faired in the gear so it looked as if the pants belonged on the airplane Then I changed what I thought was a really uncomplementary paint scheme It had been painted white with all the sheet metal panels painted red It didnt look as if the pieces fit together so I painted the entire airplane white and put red accent stripes on it
Another thing that bothered me is that Ive always thought UPFs look unfinished in their stock form because their basic airframe is more streamlined than most bishyplanes but with the Continental hanging out in the wind it just looks too blunt It cries for a cowlshying so I came up with a cowl off of a UC-78 Bamboo Bomber and built up the mounts for that I think its lines flow much better that way
Doing those kinds of modificashytions meant Herbs airplane was only out of commission for short periods of time so he still had a flying airshyplane while he banged away on the first Stearman project The phase one cosmetic rehab period covered 1994 to 1997 More to come
Phase Twiro Lets Inject SOJne Foreign Testosterone
With the exception of the late Jimmy Franklins jet-powered Waco no one has ever said the UPF was a performer Especially with the stock engine In fact words like leishysurely sedate and unexciting come to mind Apparently Herb had some of the same thoughts and even though he was already on an originality kick because of his Stearman projects hanging around the Kimballs began to have an unshyexpected effect on him
About the time I got the airshyplane back together Kevin and Jim started really getting their Pitts Model 12 ball rolling Id be over there on some Stearman stuff and theyd have Russian M14P Venshydenyev engines sitting around If youre a round-motor kind of guy which I definitely am you cant help but look at that engine and start looking for places to hang it And I had one The Waco
I didnt have to do any measurshying to know the M14P would fit beshycause it was obviously smaller in diameter Four inches to be exact And its pretty close to being the same weight at the Continental although just a little on the light side However it was going to take installing some systems the Waco didnt have specifically the pneushymatic starting system
Right about now we can hear antiquers nationwide groaning anshyother antique airplane butchered
and lost forever But thats anyshything but true In fact part of Herb Clarks goal from the beginning was to make the Waco more usable and with more performance without pershymanently changing a single thing
As we sat around talking about the project we decided that one of our goals would be that no matter how much stuff we changed we wanted the airplane to always be one inspection away from going back to original This wasnt going to be the death of an antique it was going to be taking it in another dishyrection temporarily with the road back clearly marked and undershystood The way we handled that was by making certain every change we made was a bolt-on No welding If we want to go back to original we can just unbolt the new reinstall the old and were ready to be recershytified The firewall forward package for instance can be unbolted and changed in a day or so
Quite often making such changes to a certificated airplane no matter how old can be handled by supshyplemental type certificates or Form 337s but that would not be the case here because the engine had never been granted a type certificate As far as the FAA was concerned it was a non-airplane part and couldnt be used on a certificated airplane Not to worry however Thats what the experimental-exhibition category is all about Thats where certificated airplanes that have strayed from the straight and narrow go to play Almost anything is allowed as long as its not dangerous The category does however have its limitations
The FAA put a 2S0-nautical-mile radius of action limitation on the airplane as they usually do with these kinds of modifications Howshyever if I want to go to an air show or event outside of that radius all I have to do is send the itinerary to the feds and they approve it The category isnt as restrictive or difshyficult as people think it is
and as for the experimental part We dont see that as a negashytive In fact we like to have the ex-
VI NTAGE AI RPLANE 11
A farm near Weirsdale Aorida is the home of Hobby Hill Airport the home base for Herbco and wwwPittsFabriccom
perimental sticker out where people can see it so they know they are looking at something different beshycause unless you really know what youre looking at its hard to tell anything has been changed
Hes right about that The round fugitive from behind the Iron Curshytain looks right at home in the Bamshyboo Bomber cowl and only the MT prop gives its presence away Origishynally he had the h uge two-blade with the squared-off paddle blades so typical of Soviet airplanes and that was a definite tel
Kevins the expert on anything having to do with M14Ps so I had him design and execute the enshygine installation For the mount he used the original Russian mount ring right at the cylinders but built
up the rest with a mount pattern necessary for the Waco
Since the starting system is enshytirely pneumatic thats one of the things people think is going to be reshyally difficult to operate and maintain but its not It s just different and once you use it a few times its just another system you learn to manage
liThe air system is basically a small SCUBA bottle that is pressurshyized by an air compressor on the enshygine When starting the engine you trip a valve that slams air through a little distributor that pressurizes lines to each cylinder in sequence and spins the engine Its actually a good system but you have to inshystall it with care and police leaks Once its sealed up you can pretty much forget about it other than
Stearman wings are part of the projshyect list at Herbco
remembering to turn the air tank valve to off before you leave the airplane Thats just a little precaushytionary thinking
I have an 800 psi valve on the tank so once the compressor reaches that pressure the pressure is released and you arent working the compressor so hard all of the time
Round motors by their very design have at least one characshyteristic the square-motor crowd doesnt worry about the possibilshyity of bending a rod by cranking the engine with a bottom cylinder full of oi Although most of you already know its worth remembershying that as the airplane sits oil in the crankcase slowly works its way past the rings and into the comshybustion chambers of the lower cylshyinders And if you try cranking it with oil which is incompressible in t h e cylinders its possible to bend a connecting rod when a pisshyton comes up against a slug of oil and screeches to a halt For that reashyson its necessary to pull the prop through enough times to make sure theres no oil trapped in there
Another possibility is that oil can leak into the cylinder while an inshytake valve is open and let the oil into the induction tubes So even though the cylinders are clean oil can be sucked out of an induction tube into a cylinder and hydraulic lock that cylinder The reason we mention this is because the Kimshyballs have fixes for all of the above
12 A U G U ST 2008
Herb Clarks shop has become increasingly busy as other aircraft owners look to him for construction and restoration work
Herb says liThe Kimballs have really worked this thing out MI4s have drain plugs in the inducshytion tubes that youre supposed to empty before each start The Kimshyball mod in that area manifolds those drains together so you dont have to open each one individually To keep oil from filling the cylinshyders after shutdown they have a pump that scavenges the oil out of the crankcase and back into the oil tank Then they put an off valve on the tank that has a micro-switch on it stopping you from cranking the engine with the oil valve off This keeps the oil from gravity feeding back into the crankcase and with the crankcase pretty much empty theres much less chance of getting oil in the cylinders
At the end of phase two Herbs plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2000 feet per minute and topping out at ISS mph It was no longer your granddads Waco
Phase Three lNhat WasThatIJust Heard Creaking
Now were up to 2004 and the Herb Clark who barely knew how to fly when he took his first Stearshyman ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor Among other things New York state is far behind him and his earlier skills in restoring and
working on trucks has served him well in his new venture aircraft resshytoration That first Stearman led to him restoring the other two at the same time and his shop on Hobby Hill Airport began to see a steady succession of customers projects coming his way What had been a hobby was built into a business
I bought a farm by Weirsdale Florida not that far from Zellwood and put a runway on it In fact my neighbor and I worked together and its now 3800 feet of grass I raise hay products and rebuild airshyplanes Its a sweet deal
In the late 90s I was bit by the Pitts bug and bought one then as I gained confidence and began doshying my own paint and fabric work I found myself doing lots of work
for other Pitts owners In fact my website is wwwPittsFabriccomalshythough well restore or help restore almost anything thats built of rag and tube
Although he was a busy man he still had his Waco and he still had plans for it
By the time I set up my own shop it had been nearly 2S years since the Waco was last re-covered It was time for a complete restorashytion plus there were some other changes and improvements I wanted to make
Although the engine installashytion was working great I decided to change the exhaust system which had come out of a Yak As originally built the segments were all butt joints so there was always exhaust
VINTAGE AIRPLANE 1 3
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612
Aviation insurance witIt the EAA Vintage Program offers Lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
request availablt - AUA is licensed in aU states
----- --
BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
R fsectHi ~
MAsectNIT O
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~~~~~~~ ( CONN ~AR ~I~( reg P LVsect TO L~Fr MRSN~TO
F ~ eLtZNOCr9Nr
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds)
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(NAFl)
-Address changes
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Programs and Activities
Auto Fuel STCs 920-426-4843
Buildrestore information 920-426-4821
Chapters locatingorganizing 920-426-4876
Education 888-322-3229
- EAA Air Academy
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Flight In5tructor information 920-426-6801
Library ServicesResearch 920-426-4848
Medica l Questions 920-426-6112
Technical Counselors 920-426-6864
Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
EAA Platinum VISA Card 800-853-5576 ext 8884
EAA Aircraft Financing Plan 866-808-6040
EAA Enterprise Rent-A-Car Program
877-GAI -ERAC
Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aaronautica are registered trademar1lts trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
4 0 AUGUST 2008
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The cockpit of Herb Clarks custom UPF-7 The use of white and light gray paint in the cockpit makes it easier to see the structure and components
bull
bull
and his then young son Kevin As everyone knows they are legshyends in the restoration business but what most people dont know is that theyll drop what they are dong to answer any question from anybody My first time there Jim was talking to someone and I was standing a little way away waitshying and he stopped for a second
10 AUGUST 2008
to talk to me and make me feel welcome Thats just the kind of people they are
I depended on them to teach me what I needed to know to do the first Stearman and they were quick to let me know that it was going to take something like 10 years to finshyish it right and I didnt want to be grounded that long So I snooped
The M14P uses a compressed air system for starting Just in case the tank on board the airplane has gone flat a standby bottle of compressed air is ready and waiting
A three-blade MT propeller absorbs the 330-hp pumped out by the Vendenyev
around until I found a stock Waco UPF that wasnt a prizewinner but it was solid and more important it was flying I bought that airplane to fly while I was rebuilding the first Stearman The old Waco had last been rebuilt in 1980 and hadnt been touched since but it was solid and airworthy and would keep me flying
As I got into the first Stearman
project I was learning new skills at an amazing rate especially because I spent so much time at the Kimballs On that first airplane however I didnt feel I knew enough to do the covering and paint so I had them do it with me watching over their shoulders
Since the Stearman was spending time out of his hands at the Kimshyballs and Herb was spending more time enjoying his Waco it wasnt long before he couldnt totally adshyhere to the I-bought-it-to-fly conshycept that lay behind the purchase of the Waco in the first place The stage was set for changes to begin
Phase One It Looks Just a Little Funky
From the beginning I thought the airplane was too ordinary looking and I wanted to spruce it up a bit So in the first phase of what turned out to be a three-phase rebuilding project I concentrated on the cosmetics of the airplane I added wheelpants and faired in the gear so it looked as if the pants belonged on the airplane Then I changed what I thought was a really uncomplementary paint scheme It had been painted white with all the sheet metal panels painted red It didnt look as if the pieces fit together so I painted the entire airplane white and put red accent stripes on it
Another thing that bothered me is that Ive always thought UPFs look unfinished in their stock form because their basic airframe is more streamlined than most bishyplanes but with the Continental hanging out in the wind it just looks too blunt It cries for a cowlshying so I came up with a cowl off of a UC-78 Bamboo Bomber and built up the mounts for that I think its lines flow much better that way
Doing those kinds of modificashytions meant Herbs airplane was only out of commission for short periods of time so he still had a flying airshyplane while he banged away on the first Stearman project The phase one cosmetic rehab period covered 1994 to 1997 More to come
Phase Twiro Lets Inject SOJne Foreign Testosterone
With the exception of the late Jimmy Franklins jet-powered Waco no one has ever said the UPF was a performer Especially with the stock engine In fact words like leishysurely sedate and unexciting come to mind Apparently Herb had some of the same thoughts and even though he was already on an originality kick because of his Stearman projects hanging around the Kimballs began to have an unshyexpected effect on him
About the time I got the airshyplane back together Kevin and Jim started really getting their Pitts Model 12 ball rolling Id be over there on some Stearman stuff and theyd have Russian M14P Venshydenyev engines sitting around If youre a round-motor kind of guy which I definitely am you cant help but look at that engine and start looking for places to hang it And I had one The Waco
I didnt have to do any measurshying to know the M14P would fit beshycause it was obviously smaller in diameter Four inches to be exact And its pretty close to being the same weight at the Continental although just a little on the light side However it was going to take installing some systems the Waco didnt have specifically the pneushymatic starting system
Right about now we can hear antiquers nationwide groaning anshyother antique airplane butchered
and lost forever But thats anyshything but true In fact part of Herb Clarks goal from the beginning was to make the Waco more usable and with more performance without pershymanently changing a single thing
As we sat around talking about the project we decided that one of our goals would be that no matter how much stuff we changed we wanted the airplane to always be one inspection away from going back to original This wasnt going to be the death of an antique it was going to be taking it in another dishyrection temporarily with the road back clearly marked and undershystood The way we handled that was by making certain every change we made was a bolt-on No welding If we want to go back to original we can just unbolt the new reinstall the old and were ready to be recershytified The firewall forward package for instance can be unbolted and changed in a day or so
Quite often making such changes to a certificated airplane no matter how old can be handled by supshyplemental type certificates or Form 337s but that would not be the case here because the engine had never been granted a type certificate As far as the FAA was concerned it was a non-airplane part and couldnt be used on a certificated airplane Not to worry however Thats what the experimental-exhibition category is all about Thats where certificated airplanes that have strayed from the straight and narrow go to play Almost anything is allowed as long as its not dangerous The category does however have its limitations
The FAA put a 2S0-nautical-mile radius of action limitation on the airplane as they usually do with these kinds of modifications Howshyever if I want to go to an air show or event outside of that radius all I have to do is send the itinerary to the feds and they approve it The category isnt as restrictive or difshyficult as people think it is
and as for the experimental part We dont see that as a negashytive In fact we like to have the ex-
