Vintage Airplane - Apr 2005

8/20/2019 Vintage Airplane - Apr 2005

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N E

VOL 33, No 4 2005

G

CONTENTS

1 Straight

and

Level

2

VAA

News

4

Reminiscing

with

BigNick

My35-YearLoveAffairPart

II

by NickRezich

7

The

Vintage

Instructor

Patterns,PartII

by

Doug

Stewart

8

Pass

It To

Buck

SuperPreflight

by

BuckHilbert

1

Al

MenascoAviationPioneer.

PartI

byChet Wellman

COVERS

FRONT COVER:

Front and Back Covers:

The

rare Thruxton

Jackaroo was the brainchild of an RAF officer; 16 deHavil

land Tiger Moths were modified , and another

10

kits for the

modification were made. The four-seat biplane is doubly

rare

in

layout; the controls for the airplane remain in tan

dem configuration , both on the left side of both the front

and

aft

seats. See Budd Davisson's story beginning on

page

14

.

EM photo by Jim Koepnick, shot with professional Canon

digital camera equipment. EMphoto plane flown by Bruce

Moore.

ST FF

Publisher Tom

Poberezny

Editor-in-Chief

ScottSpangler



G OFF

RO ISON

PRESIDENT VINTAGE AI RCRAFT ASSOCIATION

Volunteers

and Chapters

Volunteers

and Chapters

are

the

topics

of

discussion this

month.

Our

VAA volunteers

have

proven them

selves to be

the cream

of

the

crop.

During

EAA

AirVenture Oshkosh, the

Vintage area routinely attracts

hun

dreds

of

volunteers. This

past

year,

436 volunteers put

in

21,973 hours

to get

the

grounds ready

and

run the

Vintage area during

EAA

AirVenture.

In exchange for their hard work, we

try

our

best to go

out of our

way to

treat these fine folks to a good time.

I think this is reflected

in the

number

of repeat volunteers we see each year.

What

is

that one

element

that

is

always present

that

convinces these

valued

volunteers to return

to

EAA

AirVenture year after year? I

hon

estly believe that it's "different strokes

for different folks." Each year we see

a large

number

of new people who

sign up to volunteer with us, and we

are increasingly convinced that we

are doing our best to retain each and

everyone

of them.

Again, this con

cept is best reflected by the

number

of repeat volunteers we see each year.

Why do I think this is an important

factor to spell out to our member

ship? The answer is twofold.

First

and

seems to

me that

we

continue

to see

bigger

and

better things

coming

out

of our relationships with these Chap

ters

and

their members.

You

folks are

all important to

the

overall well-being

and the many

successes of the Vin

tage organization. One individual

re-

ally must be

mentioned

here as

the

unsung hero of all the Vintage Chap

ters.

That

person

is

Robert Bob

Brauer. Bob is a

longtime director

serving on

the

Vintage board of direc

tors. For as

long

as I can remember,

Bob has been

the

VAA Chapter cheer

leader

who

has constantly served as

the administrator

and

recruiter

for

our many Vintage Chapters. He also

is

our

board member liaison with

the

EAA Chapter office. For

many

years,

this has long been a year-round ef

fort by Bob as he responds to the vari

ous inquiries about VAA Chapters and

ultimately sells the benefits of estab

lishing a local Chapter in a particular

region. Thanks, Bob, for all your ef-

forts in administering the

VAA

Chap

ter program for all these years.

As a lot of you are aware, many

VAA

Chapters also playa vital role at

EAA AirVenture each year. These vol

unteers provide a myriad of services

to help make a difference at this year's

event. Please be assured that on what

ever level you may choose to partici

pate will be sincerely appreciated.

I also

wanted

to

mention

that, al

though each year

we see a good

number of

key Chapter officers

and

individual leaders participate

in

the

Friends of the

Red

Barn fund, we saw

a donat ion this year

that

really set me

back

on

my heels.

When

Chapter 10

in

Tulsa

made

a Chapter

donation

last year, we were all pleasantly sur

prised, and now, another chapter has

stepped

up

to the plate. VAA Chapter

11 in Brookfield, Wisconsin, recently

made a

Diamond

level

donation

to

the

Friends of

the

Red

Barn fund.

To me, this is truly

an

exceptional

gesture by the

membership of

Vin

tage Chapter 11. It's one of the groups

who

always plays a vital role in vol

unteering personal time at EAA Air-

Venture each year. These are the guys

and gals

who

operate Toni's Trolley

in

the

Vintage area. They drive a van

around the Vintage area during the

convention and offer free shuttle ser

vice to our fly-in members who park

their aircraft in the Vintage area.

Our sincere thanks go out to all the



New VAA

Chapter

Congratulations to the

new

members of VAA

Chapter 38

in

Columbus, Ohio.

In mid

February VAA

38

received its

VAA Chapter

charter, making

it the

newest

member of

the 18

VAA

Chapters in good

standing.

For information

about Chapter

38,

contact

pres ident

Perry

Chappano,

614/485-9354,

e-mail

[email protected].

We look

forward

to

hearing

what they're

up to

in the

coming

fly-in season.

you'd

like

to know

more

about

creating

a VAA chapter in your

area, contact

Troy

Toelle in

the

EAA

Chapter

Office

at

920/426

6847,

e-mail [email protected],

or

contact the VAA board member

in

charge of

VAA

chapter relations,

Bob Brauer, 773/779-2105 or e

mail

photopilot@aol com You

can

also learn about chapter

formation

on the

Web

at

www.

eaa.org/chapters/de ault.asp.

For

the

location of the nearest VAA

Chapter,

log

on to www.eaa.org/

chapter/chapter_locator.html.

VAA Work

Weekends

In just a few