VI NTAGE AI RPLANE 11
A farm near Weirsdale Aorida is the home of Hobby Hill Airport the home base for Herbco and wwwPittsFabriccom
perimental sticker out where people can see it so they know they are looking at something different beshycause unless you really know what youre looking at its hard to tell anything has been changed
Hes right about that The round fugitive from behind the Iron Curshytain looks right at home in the Bamshyboo Bomber cowl and only the MT prop gives its presence away Origishynally he had the h uge two-blade with the squared-off paddle blades so typical of Soviet airplanes and that was a definite tel
Kevins the expert on anything having to do with M14Ps so I had him design and execute the enshygine installation For the mount he used the original Russian mount ring right at the cylinders but built
up the rest with a mount pattern necessary for the Waco
Since the starting system is enshytirely pneumatic thats one of the things people think is going to be reshyally difficult to operate and maintain but its not It s just different and once you use it a few times its just another system you learn to manage
liThe air system is basically a small SCUBA bottle that is pressurshyized by an air compressor on the enshygine When starting the engine you trip a valve that slams air through a little distributor that pressurizes lines to each cylinder in sequence and spins the engine Its actually a good system but you have to inshystall it with care and police leaks Once its sealed up you can pretty much forget about it other than
Stearman wings are part of the projshyect list at Herbco
remembering to turn the air tank valve to off before you leave the airplane Thats just a little precaushytionary thinking
I have an 800 psi valve on the tank so once the compressor reaches that pressure the pressure is released and you arent working the compressor so hard all of the time
Round motors by their very design have at least one characshyteristic the square-motor crowd doesnt worry about the possibilshyity of bending a rod by cranking the engine with a bottom cylinder full of oi Although most of you already know its worth remembershying that as the airplane sits oil in the crankcase slowly works its way past the rings and into the comshybustion chambers of the lower cylshyinders And if you try cranking it with oil which is incompressible in t h e cylinders its possible to bend a connecting rod when a pisshyton comes up against a slug of oil and screeches to a halt For that reashyson its necessary to pull the prop through enough times to make sure theres no oil trapped in there
Another possibility is that oil can leak into the cylinder while an inshytake valve is open and let the oil into the induction tubes So even though the cylinders are clean oil can be sucked out of an induction tube into a cylinder and hydraulic lock that cylinder The reason we mention this is because the Kimshyballs have fixes for all of the above
12 A U G U ST 2008
Herb Clarks shop has become increasingly busy as other aircraft owners look to him for construction and restoration work
Herb says liThe Kimballs have really worked this thing out MI4s have drain plugs in the inducshytion tubes that youre supposed to empty before each start The Kimshyball mod in that area manifolds those drains together so you dont have to open each one individually To keep oil from filling the cylinshyders after shutdown they have a pump that scavenges the oil out of the crankcase and back into the oil tank Then they put an off valve on the tank that has a micro-switch on it stopping you from cranking the engine with the oil valve off This keeps the oil from gravity feeding back into the crankcase and with the crankcase pretty much empty theres much less chance of getting oil in the cylinders
At the end of phase two Herbs plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2000 feet per minute and topping out at ISS mph It was no longer your granddads Waco
Phase Three lNhat WasThatIJust Heard Creaking
Now were up to 2004 and the Herb Clark who barely knew how to fly when he took his first Stearshyman ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor Among other things New York state is far behind him and his earlier skills in restoring and
working on trucks has served him well in his new venture aircraft resshytoration That first Stearman led to him restoring the other two at the same time and his shop on Hobby Hill Airport began to see a steady succession of customers projects coming his way What had been a hobby was built into a business
I bought a farm by Weirsdale Florida not that far from Zellwood and put a runway on it In fact my neighbor and I worked together and its now 3800 feet of grass I raise hay products and rebuild airshyplanes Its a sweet deal
In the late 90s I was bit by the Pitts bug and bought one then as I gained confidence and began doshying my own paint and fabric work I found myself doing lots of work
for other Pitts owners In fact my website is wwwPittsFabriccomalshythough well restore or help restore almost anything thats built of rag and tube
Although he was a busy man he still had his Waco and he still had plans for it
By the time I set up my own shop it had been nearly 2S years since the Waco was last re-covered It was time for a complete restorashytion plus there were some other changes and improvements I wanted to make
Although the engine installashytion was working great I decided to change the exhaust system which had come out of a Yak As originally built the segments were all butt joints so there was always exhaust
VINTAGE AIRPLANE 1 3
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
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BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
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VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
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AIRCRAFT D Trone Aircraft Collection - Thunderbird
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REAL ESTATE Hangar site suitable for 5Ox SO hangar
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project I was learning new skills at an amazing rate especially because I spent so much time at the Kimballs On that first airplane however I didnt feel I knew enough to do the covering and paint so I had them do it with me watching over their shoulders
Since the Stearman was spending time out of his hands at the Kimshyballs and Herb was spending more time enjoying his Waco it wasnt long before he couldnt totally adshyhere to the I-bought-it-to-fly conshycept that lay behind the purchase of the Waco in the first place The stage was set for changes to begin
Phase One It Looks Just a Little Funky
From the beginning I thought the airplane was too ordinary looking and I wanted to spruce it up a bit So in the first phase of what turned out to be a three-phase rebuilding project I concentrated on the cosmetics of the airplane I added wheelpants and faired in the gear so it looked as if the pants belonged on the airplane Then I changed what I thought was a really uncomplementary paint scheme It had been painted white with all the sheet metal panels painted red It didnt look as if the pieces fit together so I painted the entire airplane white and put red accent stripes on it
Another thing that bothered me is that Ive always thought UPFs look unfinished in their stock form because their basic airframe is more streamlined than most bishyplanes but with the Continental hanging out in the wind it just looks too blunt It cries for a cowlshying so I came up with a cowl off of a UC-78 Bamboo Bomber and built up the mounts for that I think its lines flow much better that way
Doing those kinds of modificashytions meant Herbs airplane was only out of commission for short periods of time so he still had a flying airshyplane while he banged away on the first Stearman project The phase one cosmetic rehab period covered 1994 to 1997 More to come
Phase Twiro Lets Inject SOJne Foreign Testosterone
With the exception of the late Jimmy Franklins jet-powered Waco no one has ever said the UPF was a performer Especially with the stock engine In fact words like leishysurely sedate and unexciting come to mind Apparently Herb had some of the same thoughts and even though he was already on an originality kick because of his Stearman projects hanging around the Kimballs began to have an unshyexpected effect on him
About the time I got the airshyplane back together Kevin and Jim started really getting their Pitts Model 12 ball rolling Id be over there on some Stearman stuff and theyd have Russian M14P Venshydenyev engines sitting around If youre a round-motor kind of guy which I definitely am you cant help but look at that engine and start looking for places to hang it And I had one The Waco
I didnt have to do any measurshying to know the M14P would fit beshycause it was obviously smaller in diameter Four inches to be exact And its pretty close to being the same weight at the Continental although just a little on the light side However it was going to take installing some systems the Waco didnt have specifically the pneushymatic starting system
Right about now we can hear antiquers nationwide groaning anshyother antique airplane butchered
and lost forever But thats anyshything but true In fact part of Herb Clarks goal from the beginning was to make the Waco more usable and with more performance without pershymanently changing a single thing
As we sat around talking about the project we decided that one of our goals would be that no matter how much stuff we changed we wanted the airplane to always be one inspection away from going back to original This wasnt going to be the death of an antique it was going to be taking it in another dishyrection temporarily with the road back clearly marked and undershystood The way we handled that was by making certain every change we made was a bolt-on No welding If we want to go back to original we can just unbolt the new reinstall the old and were ready to be recershytified The firewall forward package for instance can be unbolted and changed in a day or so
Quite often making such changes to a certificated airplane no matter how old can be handled by supshyplemental type certificates or Form 337s but that would not be the case here because the engine had never been granted a type certificate As far as the FAA was concerned it was a non-airplane part and couldnt be used on a certificated airplane Not to worry however Thats what the experimental-exhibition category is all about Thats where certificated airplanes that have strayed from the straight and narrow go to play Almost anything is allowed as long as its not dangerous The category does however have its limitations
The FAA put a 2S0-nautical-mile radius of action limitation on the airplane as they usually do with these kinds of modifications Howshyever if I want to go to an air show or event outside of that radius all I have to do is send the itinerary to the feds and they approve it The category isnt as restrictive or difshyficult as people think it is
and as for the experimental part We dont see that as a negashytive In fact we like to have the ex-
VI NTAGE AI RPLANE 11
A farm near Weirsdale Aorida is the home of Hobby Hill Airport the home base for Herbco and wwwPittsFabriccom
perimental sticker out where people can see it so they know they are looking at something different beshycause unless you really know what youre looking at its hard to tell anything has been changed
Hes right about that The round fugitive from behind the Iron Curshytain looks right at home in the Bamshyboo Bomber cowl and only the MT prop gives its presence away Origishynally he had the h uge two-blade with the squared-off paddle blades so typical of Soviet airplanes and that was a definite tel
Kevins the expert on anything having to do with M14Ps so I had him design and execute the enshygine installation For the mount he used the original Russian mount ring right at the cylinders but built
up the rest with a mount pattern necessary for the Waco
Since the starting system is enshytirely pneumatic thats one of the things people think is going to be reshyally difficult to operate and maintain but its not It s just different and once you use it a few times its just another system you learn to manage
liThe air system is basically a small SCUBA bottle that is pressurshyized by an air compressor on the enshygine When starting the engine you trip a valve that slams air through a little distributor that pressurizes lines to each cylinder in sequence and spins the engine Its actually a good system but you have to inshystall it with care and police leaks Once its sealed up you can pretty much forget about it other than
Stearman wings are part of the projshyect list at Herbco
remembering to turn the air tank valve to off before you leave the airplane Thats just a little precaushytionary thinking
I have an 800 psi valve on the tank so once the compressor reaches that pressure the pressure is released and you arent working the compressor so hard all of the time
Round motors by their very design have at least one characshyteristic the square-motor crowd doesnt worry about the possibilshyity of bending a rod by cranking the engine with a bottom cylinder full of oi Although most of you already know its worth remembershying that as the airplane sits oil in the crankcase slowly works its way past the rings and into the comshybustion chambers of the lower cylshyinders And if you try cranking it with oil which is incompressible in t h e cylinders its possible to bend a connecting rod when a pisshyton comes up against a slug of oil and screeches to a halt For that reashyson its necessary to pull the prop through enough times to make sure theres no oil trapped in there
Another possibility is that oil can leak into the cylinder while an inshytake valve is open and let the oil into the induction tubes So even though the cylinders are clean oil can be sucked out of an induction tube into a cylinder and hydraulic lock that cylinder The reason we mention this is because the Kimshyballs have fixes for all of the above
12 A U G U ST 2008
Herb Clarks shop has become increasingly busy as other aircraft owners look to him for construction and restoration work
Herb says liThe Kimballs have really worked this thing out MI4s have drain plugs in the inducshytion tubes that youre supposed to empty before each start The Kimshyball mod in that area manifolds those drains together so you dont have to open each one individually To keep oil from filling the cylinshyders after shutdown they have a pump that scavenges the oil out of the crankcase and back into the oil tank Then they put an off valve on the tank that has a micro-switch on it stopping you from cranking the engine with the oil valve off This keeps the oil from gravity feeding back into the crankcase and with the crankcase pretty much empty theres much less chance of getting oil in the cylinders
At the end of phase two Herbs plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2000 feet per minute and topping out at ISS mph It was no longer your granddads Waco
Phase Three lNhat WasThatIJust Heard Creaking
Now were up to 2004 and the Herb Clark who barely knew how to fly when he took his first Stearshyman ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor Among other things New York state is far behind him and his earlier skills in restoring and
working on trucks has served him well in his new venture aircraft resshytoration That first Stearman led to him restoring the other two at the same time and his shop on Hobby Hill Airport began to see a steady succession of customers projects coming his way What had been a hobby was built into a business
I bought a farm by Weirsdale Florida not that far from Zellwood and put a runway on it In fact my neighbor and I worked together and its now 3800 feet of grass I raise hay products and rebuild airshyplanes Its a sweet deal
In the late 90s I was bit by the Pitts bug and bought one then as I gained confidence and began doshying my own paint and fabric work I found myself doing lots of work
for other Pitts owners In fact my website is wwwPittsFabriccomalshythough well restore or help restore almost anything thats built of rag and tube
Although he was a busy man he still had his Waco and he still had plans for it
By the time I set up my own shop it had been nearly 2S years since the Waco was last re-covered It was time for a complete restorashytion plus there were some other changes and improvements I wanted to make
Although the engine installashytion was working great I decided to change the exhaust system which had come out of a Yak As originally built the segments were all butt joints so there was always exhaust
VINTAGE AIRPLANE 1 3
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612
Aviation insurance witIt the EAA Vintage Program offers Lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
request availablt - AUA is licensed in aU states
----- --
BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
R fsectHi ~
MAsectNIT O
I
I
I
~~~~~~~ ( CONN ~AR ~I~( reg P LVsect TO L~Fr MRSN~TO
F ~ eLtZNOCr9Nr
lt ~ F
-------~----
CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
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DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
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David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
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copeand l jrmocom
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Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
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SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
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DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
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4 0 AUGUST 2008
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A farm near Weirsdale Aorida is the home of Hobby Hill Airport the home base for Herbco and wwwPittsFabriccom
perimental sticker out where people can see it so they know they are looking at something different beshycause unless you really know what youre looking at its hard to tell anything has been changed
Hes right about that The round fugitive from behind the Iron Curshytain looks right at home in the Bamshyboo Bomber cowl and only the MT prop gives its presence away Origishynally he had the h uge two-blade with the squared-off paddle blades so typical of Soviet airplanes and that was a definite tel
Kevins the expert on anything having to do with M14Ps so I had him design and execute the enshygine installation For the mount he used the original Russian mount ring right at the cylinders but built
up the rest with a mount pattern necessary for the Waco
Since the starting system is enshytirely pneumatic thats one of the things people think is going to be reshyally difficult to operate and maintain but its not It s just different and once you use it a few times its just another system you learn to manage
liThe air system is basically a small SCUBA bottle that is pressurshyized by an air compressor on the enshygine When starting the engine you trip a valve that slams air through a little distributor that pressurizes lines to each cylinder in sequence and spins the engine Its actually a good system but you have to inshystall it with care and police leaks Once its sealed up you can pretty much forget about it other than
Stearman wings are part of the projshyect list at Herbco
remembering to turn the air tank valve to off before you leave the airplane Thats just a little precaushytionary thinking
I have an 800 psi valve on the tank so once the compressor reaches that pressure the pressure is released and you arent working the compressor so hard all of the time
Round motors by their very design have at least one characshyteristic the square-motor crowd doesnt worry about the possibilshyity of bending a rod by cranking the engine with a bottom cylinder full of oi Although most of you already know its worth remembershying that as the airplane sits oil in the crankcase slowly works its way past the rings and into the comshybustion chambers of the lower cylshyinders And if you try cranking it with oil which is incompressible in t h e cylinders its possible to bend a connecting rod when a pisshyton comes up against a slug of oil and screeches to a halt For that reashyson its necessary to pull the prop through enough times to make sure theres no oil trapped in there
Another possibility is that oil can leak into the cylinder while an inshytake valve is open and let the oil into the induction tubes So even though the cylinders are clean oil can be sucked out of an induction tube into a cylinder and hydraulic lock that cylinder The reason we mention this is because the Kimshyballs have fixes for all of the above
12 A U G U ST 2008
Herb Clarks shop has become increasingly busy as other aircraft owners look to him for construction and restoration work
Herb says liThe Kimballs have really worked this thing out MI4s have drain plugs in the inducshytion tubes that youre supposed to empty before each start The Kimshyball mod in that area manifolds those drains together so you dont have to open each one individually To keep oil from filling the cylinshyders after shutdown they have a pump that scavenges the oil out of the crankcase and back into the oil tank Then they put an off valve on the tank that has a micro-switch on it stopping you from cranking the engine with the oil valve off This keeps the oil from gravity feeding back into the crankcase and with the crankcase pretty much empty theres much less chance of getting oil in the cylinders
At the end of phase two Herbs plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2000 feet per minute and topping out at ISS mph It was no longer your granddads Waco
Phase Three lNhat WasThatIJust Heard Creaking
Now were up to 2004 and the Herb Clark who barely knew how to fly when he took his first Stearshyman ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor Among other things New York state is far behind him and his earlier skills in restoring and
working on trucks has served him well in his new venture aircraft resshytoration That first Stearman led to him restoring the other two at the same time and his shop on Hobby Hill Airport began to see a steady succession of customers projects coming his way What had been a hobby was built into a business
I bought a farm by Weirsdale Florida not that far from Zellwood and put a runway on it In fact my neighbor and I worked together and its now 3800 feet of grass I raise hay products and rebuild airshyplanes Its a sweet deal
In the late 90s I was bit by the Pitts bug and bought one then as I gained confidence and began doshying my own paint and fabric work I found myself doing lots of work
for other Pitts owners In fact my website is wwwPittsFabriccomalshythough well restore or help restore almost anything thats built of rag and tube
Although he was a busy man he still had his Waco and he still had plans for it
By the time I set up my own shop it had been nearly 2S years since the Waco was last re-covered It was time for a complete restorashytion plus there were some other changes and improvements I wanted to make
Although the engine installashytion was working great I decided to change the exhaust system which had come out of a Yak As originally built the segments were all butt joints so there was always exhaust
VINTAGE AIRPLANE 1 3
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
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BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
R fsectHi ~
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F ~ eLtZNOCr9Nr
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
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305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
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Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
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VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
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Herb Clarks shop has become increasingly busy as other aircraft owners look to him for construction and restoration work
Herb says liThe Kimballs have really worked this thing out MI4s have drain plugs in the inducshytion tubes that youre supposed to empty before each start The Kimshyball mod in that area manifolds those drains together so you dont have to open each one individually To keep oil from filling the cylinshyders after shutdown they have a pump that scavenges the oil out of the crankcase and back into the oil tank Then they put an off valve on the tank that has a micro-switch on it stopping you from cranking the engine with the oil valve off This keeps the oil from gravity feeding back into the crankcase and with the crankcase pretty much empty theres much less chance of getting oil in the cylinders
At the end of phase two Herbs plodding old biplane was turned into a rock-and-roll angel capable of climbing at 2000 feet per minute and topping out at ISS mph It was no longer your granddads Waco
Phase Three lNhat WasThatIJust Heard Creaking
Now were up to 2004 and the Herb Clark who barely knew how to fly when he took his first Stearshyman ride is no longer the same Herb Clark who owns the white Waco with the tough-sounding motor Among other things New York state is far behind him and his earlier skills in restoring and
working on trucks has served him well in his new venture aircraft resshytoration That first Stearman led to him restoring the other two at the same time and his shop on Hobby Hill Airport began to see a steady succession of customers projects coming his way What had been a hobby was built into a business
I bought a farm by Weirsdale Florida not that far from Zellwood and put a runway on it In fact my neighbor and I worked together and its now 3800 feet of grass I raise hay products and rebuild airshyplanes Its a sweet deal
In the late 90s I was bit by the Pitts bug and bought one then as I gained confidence and began doshying my own paint and fabric work I found myself doing lots of work
for other Pitts owners In fact my website is wwwPittsFabriccomalshythough well restore or help restore almost anything thats built of rag and tube
Although he was a busy man he still had his Waco and he still had plans for it
By the time I set up my own shop it had been nearly 2S years since the Waco was last re-covered It was time for a complete restorashytion plus there were some other changes and improvements I wanted to make
Although the engine installashytion was working great I decided to change the exhaust system which had come out of a Yak As originally built the segments were all butt joints so there was always exhaust
VINTAGE AIRPLANE 1 3
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
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BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
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L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
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Roll back the calendar on your planes finish
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Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
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Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
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AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
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DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
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4 0 AUGUST 2008
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Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
The Old Girl Has a History When NC29909 rolled out of
the factory in 1940 it had a lot
leaking inside the cowl So I had one built locally that had lapping slip joints It looked much better and didnt leak
Also we put some offset in the engine mount to help with the takeshyoffs As it was with all that power I didn t have enough rudder below 40 mph at full power to control it without some brake And we upshygraded the wheels and brakes with those from a 310 Cessna We kept the original Waco master cylinders however because the 310 brakes were too powerful and the bigger old master cylinders dropped the pressure to where the brakes are just right
At the other end of the airplane I redesigned and rebuilt the tailwheel strut assembly that had originally used a stack of rubber doughnuts I researched springs and after trying two came up with one that gave exshyactly the same spring rate and travel but was actually a little more complishyant and smoother
We also put electric trim in the airplane With the new speed range being 45 mph to 155 mph trim reshyally became important and the origishynal bicycle chain system was too slow and would wear you out The heart of the original system is a screw jack so we found an electric motor which is normally in a soda machine and drive the screw jack with that Its much more convenient and the rate is just about perfect
14 AUGUST 2008
When we got into the wings it was obvious we had to build comshypletely new ones These were over 60 years old and parts of them looked like it It wasnt a small job but we were lucky because we not only had the originals for patterns but a friend gave us a copy of the original plans from the Smithsoshynian After that it became simple get plans buy wood build wings And by the way we did the airplane as a civilian version which meant filling in the handholds in the wingshytips which were only on military airplanes Also we lucked out in finding a set of new-old-stock dragshyanti-drag wires which on the Waco are different than other airplanes
Before we were finished we had gone through every system and component and where we thought it necessary we improved it like building a new battery box and eliminating 7 pounds However as I said every single thing we changed was done on a temporary basis so it could be put back original with no problems All of the basic strucshyture is as it left the factory
The one area in which I needed help was laying out the scallops for the paint I messed around for a month and a half and just couldnt get the curves to my satisfaction I finally called in Neil Butterworth a professional painter from Bartow Florida It took him a fraction of the time to get every scallop dead on
of company on its delivery flight as 16 of them were headed to the same destination the Plains Airshyways Civilian Pilot Training school in Cheyenne Wyoming This Herb Clark could clearly see as he had all of the logbooks for the airshyplane going back to its first flight What he couldnt see was how the airplane actually looked at that time Then as is sometimes the case blind luck plays into your hands in this case it was when Ray Brandly founder of the Waco club ran across a Waco company advertisement that prominently featured a UPF parked in front of Plains Airways CPT school in Cheyshyenne with several South American students standing around it It was NC29909
Now that the airplane is pretty much finished I have to say that it wouldnt have happened without the Kimballs Besides doing some of the work they are so willing to explain how to do things it s inshycredible Ive asked them about givshying away secrets and Jim said We just want them to do it the right and safe way Thats a contribushytion they make to aviation that few know about and you never get bad advice from Jim or Kevin Never
So is the Wacovia UPFski truly finished Good question Lets hide in the bushes and see ~
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612
Aviation insurance witIt the EAA Vintage Program offers Lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
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----- --
BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
R fsectHi ~
MAsectNIT O
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~~~~~~~ ( CONN ~AR ~I~( reg P LVsect TO L~Fr MRSN~TO
F ~ eLtZNOCr9Nr
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
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Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
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Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
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DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
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ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
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EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
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Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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4 0 AUGUST 2008
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EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
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Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
A wide variety of aeroplanes of the Shuttleworth Trust
Sir John Allison sits ARTICLE AND PHOTOS BY DAVID MACREADY
in Hawker Tomtit G-AFTA
Editors Note Our UK correspondent David Macready has kindly sent us a few CDs worth of text and spring activities at the Old Warden aerodrome Weve combined images from both the May and June evening in this months report and well have more images from the event in next months Vintage A
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612
Aviation insurance witIt the EAA Vintage Program offers Lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
request availablt - AUA is licensed in aU states
----- --
BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
R fsectHi ~
MAsectNIT O
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~~~~~~~ ( CONN ~AR ~I~( reg P LVsect TO L~Fr MRSN~TO
F ~ eLtZNOCr9Nr
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds)
National Association of Flight Instructors
(NAFl)
-Address changes
-Merchandise sales
-Gift memberships
Programs and Activities
Auto Fuel STCs 920-426-4843
Buildrestore information 920-426-4821
Chapters locatingorganizing 920-426-4876
Education 888-322-3229
- EAA Air Academy
- EAA Scholarships
Flight In5tructor information 920-426-6801
Library ServicesResearch 920-426-4848
Medica l Questions 920-426-6112
Technical Counselors 920-426-6864
Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
EAA Platinum VISA Card 800-853-5576 ext 8884
EAA Aircraft Financing Plan 866-808-6040
EAA Enterprise Rent-A-Car Program
877-GAI -ERAC
Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aaronautica are registered trademar1lts trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
4 0 AUGUST 2008
BUilT FOR YOU~ THE NEW 2009 FORD F150 bull 1 in towing bull Best-in-class payload capability bull Governments highest frontal crash test rating bull Biggest cargo volume bull Strongest Frame in its class bull Telescoping trailer towing mirrors bull Available trailer tow package
ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
This de Havilland DH60 Cirrus Moth G-EBLV is owned by BAe Systems as a tribute to the corporations heritage It is flown by Keith Dennison
A study in rapid aeronautical progress a WWII era CCF Hawker Sea Hurricane lB G-BKTH on the flightline with the Bristol Boxkite replica G-ASPP and the Avro Triplane IV replica G-ARSG
The second evening air show at Old Warden aerodrome the home of the Shuttleworth Trust Collecshytion took place on Saturday June 14 2008 The weather on the day was somewhat variable with the wind moving around but generally it was from the west The weather conditions also led to some magshynificent cloud formations acting as a backdrop for the evenings affairs The rain that was moving slowly across the country managed to avoid the airfield until after the show had drawn to a happy conshyclusion That respite from the rain gave those picnicking and sitting leisurely by vehicles on the grass on a summers evening in Old Warshydens natural amphitheater a wonshyderful experience
One new feature being tried out for the first time during this show was the use of two of the collecshytion s own pilots in the role of announcer Both pilots were also active display pilots for the show from time to time It would have been extremely difficult to find two more knowledgeable individuals Both Trevor Roche who covered the early part of the show before later going on to fly both the CCF Sea Hurricane Mk1b and Depershydussin CIE plus George Ellis who flew the Avro S04K and de Havilshyland DHS1 early on in the show added their commentary to the days events
Of the two Trevor certainly adshyopted a more laid-back approach more by his posture than his anshynouncements in fact any further back and he might well have fallen off his chair But this pair of knowlshyedgeable and affable characters with their wonderful anecdotal stoshyries would be hard to beat It is rare that one can boast of being both entertained and educated at the
A view of the flightline shows the Shuttleworth Trust Collections Hawker Tomtit (K1786) G-AFTA in the foreground and the Avro 621 Tutor (K3241) G-AANI
Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612
Aviation insurance witIt the EAA Vintage Program offers Lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
request availablt - AUA is licensed in aU states
----- --
BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
R fsectHi ~
MAsectNIT O
I
I
I
~~~~~~~ ( CONN ~AR ~I~( reg P LVsect TO L~Fr MRSN~TO
F ~ eLtZNOCr9Nr
lt ~ F
-------~----
CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
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DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
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David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
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copeand l jrmocom
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Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
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SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
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DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
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Alan Hartfields Dart Kitten II G-AEXT built in 1937
Lightplanes built in Europe prior to WWII are rare indeed and one of the rarest is this Desoutter 1 G-AAPZ flown by Frank Chapman
Flown by Rob Millinship heres the Hawker Cygnet replica G-CAMM
VINTAGE AIRPLANE 17
One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
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BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
R fsectHi ~
MAsectNIT O
I
I
I
~~~~~~~ ( CONN ~AR ~I~( reg P LVsect TO L~Fr MRSN~TO
F ~ eLtZNOCr9Nr
lt ~ F
-------~----
CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
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Roll back the calendar on your planes finish
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Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
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Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
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Programs and Activities
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Education 888-322-3229
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Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
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Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
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Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
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One of the many lightplanes on display at Old Warden a Southern Martlet (No 202) G-AAYX flown by John Turner
Trevor Roche hops the Oeperdussin monoplane G-AANH down the turf runway at Old Warden
same time For some spectators the parade
of vintage vehicles during the 30 minutes before the flying display was really the start of the show
The evenings flying events were opened with aircraft from the World War I era Due to serviceabilshyity issues just prior to their individshyual display slots neither the Bristol M1C nor the Royal Aircraft Factory SESa were able to fly
The show then progressed along to the inter-war years with both the Desoutter Mk1 (G-AAPZ) and Southern Martlet (G-AAYX) from 1940 Also flown was a Hawker Cygnet replica (G-CAMM) by Rob Millinship it bounced around the
18 AUGUST 2008
skies a bit in the slightly brisk wind conditions The original was built for the 1924 Lympne Light Aeroshyplane Competition The replica is in the colours worn by G-EBMB for the 1926 trials which the original aircraft won that lightplane was a precursor to the rise to greatness of Sidney Camms flourishing aircraftshydesign skills Then followed the privately owned unique and only flying example left in the world of the 1937 Dart Kitten (G-AEXT) owned and flown by Alan Hartfield Alan at this time is looking for a new owner for his beloved aircraft someone who is prepared to shower patience time and attention and a good home to this magnificent
grand dame of UK general aviashytion heritage
The Dart Kitten was then folshylowed by three de Havilland types taking to the skies over Old Warden The DHS1 Moth (G-EBIR) the oldshyest airworthy de Havilland aircraft (from 1924) flown by George Ellis the DH60 Moth (G-EBLV) from 1925 flown by Keith Dennison and the DH82A Tiger Moth (G-ANKT) from 1942 resplendent in its Royal Air Force training command markshyings Various other aircraft from the 1930s and 40s then performed Two of those aircraft were of simishylar parentage the German Bucker Jungmann design (G-RETA) in the form of the CAS A 1-131E Series
The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
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----- --
BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
R fsectHi ~
MAsectNIT O
I
I
I
~~~~~~~ ( CONN ~AR ~I~( reg P LVsect TO L~Fr MRSN~TO
F ~ eLtZNOCr9Nr
lt ~ F
-------~----
CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
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Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
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Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
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800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
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Education 888-322-3229
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Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
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Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
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Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
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The de Havilland DHS1 GmiddotEBIR will outrun the bird you can see against the fuselage Lens compression makes the bird appear to be closer to the airplane than it really is but it still looks like its working hard to keep in front of the big silver biplane The DHS1 is flown by George Ellis
2000 was built in 1967 but was finished in German prewar trainer markings A German Focke Wulf FW44J Stieglitz (G-STIG) owned and flown by Peter Holloway was originally built in 1937 This airshycraft acted as a good comparison to the display of the collections own Avro Tutor (G-AHSA) flown by Rob Millinship Incidentally Peter Holshyloway has various other aircraft of German origin in his growing colshylection based at Old Warden often referred to as the Holloaffe His collection of German aircraft also
boasts a Fieseler Storch which is being restored to flying condition with superb attention to detail and magnificent workmanship evident in the restoration
The show then moved back to more of a warbird flavour with pershyformances by a Hunting Percival Piston Provost Gloster Gladiator Hawker Hind Westland Lysander and CCF Hawker Sea Hurricane
For many spectators the highshylight of the show was seeing the Shuttleworth Trust Collections unique Victorian era aircraft take
centre stage Two of the collecshytions imitation Edwardian-era replicas from the film Those Magshynificent Men in their Flying Machines the Bristol Boxkite flown by Sir John Allison opened the pioneershyera display before being joined by the Avro Triplane replica flown by the collections chief pilot Andy Sephton giving up his usual seat in the Blackburn Type D monoplane Dodge Bailey flew the Blackburn (G-AANI) the oldest-flying UKshydesigned and -built aircraft built in 1912 and now 96 years young (see
VINTAGE AIRPLANE 19
The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612
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----- --
BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
R fsectHi ~
MAsectNIT O
I
I
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~~~~~~~ ( CONN ~AR ~I~( reg P LVsect TO L~Fr MRSN~TO
F ~ eLtZNOCr9Nr
lt ~ F
-------~----
CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
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Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
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AUA Vintage Insurance Plan 800-727-3823
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MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
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lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
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Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
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4 0 AUGUST 2008
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The beautiful grass field of Old Warden looks inviting to Sir John Allison as he brings in the Bristol Boxkite replica GmiddotASPP
also the three photos of the Blackshyburn in the May 2008 issue of Vinshytage Airplane)
The final flight slot was taken by the French-designed Deperdussin CIE monoplane (G-AANH) built in 1910 It was flown or more honestly hopped by Trevor Roche several times along the grass runway To the delight of all present his grand old lady a sprightly 98 years of age achieved almost heady heights in her several hops The human form of 1 arresting gear should things go wrong on landing was ready and waiting alongside the runway
Once again this small grass airshyfield nestled in the middle of rushyral Bedfordshire yet so close to the Al and a stones throw from Bigshygleswade delighted all those who were fortunate enough to have been present for the evenings entertainment
The Spanish-built version of the Bucker Jungmann the CASA 1middot131E Series 2000 GmiddotRETA is being flown by Peter Kosogorin
Left Part of the collection owned and flown by Peter Holloway is this
Focke Wulf FW44J Stieglitz (Dmiddot 2692) GmiddotSTIG
2 0 AUGUST 2008
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
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BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
R fsectHi ~
MAsectNIT O
I
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~~~~~~~ ( CONN ~AR ~I~( reg P LVsect TO L~Fr MRSN~TO
F ~ eLtZNOCr9Nr
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds)
National Association of Flight Instructors
(NAFl)
-Address changes
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Programs and Activities
Auto Fuel STCs 920-426-4843
Buildrestore information 920-426-4821
Chapters locatingorganizing 920-426-4876
Education 888-322-3229
- EAA Air Academy
- EAA Scholarships
Flight In5tructor information 920-426-6801
Library ServicesResearch 920-426-4848
Medica l Questions 920-426-6112
Technical Counselors 920-426-6864
Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
EAA Platinum VISA Card 800-853-5576 ext 8884
EAA Aircraft Financing Plan 866-808-6040
EAA Enterprise Rent-A-Car Program
877-GAI -ERAC
Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aaronautica are registered trademar1lts trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
4 0 AUGUST 2008
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ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
Light Plane Heritage ORIGINALLY PUBLISHED IN EAA Experimenter DECEMBER 1991
Remember the Klemm Part II
BY BOB WHITnER
The baron w~s ftQlQthe front cockpit for the benefit of news c~~eras Theplane was normally flown solo from the rear cockpit The stabilizer is not in place because the ship
was in the process of assembly Note the large slow-turning propeller
Last month we described the Klemm lightshyplane that was built in Germany during the 1920s We told of two men who flew one of these 20-hp aircraft from Germany
to Budapest and back again in the wintertime Bad weather dogged their journey-sometimes they flew nervously under low clouds and at other times their vantage in the high-flying Klemm gave them awesome panoramas of Alpine scenery This flight showed that small planes could in fact travel
long distances Now lets consider t h e flight in a similar Klemm
made by one Friedrich Karl Freiherr von KoenigshyWarthausen Freiherr is the German word for baron Koenig-Warthausen (pronounced KAY-nig WORTshyhous-en) was the son of aristocrats and was born and raised in Castle Warthausen in southern Germany
Educated in England and at the University of Bershylin he spoke German English French Spanish and a smattering of other languages At the age of 19
Editors Note Longtime aviation enthusiasts will recognize the byline of Bob Whittier Bob has been a regular conshytributor to EAA publications since the founding of the organization as well as a knowledgeable author for other aviashytion and boating magazines Bobs Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this series we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
22 AUGUST 2008
he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
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bull Wright Brothers Master Pilots Award Winner
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BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
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R fsectHi ~
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
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L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
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We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
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VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
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AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
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President Vice-President Geoff Robison George Daubner
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DIRECTORS Steve Bender
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antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
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Jean nie Hill PO Box 328
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Hartford WI 53027 262-966-7627
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DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
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Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
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4 0 AUGUST 2008
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he made a motorcycle trip around Germany during which he came down with pneumonia He passed the weeks of recuperation reading aviation books and developed a strong interest in flying
Upon graduating from college in 1929 at the age of 22 he decided to learn to fly His conservative father was very much against this but his aviationshyminded mother supported it Eventually the two of them managed to win the fathers consent
They traveled to the town of Bbblingen south of Stuttgart to see Hans Klemm about ordering one of his increasingly popular L20 planes And now we are about to go back in time and recall a kind of aviation that for better or worse no longer exists To best follow this story get a good atlas that shows
circle 28 miles across At that time in Germany a trophy known as the
Hindenburg Cup was awarded annually to the pilot who had made the most significant sportplane flight of the year FK decided to go after it In contrast to his heavyweight name he was a person of so slight a build that he could have blended right into a gathshyering of jockeys Because this likely kept him from engaging in rough athletic competition perhaps he saw the Klemm as a way to prove his manhood Its certain however that his light stature helped the plane do what it did with him onboard
It occurred to him that a good way to seek the trophy would be to attempt a nonstop flight from Berlin to Moscow More experienced pilots sought
cThe new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly
both cultural and topographical details For the sake of brevity we will refer to the young baron from now on as just plain FK
The new plane was delivered to the airfield at Magdeburg some 80 miles southwest of Berlin and it was there that FK learned to fly After only 12 hours of solo flight he qualified for his private pilot license If this seems incredible remember that in still air the Klemm landed at only 20 mph and in a mild wind at as little as 10 or even 5 mph over the ground Its long wing and fuselage made it a docile plane The only instruments were an altimeter and basic engine gauges A pocket compass was used for navigation The thick high-lift-but-low-drag wing afforded a glide ratio of 14-to-l which means that if the engine stopped at a height of 1 mile the pilot could set down on any available clearing inside a
to dissuade him from trying this because they were concerned about his limited flying time But no he wanted to win it
A SO-gallon auxiliary fuel tank was installed in the Klemms front cockpit giving the ship with its 20shyhp opposed twin Mercedes engine a range of about 2200 miles at around 45 miles per gallon This was deemed more than adequate for the IOOO-mile trip between the two cities
He waited until weather forecasts showed hed have a good tail wind and took off from Berlin at midnight on August 9 1928 InCidentally this would be his first night-flying experience The tail wind pushed him along at a nice groundspeed Inshyformation on the Klemm available today gives cruisshying speeds of as low as SO mph and as high as 70 mph It was a clear beautiful night and at dawn he
VINTAGE AIRPLANE 2 3
The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
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BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
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VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
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AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
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REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
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September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
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September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
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Jean nie Hill PO Box 328
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DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
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The baron standing on a platform explains details of his 20-hp Mershycedes engine to an interested friend The engine had four valves per cylshyinder hence the double exhaust stacks The round housing behind the propeller hub covers the reduction gear
passed the city of Danzig which is now Gdansk Poland This was four hours out and 250 miles from Berlin which works out to a groundspeed of 62 mph with the tail wind so an airspeed in the 50s seems likely
Then the weather turned rainy but at least it was now daytime Poor visibility forced him down to about 100 feet After flying for 14 hours he was miserably tired wet and cold Weary of it all he landed on a farm field near an obshyscure Russian village This happily turned out to be only 10 miles from Moscow During the long flig ht a thermos of hot tea had worked its way out of reach so his first act was to get at it and eagerly down its warming contents Villagers seemed to think that he was pershyhaps refueling himself or else celshyebrating his safe return to earth
That done he asked to be taken to a phone so he could call the German consul in Moscow This gentleman obligingly drove out to pick him up and take him into the city Once at the consulate EK ate a hearty meal and slept for 20 straight hours 24 AUGUST 2008
Russian aviators gave him quite a reception and he remained in Moscow for several days In the course of talking aviation with them one of them began extolshyling the great flying conditions to be found in the southern part of that vast land This intrigued EK so much that the idea grew in his mind that it would be interesting to press on to the city of Baku on the western shore of the Caspian Sea in Azerbaijan some 1200 miles south-southeast of Moscow
So on the morning of August 13 he took off and set course over the seem ingly endless Russian countryside fo llowing a railroad in the absence of good maps The route led past the soaring peaks of the Caucasus Mountains one of which was Mount Elbrus the highest in Europe at 18481 feet above sea level He worked his way between the peaks at alti tudes of 12000 to 13000 feet
For a while a pair of very large eagles flew alongside him someshytimes coming so close that he feared they intended to attack the Klemm His account of these
long flights as told in his book Wings Around the World (GP Putshynams Sons London and New York 1930) says nothing about the plane being eqUipped with a relief tube Either he took along a tin can or had a phenomenal restshyroom range
In Baku he had his first contact with Asia finding the people noshyticeably more relaxed and outgoshying than Europeans While in Baku he met the German consul from Tehran in Persia (now Iran) who was in town on business The conshysul invited EK to visit him in Tehshyran Since it was a comparatively easy 300 miles south-southeast from Baku and the route would most ly follow the southwestern shoreline of the Caspian Sea EK accepted the invitation
His departure was delayed by an odd bureaucratic foul-up In the course of making out a visa apshyplication the word not was inshyadvertently left out This made it appear to horrified officials that he was carrying a radio camera and machine gun The foreign devil was surely a spy EK finally conshyvinced them that he was an innoshycent tourist and they let him go
While following the Caspian shore line he found himself flyshying alongside a flock of thousands upon thousands of pink flaminshygoes some of which almost colshylided with the Klemm
He made a rest stop at a reshymote town called PachlewC which was surrounded by dense forest As he was about to touch down he saw that the runway was obshystructed by many wild hogs that had wandered out of the woods The Klemms low speed and conshytrollability enabled him to avoid striking them
Someone passed along the unshywelcome information that malaria was rife in that town so he was anxious to be on his way Howshyever he did take time to repair a natives phonograph the man was so grateful that he insisted on loading the Klemms cockpit with
fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
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BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
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SPARK PLUG TERMINAL
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TERMINAL CONTACT
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Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
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VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
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305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
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Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
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VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
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AIRCRAFT D Trone Aircraft Collection - Thunderbird
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MISCELLANEOUS Flying wires available 1994 pricing Visit www
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REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
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VINTAGE AIRCRAFT
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John Berendt 7645 Echo Poin t Rd
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fine cantaloupes Another person told him that it took a week to travel from Pachlewi to Tehran by camel 14 hours by car and four hours by airplane
Once aloft FK decided the load of cantaloupes crowded his already cramped cockpit too much So pretending he was flying a bombshying airplane he dropped them over the side one by one choosing targets such as shrubs and rocks As each in turn splattered far from its intended target he learned that aiming bombs involves much more than guesswork
While traversing the Mechil Pass he looked down on caravans totaling hundreds of plodding camels carrying the riches of the East to markets in the West just as they had done for many genshyerations He began to realize how miraculous it was to be magicshycarpeting along even in such a slow plane as the Klemm
Thirty miles from Tehran he ran out of gas having decided it would be easier to get over high mountain passes if he didnt top off the big tank He landed on a lonely road that he was later told was the same one traversed by the army of Alexander the Great in 300-200 BC After a while he spotted a car in the distance Its driver at first thought the Klemm sitting out there in the middle of nowhere must certainly be a new and strange kind of mirage Once convinced that the plane and pilot were real he gave FK 2 gallons of gas The young pilot decided to wait in the shadow of the planes wing until later in the day when the air would be cooler and easier to fly in
Many natives crowded around what was the first airplane most of them had ever seen close up Havshying curious natives poke holes in the fabric proved to be a problem everywhere he went At airports he used aircraft fabric and dope for patching but in remote places had to make do with pieces of handkerchief cloth stuck on with
Baron von Koenig-Warthausen in the cockpit of his Klemm Pilots flying open-cockpit planes in tropical desert lands often wore pith helmets as a precaution against sunstroke
egg whites How about that FAA Once in Tehran he thought hed
stay for several days and then start for home But he ended up stayshying there a month learning much about the ancient country of Persia and its people He was introduced to the Shah who invited him to come along on several hunting trips While the novelty of travelshying by newfangled airplane had something to do with it his status as a real live baron probably also helped to open doors
In 1929 the Persian air force consisted of 30 planes each one a different make or model There were only two railroads in this enshytire vast country One was 3 miles long and the other 12 The nearest railroad to Tehran was 600 miles away he was told
Since the only way he could get to ride home in comfort was to fly that distance he figured he might as well press on and explore more strange lands Someone suggested he go to Bushire on the Persian Gulf just 500 miles south of Tehran
So he hopped off early on the morning of September 23 intending to make a stop at the ancient city of Isfahan about halfway to Bushire
Isfahan at that time was rarely visshyited by tourists and was said to be a fascinating place It had been a political religious and commercial center since time immemorial
On the way there FK found himself flying at 6000 feet over beautiful mountainous country and also dealing with a fuel transshyfer pump that refused to work Again the Klemms low landing speed proved to be a lifesaver for he was able to set down on a small patch of smooth ground By sishyphoning gas out of the big tank he was able to top off the planes gravity-feed tank and continue on his way
During this and other forced landings another of the Klemms features proved invaluable It had a kick-starter operable from the rear solo-flying cockpit Details are elusive but it seems to have consisted of a pedal cable and ratchet arrangement
Isfahan lived up to its reputashytion Its airport was a strip that ran right through the middle of a large cemetery It had a covered bazaar that stretched along for 4 miles and contained hundreds of small specialty shops The ex-
VINTAGE AIRPLANE 2 5
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
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BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
R fsectHi ~
MAsectNIT O
I
I
I
~~~~~~~ ( CONN ~AR ~I~( reg P LVsect TO L~Fr MRSN~TO
F ~ eLtZNOCr9Nr
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-------~----
CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
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Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
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VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
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DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
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ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
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Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
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4 0 AUGUST 2008
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Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
quisite works of highly skilled silversmiths could be bought at flea-market prices
After three days of sightseeing FK took off for Shiraz about 100 miles inland from and northeast of Bushire A friend from Gershymany was now living there and he wanted to pay him a visit This flight required traversing a mounshytain range with peaks that soared to 14 000 feet He encountered winds and downdrafts so strong that he could not coax the plane through the passes so he set down on a patch of sand he sighted on the slope of a mountain The plane rolled to a stop just 60 feet from the edge of a precipice
So there he was very much alone without food or water and with the thermometer reading 100 degrees According to his map there was a small Village about 25 miles away He spent four hours burning away shrubs to clear a path for taking off Late in the afternoon the wind settled down enough to encourage him to atshytempt a takeoff He kick-started the engine and eased the throttle forward The plane didnt budge its thin high-pressure tires had cut deeply into the sand
He clambered out of the cockpit opened the throttle a little and jumped down on the sand to push it in hopes of getting the plane moving Alas he had opened the throttle a little too much and as soon as the ship started to roll it accelerated and almost got away from him before he could scramshyble up onto the center section and kill the ignition
He finally got the plane to move ahead with him in it but could not achieve flying speed beshyfore coming dangerously close to the edge of the precipice So he scooped pits in the sand in front of the wheels rolled them into it and pushed sand back into the pits to tie down the Klemm
Then he set out on foot along a faint path that he hoped would lead to the village shown on his
26 AUGUST 2008
map By that time night had come the air had cooled off considerably from the daytime temperature of 100 degrees and a bright moon was shining After a while he made out in the moonlight what looked like a fort on a slope above him Nobody answered when he called so he kept moving Finally at dawn he reached the Village and its inshyhabitants Later on one of them told him that he had indeed seen an old fort It had become the headquarters for a gang of bandits and very fortunately they were doshying business elsewhere when he happened along
He was also fortunate to get a ride in a mail delivery car for the 200-mile trip to Shiraz The road was incredibly rough and they repaired 14 flat tires along the way In Shiraz he looked up his friend who loaded a wheezy Ford with provisions for the trip back It took 24 hours for FK and his friend to reach the Village and then four days to reach the plane by horseback A dozen villagers came along as helpers and it took them four mo re days to clear a 300-foot take-off path
The nights were cold and the two Europeans were very grateful for the natives way of coping with this For their evening cooking they made fires in what seemed like unshynecessarily long pits scooped out of the sand When it later came time to go to sleep they brushed the campfire embers out of these pits and snuggled down into the fire-warmed sand for a reasonably comfortable night
The natives talked a lot in their local dialect while they worked FKs friend told him they were agreeing among themselves that it was impossible that the plane could have gotten where it was by itself and that it therefore could not possibly flyaway He later told FK that the expressions of astonshyishment that came over their faces when it did in fact become airborne were really something to see
Once in the air FK headed for
Shiraz While en route he circled several times over the ancient rushyins of Persepolis for some aerial sightseeing In Shiraz he saw the tombs of Ali Baba of the Forty Thieves and the great Persian poet Omar Khayyam
The subsequent flight to Bushire took FK over some very wild and arid country In trying to get over yet another range of 13OOO-foot mountains on a parshytial and therefore light tank of gas head winds caused him to run out of fuel Upon landing close to a tiny Village he found himshyself surrounded by a group of notshyvery-friendly-looking natives who promptly took him to the local sheiks house
There he was seated on a pile of fine Persian rugs and surrounded by 20 grim men as he was intershyrogated at length Who was he What was he doing in their land Finally the tribunal seemed conshyvinced he was a friend and not an enemy and became quite cordial FK began to realize how primishytive these people were when he discovered they had never seen a wristwatch compass or map
It took two days to fetch gas by camel As FK was pouring it into the Klemms tank the sheik asked if he might have a small bottle of it FK obliged and was astonshyished and horrified when the felshylow downed a generous swig of the stuff It seemed these people considered gasoline to be the very best cure for whatever ailed them
The other men asked for some too but EK felt he really could not spare that much When he then drained and replaced the engines crankcase oil they asked if they could have the old oil Assuming they wanted it for some utilitarian purpose he gave it to them and was appalled to see them divide up and then swallow the dirty stuff Then and there he decided he must quickly take off and get well away from that weird crowd You see the little Mercedes engine was lubrishycated with castor oil
Arthur Melvin Moose Mt Pleasant NC
bull World War II veteran
bull Pilot fo r over 50 years
bull Wright Brothers Master Pilots Award Winner
liTo remain a pilot in aviation for this long you have to be dedicated and make the right choices
in the air or on the ground The easiest part was my choosing AUA insurance through the years
for dependable service and helpful in all situations - Melvin Moose
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot3612
Aviation insurance witIt the EAA Vintage Program offers Lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
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----- --
BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
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Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
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REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
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BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
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L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
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We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
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has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
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Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
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Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
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4 0 AUGUST 2008
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EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
----- --
BY ROBERT GLOCK
Troubleshooting techniquesshyLearning the system
Editors Note Were pleased to introduce Bob Lock as a Master Mechanic Award Bob has worked as an airframe regular columnist for Vintage Airplane Many ofyou have and powerplant (AampP) mechanic and AampP instructor for seen Bobs work within the pages of the Travel Air Restorers his entire professional life If you have a technical question Association newsletter Bob has agreed to share his experishy youd like answered please feel free to drop us a line here ence with our Vintage Aircraft Association membership at EAA headquarters and well pass it along to him Welshyon a regular basis A winner of the FAAs Charlie Taylor come Bobf-HGF
T he ability to effectively troubleshoot diagnose and repair problems is a
gift from experience gained over the years of being an aircraft meshychanic and always seeking the reason why the problem occurred in the first place Over the years I have had the opportunity to meet many legendary pioneers both mechanics and pilots I was alshyways interested in what had made them successful
One famous person I have known for many years is retired US Air Force Gen Chuck Yeager Yeager will always say it was luck and being in the right place at the right time when he was flying the Bell XS-l But there were other traits of the man who broke the sound barrier that set him above the rest He learned each and evshyery system on the revolutionary Bell experimental aircraft and thus knew how it functioned
On a camping trip several years
( ~ ---------shy -shy
I GNlllON W IRI NG DIAGRAM
R fsectHi ~
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I
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CON TINENTAL W670middot6A SERIES AIRCRAFT EI-Kl1euro
FIG 20
ago into the high Sierra Nevada mountains of central California with his brother Hal I quickly learned
Figure 1 The magneto schematic diagram for a Continental W-670-6N radial engine
why Chuck had been so successful Chuck would borrow a G35 Boshy 1956 the aircraft had an alumishyChuck told me If you dont know nanza that belonged to a friend num Beech electric constantshyhow it works and what it does then and fly it to various parts of the speed propeller that was factory how in the heck can you fix it country Being manufactured in installed On one particular trip
28 AUGUST 2008
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds)
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(NAFl)
-Address changes
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Programs and Activities
Auto Fuel STCs 920-426-4843
Buildrestore information 920-426-4821
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Education 888-322-3229
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Flight In5tructor information 920-426-6801
Library ServicesResearch 920-426-4848
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Technical Counselors 920-426-6864
Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
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EAA Aircraft Financing Plan 866-808-6040
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877-GAI -ERAC
Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
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4 0 AUGUST 2008
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ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
Figure 2 A common magneto switch from before World War II
the prop would occasionally not stay in the constant speed mode of operation After his return I went to visit Chuck and he deshyscribed the problem in complete detail Then he took out the mainshytenance manual turned to the apshypropriate page and proceeded to describe exactly how the system worked and how to fix the probshylem by cleaning and filing the points in the relays That is the seshycret of troubleshooting problems with airframe and powerplant components Know how the sysshytem works diagnose the problem in detail look at the schematic (in this case) and fix the problem
Since this column deals with the older aircraft well use the small Single-row air-cooled radial engine for discussion My experishyence is primarily with Continenshytal Wright Lycoming and Pratt amp Whitney engines and small bits with Warner Kinner and Jacobs engines Years ago I even worked on a Jacobs L-3 a three-cylinder radial engine installed in a Sparshytan C2-60 However the ignition systems are very similar with the exception of a magneto battery system on the Jacobs
Now lets look at a complete sysshy
tem to see how all the components fit together The schematic diagram is copied from the operating and maintenance instructions for a Conshytinental W-670-6N radial engine It is a good example of what an entire igshynition system looks like In this case the magnetos are Bendix SF7 since these magnetos are approved for the W-670-6N If Bendix-Scintilla magshynetos were used the engine would be a W-670-6A (See Figure 1)
A pOint made previously disshycussed knowing the system and how each component within the system works which makes troushybleshooting easier and the outcome to a problem quicker to reach
In the system schematic menshytioned earlier most engine inshystallations have eliminated the booster coil while a few retain the manual advancelretard of the magnetos for starting purposes When the lever in the cockpit was moved to the RETARD position on the quadrant the breaker assemshybly was rotated on the cam for a specific number of degrees which caused the breaker points to open later or when the piston in the number 1 cylinder was approachshying the top dead center position When the engine started the leshy
ver was moved to the ADVANCED position that caused the breaker points to move opposite on the cam thereby causing the spark to occur at the fully advanced poshysition which was 24-32 degrees before top dead center dependshying on the type of engine The control lever was set at the fully advanced position for all normal flight operations
MAGNETO SWITCH A rotary switch that either grounds or opens a circuit to each magneto When the switch says OFF both magnetos are grounded (See Figure 2)
With the engine running at idle speed turn the switch to the OFF position and the engine should quit If it doesnt you have a hot magneto When the engine is running the switch reads BOTH The ground cirshycuit to each magneto is open When you check the magnetos moving the switch from BOTH to LEFT grounds the right magneto so only the left magneto will operate Conversely when the switch is placed to RIGHT it grounds the left magneto so only the right magneto will operate The switch is connected to the magnetos through a wire that is actually conshynected to the Primary coil Thus we call these wires the lip leads Again
VINTAGE AIRPLANE 29
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
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Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
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DIRECTORS Steve Bender
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John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
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Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
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Northborough M A 0 1532 508-393-4775
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Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
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Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
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Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
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lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
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Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
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Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
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SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
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DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
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Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
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Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
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MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
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Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
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ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
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Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
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4 0 AUGUST 2008
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Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
Coil (About 180 turns no 18 wire)
Figure 3 This isometric drawing shows the components of a typical magneto A magneto generates a high-tension spark using the prinshy
OUTSIDE INSULATION
~_ _ MICA CIGARETTE
BASE
ciples of induction and requires no Figure 4 The spark plug on the left is a non-shielded type while to the external power source right is a fully shielded plug
1Ji===~iiilt--- ASBESTOS WASHER
SPARK PLUG TERMINAL
V1r--CERAM~CL~~IAIING
TERMINAL CONTACT
1IIbN---7-- CEMENT
W NT---- SIUMENT SEAL
H--- ASBESTOS WASHER
~t---SILLMENT SFAL
SHEU
~~-INSULATOR CASKET
r~-+--CERAMI C INSULATOR
amp11-+-- CENTER ELECTRODE
lt----shyGROUND ELECTRODE 4PlHlfjGS
COLD HOT
Figure 5 The reach and length of the center electrode combine to determine the relative temshyperature at which a spark plug operates This illusshytration from Advisory Circular AC 43-13-18 shows how heat is conducted within the plug
thusly I -I 2 -3 3 -5 4 -7 5 -2 6 -4 7-6 On the ends of the harness leads are wire spring coils calledCigarettes The cigarettes transshyfer spark from the leads to the spark plug The opposite end of the lead is connected to the distributor block in the magneto This installation is a high-tension sysshytem meaning the high-in tensity spark leaves the magneto travels through the harness to the spark
it is these wires that open (ground) the magneto
HARNESS LEADS In the scheshymatic shown in Figure 1 note that the right magneto leads are conshynected to the front spark plugs and the left magneto leads are connected to the rear spark plugs The firing order of the magneto (for a sevenshycylinder engine) is 1-2-3-4-5-6-7 The engine fir ing order is 1-3-5-7-2-4-6 Therefore the only harness lead that is common is the number 1 cylinder The harness leads then are routed from the magneto to the engine
30 A U G U ST 2008
plug then jumps the gap in the plug to ignite the fuelair charge in the combustion chamber
MAGNETO A magneto is esshysentially an engine-driven AC generator that uses a permanent magnet as a source of energy It is a self-contained unit requirshying no external electrical source The magneto develops high voltshyage that forces a spark to jump across the spark plug gap in each cylinder combustion chamber The magneto operation is timed to the engine so the spark occurs
only when the piston is on the proper stroke at a specific number of crankshaft degrees before top dead center on the compression stroke (See Figure 3)
When troubleshooting the ignishytion system the problem could be anyone of the components Isolatshying the problem is achieved by the experience of a mechanic and the description of the problem in great detail by the pilot Well discuss troubleshooting problems in the next installment of this column
Both Scintilla VMN and Benshydix SF7 magnetos had a manual spark advance for easier starting of the engine The breaker points were rotated to change the point where magneto firing occurred thus retarding the spark closer to top dead center of piston travel Scintilla manufactured an aushytomatic advance magneto the VMN-7DFA the letter A indicating automatic advance This system made for easier engine starting with no kickback as the shaft in the static position was autoshymatically retarded 12 degrees When the engine was running the spring-loaded shaft automatishycally advanced the spark to what the engine manufacturer specified When checking ignition timing its always a good idea to look at
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
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Roll back the calendar on your planes finish
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Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
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John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
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Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
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DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
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Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
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Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
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Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
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MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
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4 0 AUGUST 2008
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ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
TAiLWW66LS
A FQi6lJD FLY WirW
VINTAGE AI RPLANE 3 1
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
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(NAFl)
-Address changes
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Education 888-322-3229
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Benefits
AUA Vintage Insurance Plan 800-727-3823
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MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aaronautica are registered trademar1lts trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
4 0 AUGUST 2008
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ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
OIL SfJMP DRAIN
Figure 6 The Continental R-670-4 engine with Bendix SF7 magnetos and non-shielded spark plugs Photo from Continental Motors Corporations Opshyerating and Maintenance Instructions for the R-670-4 aircraft engine dated March 1941
the data plate on Scintilla magshynetos to see if the automatic advance feature is installed in the unit
SPA RK PLU GS It is imshyportant to match the original equipment manufacturers (OEM) recommendation on spark plugs This data can be found in the Engine Specificashytion or Type Certificate Data Sheet published by the Federal Aviation Administration (FAA) Do not substitute a plug type without specific approval as there are several factors that determine precisely what part number spark plug is used Basishycally there are two types of spark plugs the unshielded and the shielded The unshielded plug is rarely used because of radio inshyterference the shielded type is more desirable However it may be difficult to install shielded plugs with a magneto that was not manufactured for shielding
Another consideration is reach1I which is the length of the threaded portion of the plug (See Figure 5) Also heat range is another factor There are hot ll and cold ll plugs The term hot ll indicates the plug does not conduct heat away as quickly as a cold ll plug which rapidly conducts heat away from the plug
Consult FAA Advisory Cirshycular 4313-1B Chapter 8 paragraphs 8-15 for more data on aircraft ignition systems OEMs offer a chart showing approved plugs for specific engines
There will be more on the comshyponents in detail in our next edishytion when we troubleshoot the ignition system The troubleshootshying will be specific to Single-row radial engines the Wright R-760 Continental R-670 Pratt and Whitshyney R-98S The Lycoming R-680 enshygines had a dual magneto but the basic ignition system was the same as a Continental system
To adequately learn how to troushy
32 AUGUST 2008
bleshoot airframe and powerplant problems in addition to learning the systems one must be able to diagnose the symptoms Inspection is most important dont be afraid to probe push pull shake and think out the problem The days are over when you can pull up to a fixed base operator and have someshyone there troubleshoot a problem on your 1929 airplane Take it from me the FAA has deleted or lowered knowledge levels for all older comshyponents and structures in the AampP
technician training programs Just go look at the mandated curricushylum in Federal Aviation Regulations Part 147 So where does the knowlshyedge and practical experience come from From the older generation of mechanics We must pass along our experience to those young AampPs who desire to follow in our footsteps Now is the time to show them the way
Next issue the American Bosch magneto and the history of the magneto ~
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds)
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(NAFl)
-Address changes
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Programs and Activities
Auto Fuel STCs 920-426-4843
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Education 888-322-3229
- EAA Air Academy
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Flight In5tructor information 920-426-6801
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Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
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Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
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Editorial 920-426-4825
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MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aaronautica are registered trademar1lts trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
4 0 AUGUST 2008
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ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
OCEAN REEF CLUB Thursday December 4 - Sunday December 7 2008
including The Antique and Classic Yacht Rendezvous The Concours dElegance of Automobiles The Antique and Classic Airplane Fly-In
Registration Fee $37500 + 75 tax per person
PLEASE CALL FOR RESERVATIONS BY NOVEMBER 3 Participation includes
305-367-5874 or email membereventsoceanreefcom road rally and luncheon and welcoming cocktail party on Friday
G LEAMING BRIGHTWORK ACCENTING ELEGANT CURVES THE SMELL OF OLD L EATHER
PALMS REFLECTED IN SPOTLESS CHROME IT COULD ONLY BE
Saturday day-long celebration ofboats cars and airplanes Saturday evening dinner party awards and
farewell breakfast on Sunday morning
Special Lodging Rate $23000 + tax and daily service charge
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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tune to the exciting times in aviation Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging First impressions last a lifetime so put these bring back the good times New Gener al Aviation Sizes Available
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
GET CONNECTED Stay Informed
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By sharing your e-mail address with us youll receive
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be shared with a third parly See our privacy policy at wwweooorgdisclaimerhtml
registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds)
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(NAFl)
-Address changes
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Programs and Activities
Auto Fuel STCs 920-426-4843
Buildrestore information 920-426-4821
Chapters locatingorganizing 920-426-4876
Education 888-322-3229
- EAA Air Academy
- EAA Scholarships
Flight In5tructor information 920-426-6801
Library ServicesResearch 920-426-4848
Medica l Questions 920-426-6112
Technical Counselors 920-426-6864
Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
EAA Platinum VISA Card 800-853-5576 ext 8884
EAA Aircraft Financing Plan 866-808-6040
EAA Enterprise Rent-A-Car Program
877-GAI -ERAC
Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aaronautica are registered trademar1lts trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
4 0 AUGUST 2008
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ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
L-4 CUB 1 finished my 1942 L-4 Cub about a year ago
with the help of several members in my local EAA Chapter 64 then 1 flew it across the counshytry for three weeks (about 100 hours) to help raise awareness for brain tumor and cancer reshysearch (I am a brain cancer survivor) The old Cub warbird flies hands-off in level flight and I could not be happier
Brian Brain Kissinger wwwFirstGivingcomlbrainsflight and www
BrainsFlightcom
BEECHCRAFT DEBONAIR We have just finished restoring our 1962 Beechcraft
Debonair to like-new condition The plane features an 10-470 260-hp engine horizontal situation indicator JPI S-Tec 55 (alt hold and tracking) and an MX20 with a comshyplete UPS radio stack It also has VistaNav with synthetic vision and XM WX Satellite Weather in the cockpit Our Little Debbie is a very nice ride
Jim Deutsch Punta Gorda Florida
STINSON 108-3 NC558C was forced into a complete restoration after enshy manship and of course Duane Bostrom for a great job
countering severe turbulence in May of 2007 Electing to in shooting the paint and detailing recommendations modify the original item resulted in adding a one-piece windshy NC558C is powered by a Franklin 6A-335-B1 speshyshield observer doors and numerous other improvements cially built by Greg Lucas of eG Lucas Co It trues out designed to improve 558Cs overall reliability and perforshy at 121 knots using 95 gph at 8500 feet with a 985 mance while keeping the end result as stock Station Wagon pounds of useful load Takeoff landing and climb pershyas possible Dave Ormond and I flew the first of three test formance is truly best defined as outstanding flights in March 2008 It has accrued 27 hours since Mark Meiggs
A special thanks to Dave for his guidance and crafts- Oakdale California
34 AUGUST 2008
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
GET CONNECTED Stay Informed
E-mail is the easiest way for you to get comected to the EAA community and stay informed
By sharing your e-mail address with us youll receive
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be shared with a third parly See our privacy policy at wwweooorgdisclaimerhtml
registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds)
National Association of Flight Instructors
(NAFl)
-Address changes
-Merchandise sales
-Gift memberships
Programs and Activities
Auto Fuel STCs 920-426-4843
Buildrestore information 920-426-4821
Chapters locatingorganizing 920-426-4876
Education 888-322-3229
- EAA Air Academy
- EAA Scholarships
Flight In5tructor information 920-426-6801
Library ServicesResearch 920-426-4848
Medica l Questions 920-426-6112
Technical Counselors 920-426-6864
Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
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EAA Aircraft Financing Plan 866-808-6040
EAA Enterprise Rent-A-Car Program
877-GAI -ERAC
Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aaronautica are registered trademar1lts trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
4 0 AUGUST 2008
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EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
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Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration Or is it done and youre busy flying and showing it off If so wed like to hear from you Send us a 4-by-6shyinch print from a commercial source (no home printers please- those prints just dont scan well) or a 4-by-6shyinch 300ltJpi digital photo A JPG from your 25-megapixel (or higher) digital camera is fine You can burn photos
to a CD or if you re on a high-speed Internet connection you can e-mail
Ot1J oft e 92 9 - 949them along with a text-only or Word document describing your airplane (If ationa ofit cJszcefj your e-mail program asks if you d like to The only comprehensive DVD Story of the National Air Races available make the photos smaller say no) For Aviation fans will enjoy the year-by-year storytelling about the airplanes and
more tips on creating photos we can the pilots who flew themRose DOTeey EAA Sport
publish visit VAAs website at www a positive addition to the aviation his torians
vintageaircraftorg Check the News video collection J erri Bergen Am erican Aviation His torical S ociety
page for a hyperlink to Want To Send I highly recommend this interesting video Us A Photograph
Tim Sa vage Warbird Diges t For more information you can
also e-mail us at vintageaircraft eaaorg or call us at 920-426-4825
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VINTAGE AIRPLANE 35
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
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registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
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Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds)
National Association of Flight Instructors
(NAFl)
-Address changes
-Merchandise sales
-Gift memberships
Programs and Activities
Auto Fuel STCs 920-426-4843
Buildrestore information 920-426-4821
Chapters locatingorganizing 920-426-4876
Education 888-322-3229
- EAA Air Academy
- EAA Scholarships
Flight In5tructor information 920-426-6801
Library ServicesResearch 920-426-4848
Medica l Questions 920-426-6112
Technical Counselors 920-426-6864
Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
EAA Platinum VISA Card 800-853-5576 ext 8884
EAA Aircraft Financing Plan 866-808-6040
EAA Enterprise Rent-A-Car Program
877-GAI -ERAC
Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aaronautica are registered trademar1lts trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
4 0 AUGUST 2008
BUilT FOR YOU~ THE NEW 2009 FORD F150 bull 1 in towing bull Best-in-class payload capability bull Governments highest frontal crash test rating bull Biggest cargo volume bull Strongest Frame in its class bull Telescoping trailer towing mirrors bull Available trailer tow package
ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE COLLECTION OF TED BUSINGER SALEM ARKANSAS
We should mention that the previous two images from Teds collection were originally taken by his friend Roy Russell Roy was a young man during the early years of aviation and he often had his camera with him as he visited the airfields in southern California
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer
needs to be in no later than September 10 for inclusion in the November 2008 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to MysteryPlaneeaaorg Be sure to inshyclude your name plus your city and state in the body of your note and put(Month) Mystery Plane in the subject line
MAYS MYSTERY ANSWER
Heres a side view of the landis-Earle 101 our May Mystery Plane
36 AUGUST 2008
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
GET CONNECTED Stay Informed
E-mail is the easiest way for you to get comected to the EAA community and stay informed
By sharing your e-mail address with us youll receive
bull EAAs e-Horline electronic newsletter
bull Information on EAA events
bull The latest aviation industry updates
bull And requests for your feedback on current
aviation issues
Getting connected is easy log on to wwweaaorgemail
and fill in the form
Changed your e-mail address Let us knowl
Your name ood e-mail address will reer
be shared with a third parly See our privacy policy at wwweooorgdisclaimerhtml
registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds)
National Association of Flight Instructors
(NAFl)
-Address changes
-Merchandise sales
-Gift memberships
Programs and Activities
Auto Fuel STCs 920-426-4843
Buildrestore information 920-426-4821
Chapters locatingorganizing 920-426-4876
Education 888-322-3229
- EAA Air Academy
- EAA Scholarships
Flight In5tructor information 920-426-6801
Library ServicesResearch 920-426-4848
Medica l Questions 920-426-6112
Technical Counselors 920-426-6864
Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
EAA Platinum VISA Card 800-853-5576 ext 8884
EAA Aircraft Financing Plan 866-808-6040
EAA Enterprise Rent-A-Car Program
877-GAI -ERAC
Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aaronautica are registered trademar1lts trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
4 0 AUGUST 2008
BUilT FOR YOU~ THE NEW 2009 FORD F150 bull 1 in towing bull Best-in-class payload capability bull Governments highest frontal crash test rating bull Biggest cargo volume bull Strongest Frame in its class bull Telescoping trailer towing mirrors bull Available trailer tow package
ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
Subscribe to e-Hot Line EAAs free weekly members-only
We had but two responses to our May Mystery Plane heres our note from Wes Smith of Springshyfie ld Illinois
Wild guess After much thought and searching could the May 2008 Mystery Plane be the Landis and Earle or Landis-Earle 1934101 As in George L Landis and Blodgett Earle Aerofilescom mentions a two-place cabin high-wing monoplane conshystructed by Landis and Earle (4633 Cramer St Milwaukee Wisconsin) in 1934 The 101 was powered by a 90-hp Cirrus and was apparently
GET CONNECTED Stay Informed
E-mail is the easiest way for you to get comected to the EAA community and stay informed
By sharing your e-mail address with us youll receive
bull EAAs e-Horline electronic newsletter
bull Information on EAA events
bull The latest aviation industry updates
bull And requests for your feedback on current
aviation issues
Getting connected is easy log on to wwweaaorgemail
and fill in the form
Changed your e-mail address Let us knowl
Your name ood e-mail address will reer
be shared with a third parly See our privacy policy at wwweooorgdisclaimerhtml
registered as NR or NC 13657 The wings were modified from a Pheasshyant Traveler and at first I thought the aircraft was a Pheasant or pershyhaps some sort of modified Ogden or even a Polish RWD-4
Right on the money Wes Forshyrest Lovely of Jordan Minne shysota pointed out the lineage of the Pheasa n t and the fact that we had printed the photo backshyward In fact the pr int we have is backward and sure enough we scanned it and dutifully repeated the mistake
electronic newsletter
To start receiving e-Hot Line this week visit the members-only site at wwweaaorg or simply click on the Subscribe to e-Hot Linebox on the home page ~)___EAA
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over aged dope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
VINTAGE AIRPLANE 37
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds)
National Association of Flight Instructors
(NAFl)
-Address changes
-Merchandise sales
-Gift memberships
Programs and Activities
Auto Fuel STCs 920-426-4843
Buildrestore information 920-426-4821
Chapters locatingorganizing 920-426-4876
Education 888-322-3229
- EAA Air Academy
- EAA Scholarships
Flight In5tructor information 920-426-6801
Library ServicesResearch 920-426-4848
Medica l Questions 920-426-6112
Technical Counselors 920-426-6864
Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
EAA Platinum VISA Card 800-853-5576 ext 8884
EAA Aircraft Financing Plan 866-808-6040
EAA Enterprise Rent-A-Car Program
877-GAI -ERAC
Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aaronautica are registered trademar1lts trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
4 0 AUGUST 2008
BUilT FOR YOU~ THE NEW 2009 FORD F150 bull 1 in towing bull Best-in-class payload capability bull Governments highest frontal crash test rating bull Biggest cargo volume bull Strongest Frame in its class bull Telescoping trailer towing mirrors bull Available trailer tow package
ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
This VAA Calendar of Events is a fraction of those posted on the newest page on the EM website To submit an event or to view the most up to date list please visit the EM website at wwweaaorgcalendar During 2008 well publish this calendar as we transition to an all-web based calendar for 2009 This list does not constitute approval sponsorship involvement control or direction of any fly-in seminar fly market or other event
August 10 - Queen City MO - Applegate Airport 21st Annual Watermelon
Fly-in and BBQ 200 PM middotDark Come and see grass roots aviation at its
best Info 66()766-2644 or 660-665-0210 or ccphanemrnet
August 10 - Chetek WI - Chetek Municipal Southworth Airport (Y23)
Annual BBQ Charity Fly-In 1030 - 330 pm Modern Antique Unique
planes and Warbirds Antique and Collector cars Children activities
and airplane ride raffle Water ski show to follow wwwhydroflitescom
Contact info Chuck Harrison 715456-8415 charleytangoyahoocom
Tim Knutson 651middot308-2839 n3nknutcitizens-telnet
August 10 - Chetek WI - Annual BBQ Charity Fly-In (Y23) Modern
Antique Unique planes and Warbirds Antique and Collector
cars Children activities and airplane ride raffle Water ski show
to follow wwwhydroflitescom 1030-330 pm Contact Chuck
Harrison Phone 715-456-8415 charleytangoyahoocom
August 16-17 - Oshkosh WI - Good 01 Days Pioneer Airport
Vintage aircraft and car demonstrations send a piece of airmail
and play an old-fashioned childrens game Fun for the whole
family Included in museum admission 1()5 pm Contact Kathy
Hanson Phone 920-426-6135 Email museumeaaorg
August 17 - Brookfield WI - Fly-in drive-in and Ice Cream Social
at Capitol Drive Capitol Drive Airport (02C) Antique aircraft and
autos ice cream and sundaes Start Time 1200-5 pm Contact
Jim Brown Phone (262) 895-6282 Email jb1910wirrcom
August 22-24 - Brampton ON Canada - Bellanca-Champion Club
East Coast Fly-In Brampton Airport (CNC3) Get your passport
now Our annual East Coast Fly-In will have an international flavor
this year Contact Robert Szego Phone 518middot731-6800 staff
bellanca-championclubcom Online registration at wwwbellancashy
championclubcom
August 23 - Delaware OH - EM Vintage 27 Fly In Breakfast (DLZ)
Fly-In Breakfast 8-10 am Contact Woody Mcintire Phone
6145652887 wjmcintirecscom
August 23 - Valle-Williams AZ - Grand Canyon Valle Airport
(40G) Uust 25 miles south of Grand Canyon) Fourth Annual
Thunder over the Coconino Fly-In Sponsored by EM Chapter
856 8-4 pm $1000 per plane (includes entrance fee for Planes of Fame Museum) Contact Norm Gobeil (928) 635-5280 info
valleairportcom wwwvalleairportcom
August 23-24 - East Livermore ME - Bowman Field Fly-In Bowman
Field (Bl0) Family fun weekend Aircraft flea market games
for kids camping and lots of Airport Camaraderie Seaplane
ops allowed If you have wheels floats or a hull we will see you
there Contact Kenny Lyman Phone 207-897-5104 Email kaslmegalinknet
August 30 - Marion IN - Marion Municipal Airport (MZZ) 18th
Annual Fly In CruiseIn 700 am -2 00 pm Antique classic
homebuilt ultralight and warbird aircraft and vintage cars
trucks motorcycles and tractors AII-you-can-eat pancake
breakfast all proceeds go to benefit Marion High School
Marching Band Website wwwFlylnCruiseln com Ray Johnson - (765)664-2588
September 1-7 - Galesburg IL - National Stearman Fly-In Galesburg
Municipal Airport (GBG) All About Stearman 37th National
Stearman Fly-In Programs on Stearman history technical
seminars on flying and maintenance flying contests Dawn Patrol
lunchtime flyouts pizza party and Labor Day evening picnic
Awards banquet on Saturday night and a Sunday morning airport
breakfast Contact Jeanne Conlon President Phone 309-343shy
6409 Email stearmanstearmanflyin com
September 4-7 - Greenville ME - 35th International Seaplane Fly In
Maine Dept of Inland Fisheries and Wildlife Stobie Hangar For
more info visit wwwseaplanefly-inorg
September 12-14 - Hammondsport NY - Glenn H Curtiss Museums
Annual Seaplane Homecoming Featuring the first flight of the
Curtiss America Seaplane rides The Glenn Curtiss Salute
seaplane parade boat cruises on Keuka Lake vendors and
exhibitors period dress contest and much more Dining with
Glenn dinner Saturday evening Registration includes access to
the museum all weekend Contact Glenn H Curtiss Museum
Phone 607-569-2160 Email infoglennhcurtissmuseumorg
September 13-14 - Auburn IN - Midwest Stinson Fly-in VAA Chapter
37 (GWB) Pancake breakfast and Young Eagles in the morning
with a Midwest fish and chicken fry on Saturday evening
Visit one of the 3 local museums (Auburn Cord Duesenberg
MuseumWW II Victory Vehicle Museum Hoosier Warbirds
Museum) for a great day Vintage cars and motorcycles will also
be on hand Camping local motels available Contact Tim Fox
Phone 260-437-7702 Email timflyingshepherdscom
September 13-14 - Weirwood VA - Great War Aerodrome WWI Fly-in
Campbell Field (9VG) A WWI themed fly-in Come see WWI
replicas models and re-enactors Meet historians and collectors
Replica owners and vendors should ontact Robert Waring
Phone 703309-7596 Email greatwaraerodromeyahoocom
September 19-21 - Troy OH - WACO Field (lWF) Annual WACO Fly-in
at Historic WACO Field 8-5 Saturday and 9-4 Sunday Pancake
Breakfast Sat WACO rides all 3 days Parade of WACOs Sat
Museum tours food and fun Benefits the WACO Historical
Society For more information contact John Schilling at john
schillingwacoyahoocom or Karen Purke at karenpurkewoh
rrcom
September 19-20 - Bartlesville OK - 52 Annual Tulsa Regional Fly-In Contact 1-918-622-8400 wwwtulsaflyincom
September 19-21 - Coffeyville KS - Funk Aircraft Owners Association Reunion Coffeyville Aviation (CFV) Gathering of Funk Aircraft
from around the country Buddy rides Balloon Burst Bomb Drop
Spot Landing Contests (weather permitting) and lots of hangar
flying Free admission Contact LaNell Brown Phone 903-461shy
1304 Email brownrlgeusnetcom
September 20 - Delaware OH - EM Vintage 27 Fly In Breakfast
(DLZ) Fly In Breakfast Start Time 0800 End Time 1000
Contact Woody Mcintire Phone 6145652887 Email
wjmcintirecscom
October 3-5 - Camden SC - Woodward Field (KCDN) VAA Chapter 3 Fall
Fly-In All Classes Welcome BBQ on field Fri Eve EAAjudging all classes Sat Awards Dinner Sat night Info Jim Wilson 843-753-7138 or
eiwilsonhomexpresswaynet
38 AU G U ST 2008
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds)
National Association of Flight Instructors
(NAFl)
-Address changes
-Merchandise sales
-Gift memberships
Programs and Activities
Auto Fuel STCs 920-426-4843
Buildrestore information 920-426-4821
Chapters locatingorganizing 920-426-4876
Education 888-322-3229
- EAA Air Academy
- EAA Scholarships
Flight In5tructor information 920-426-6801
Library ServicesResearch 920-426-4848
Medica l Questions 920-426-6112
Technical Counselors 920-426-6864
Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
EAA Platinum VISA Card 800-853-5576 ext 8884
EAA Aircraft Financing Plan 866-808-6040
EAA Enterprise Rent-A-Car Program
877-GAI -ERAC
Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aaronautica are registered trademar1lts trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
4 0 AUGUST 2008
BUilT FOR YOU~ THE NEW 2009 FORD F150 bull 1 in towing bull Best-in-class payload capability bull Governments highest frontal crash test rating bull Biggest cargo volume bull Strongest Frame in its class bull Telescoping trailer towing mirrors bull Available trailer tow package
ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
GET THE SKILLS TO GET IT BUILT
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VM reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (9204264828) or e-mai l (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager P O Box 3086 Oshkosh WI 54903-3086
AIRCRAFT D Trone Aircraft Collection - Thunderbird
W-14 WACO DSO Challenger KR-31 Command-Aire Bird Lincoln Sport Polson Special (Daugherty) Snyder Baby Bomber Corben Super Ace Nieuport 11 Photos at wwwdtroneaircraftcolectioncom Sales eftronedtroneaircraftcollection ~ 217~-7501
ENGINES D Trone Aircraft Collection - Engines Gnome Rotary Harroun Sturtevant Curtiss OXX-6 Curtiss V2-C3 Curtiss K-12 Wells-Adams Michigan Rover Kemp LeRhone Rotary Globe Aero Milwaukee Skymotor Lenape Chief Lenape Lawrence WWI Cleone Long Harlequin Lincoln Light Photos at www dtroneaircraftcollectioncom Sales eftrone dtroneaircraftcollectioncom 217-632-7501
MISCELLANEOUS Flying wires available 1994 pricing Visit www
fyingwirescom or call 800-517-9278
REAL ESTATE Hangar site suitable for 5Ox SO hangar
Located at a growing Orlando Apopka Country Airport in central Florida This airport has a newly expanded runway Site is close to the FBO and runway Airport has a newly formed EAA Chapter with numerous homebuilts $l35K OBO Call Pilot Properties at 407-268-4950
SERVICES Always Flying Aircraft Restoration UC AampP loA Annual 100 hr inspections
Wayne Forshey 740-472-1481 Ohio - statewide
GET YOUR HOMEBUILDING PROJECT OFF THE GROUND BY SIGNING UP FOR EAAS SPORTAIR WORKSHOPS BEGINS DURATION COURSE DESCRIPTION LOCATION Augusl 23-24 2days Electrical Systems Wiring ampAvionics Frederick MD
August 23-24 2days Vons RV Assembly Oshkosh WI
September 5-7 2~ days TlG Welding Griffin GA
September 5middot7 2~ days Repairman (ElSA) Inspection shyAirplane Broomfield CO
September 6-7 2days Denver Workshop Eventmiddot Electrical Systems Fabric Covering Sheet Metal Test Flying and Whats Involved in Kitbuilding
Redstone College Broomfield CO
September 6-7 2days Vons RV Assembly Riverside CA
September 12-14 2~ days Repairman (ElSA) Inspection -Airplane Oshkosh WI
September 19-21 2~ days Repairman (ELSA) Inspection -Airplane Riverside CA
September 26-28 2~ days Repairman (ElSA) Inspection -Airplane lantana Fl
September 27-28 2days Northeast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Daniel Webster College Nashua NH
October 4-5 2days West Coast Workshop Event shy Composite Construction Fabric Covering Electrical Systems Sheet Metal Test Flying and Whats Involved in Kitbuilding
Flabob Airport Riverside CA
VISIT WWWSPORTAIRCOM OR CALL 1middot800middot967middot5746 FOR DETAILS EAA SportAir Sponsors
a ~ ~WORKSHOPS
wwwpolyfibercom wwwaircrafisprucecom--iro-shyV I N T AGE A I RPLA NE 39
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds)
National Association of Flight Instructors
(NAFl)
-Address changes
-Merchandise sales
-Gift memberships
Programs and Activities
Auto Fuel STCs 920-426-4843
Buildrestore information 920-426-4821
Chapters locatingorganizing 920-426-4876
Education 888-322-3229
- EAA Air Academy
- EAA Scholarships
Flight In5tructor information 920-426-6801
Library ServicesResearch 920-426-4848
Medica l Questions 920-426-6112
Technical Counselors 920-426-6864
Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
EAA Platinum VISA Card 800-853-5576 ext 8884
EAA Aircraft Financing Plan 866-808-6040
EAA Enterprise Rent-A-Car Program
877-GAI -ERAC
Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aaronautica are registered trademar1lts trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
4 0 AUGUST 2008
BUilT FOR YOU~ THE NEW 2009 FORD F150 bull 1 in towing bull Best-in-class payload capability bull Governments highest frontal crash test rating bull Biggest cargo volume bull Strongest Frame in its class bull Telescoping trailer towing mirrors bull Available trailer tow package
ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
1521 E MacGregor Dr 2448 Lough Lan e New Haven IN 4677 4 Hartfo rd WI 53027
260-493middot4724 262-673-5885 ilie702Saolcom gdaubllereaaorg
Secretary Treasurer Steve Nesse Charl es W Harri s
2009 High land Ave 72 I 5 East 46th St Albert Lea M N 56007 Tulsa OK 74147
507-373-1 674 9 18-622-8400 sblesdeskmediacom cwhhv5ucom
DIRECTORS Steve Bender
85 Brush H ill Road Sh erborn M A 0 1770
508middot653middot7557 sst l Ocomcastet
David Bennett 375 Killdeer Ct
Lincoln CA 95648 9 16middot645-8370
antiquernreachcom
John Berendt 7645 Echo Poin t Rd
Cannon Falls M N 55009 507-263-2414
fcl1ldbevcomm el
Jerry Brown 4605 Hickory Wood Row
Greenwood IN 46 I 43 3 17-4 22middot9366
IbrowIl4906aoi COlll
Dave Clark 635 Vestal Lane
Plainfield IN 46168 3 17-839-4500
davecpdiques t1Iet
John s Copeland 1 A Deacon Street
Northborough M A 0 1532 508-393-4775
copeand l jrmocom
Phil Coulson 28415 Springbrook Dr
Lawton MI 49065 269middot624middot6490
rcouison5 16Cscom
Dale A Gustafson 7724 Shady Hills Dr
Indian apolis IN 46278 317-293-4430
dalefayemsl1com
Jean nie Hill PO Box 328
Harvard IL 60033-0328 8 15middot943-7205
dinghaoowc net
lspie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-365 0
windsockaoJcom
Dan Knutson 106 Tena Marie Circle
Lodi WI 53555 608middot592middot7224
lodicubcilarter net
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaol com
Robert D Bob Lumley 1265 South 124th st Brookfield W I 53005
262middot782middot2633 lumperexecpccol1l
SH Wes Schmid 2359 Le feber Avenue
Wauwatosa WI 532 13 41 4-77 1-1 545
sltscilmidmiwpccom
DIRECTORS EMERITUS
Robert C Braue r EE Bu ck Hilbert 9345 S Hoyne 8 102 Leech Rd
Ch icago IL 60643 Union IL 60180 805-782-9713 8 15-923-459 1
photopiotaolcom bllck7acgmaiJcom
Gene Chase Gene Morris 21 59 carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-231-5002 81 7-49 1middot9 110
GRCHAcharterl1et gellemorrischarter tlet
Ronald C Fritz 15401 Spart a Ave
Kent Ci ty M I 49330 6 16-678-50 12
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND ~ EAAs V INTAGE A IRCRAFT ASSOCIATION
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircraftarg wwwairventurearg wwweaaargmemberbenefits E-Mail vintageaircra(teaaarg
EAA and Division Membership Services
800-843-3612 FAX 920-426-6761
(800 AM-700 PM Monday- Friday CSn -Newrenew memberships EAA Divisions
(Vintage Aircraft Association lAC Warbirds)
National Association of Flight Instructors
(NAFl)
-Address changes
-Merchandise sales
-Gift memberships
Programs and Activities
Auto Fuel STCs 920-426-4843
Buildrestore information 920-426-4821
Chapters locatingorganizing 920-426-4876
Education 888-322-3229
- EAA Air Academy
- EAA Scholarships
Flight In5tructor information 920-426-6801
Library ServicesResearch 920-426-4848
Medica l Questions 920-426-6112
Technical Counselors 920-426-6864
Young Eagles 877-806-8902
Benefits
AUA Vintage Insurance Plan 800-727-3823
EAA Aircraft Insurance Plan 866-647-4322
Term Life and Accidental 800-241-6103
Death Insurance (Harvey Watt amp Company)
1-800-JOlN-EAA
EAA Platinum VISA Card 800-853-5576 ext 8884
EAA Aircraft Financing Plan 866-808-6040
EAA Enterprise Rent-A-Car Program
877-GAI -ERAC
Editorial 920-426-4825
VAA Office FAX 920-426-6579
MEMBERSHIP INFORMATION I
EAA I Membership in the Experimental Aircraft
ASSOCiation Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additio nal $10 annually Junior Membership (under 19 years of age) is available at $23 annually All ma jor credit cards accepted for membership (Add $16 far Fareign Pastage)
EAA SPORT PILOT Current EAA m embe rs may add EAA
SPORT PILOT magazine for an additio nal $20 per year
EAA Memb e rship and EAA SPORT PILOT magazine is ava ilable fo r $40 p er year (SPORT AVIATION magaZine n o t in shycluded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA m embe rs may jo in the
Vintage Aircra ft Association and receive VINTAGE AIRPLANE magaZine fo r an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magaZine and one year membership in the EAA Vin tage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
lAC Curre nt EAA m embe rs m ay jo in the
Inte rna tio n a l Aerob a t ic Club Inc Divishysio n a nd rece ive SPOR T AER OBATICS magazine fo r a n additional $45 per year
EAA M embership SPORT AEROBATshyICS m agaZine and o n e year membership in the lAC Divisio n is available for $55 per year (SPORT AVIATION m agazine n o t includ ed ) (Add $18 for Foreign Postage)
WARBIRDS Current EAA m embers m ay join the EAA
Warbirds of America Division and receive WARBIRDS magaZine for an additional $45 per year
EAA Membersh ip WARBIRDS m aga shyz in e a nd o n e ye ar m e mbe rship in the Warbirds Division is available fo r $55 per year (SPORT AVIATION m agaZine n ot inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remitta n ce w ith a
ch eck o r draft drawn o n a United Stat es bank payable in United States dollars Add required Foreign Postage a mo unt for each membership
Membership dues to EAA a nd its d ivisions are not tax deductible as charitable contributions
Copyright C2008 by the EM Vintage Aircraft Association Ail rights reserved VINTAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EM membere and 546 for non-EM membere Periodicals Postage paid at Oshkosh Wisconsin 54901 and at add~ionaI mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Retum undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Membere are encouraged to SlJbm~ stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to Edilor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aaronautica are registered trademar1lts trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
4 0 AUGUST 2008
BUilT FOR YOU~ THE NEW 2009 FORD F150 bull 1 in towing bull Best-in-class payload capability bull Governments highest frontal crash test rating bull Biggest cargo volume bull Strongest Frame in its class bull Telescoping trailer towing mirrors bull Available trailer tow package
ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
BUilT FOR YOU~ THE NEW 2009 FORD F150 bull 1 in towing bull Best-in-class payload capability bull Governments highest frontal crash test rating bull Biggest cargo volume bull Strongest Frame in its class bull Telescoping trailer towing mirrors bull Available trailer tow package
ENJOY THE PRIVILEGE OF PARTNERSHIP EAA Members who are considering the purchase or lease of anew Ford Company vehicle should be sure to take advantage of the Ford Partner Recognition Program Your membership benefits qualify you for X-Plan pricing which could save you as much as $3091 on a2009 Ford F150
EXCLUSIVE PRICING EXCEPTIONALLY SIMPLE Ford Motor Company in association with EAA is proud to offer members the opportunity to save on the purchase or lease of vehicles from Ford Motor Companys family of brands
Get your personal identification number (PIN) and learn about the great value of Partner RecognitionIX-Plan at wwwfordpartnercom
Certain restrictions apply Available at particlpatlnl dealers Please refer to wwweaaorl or call aOO-JOIN EAA
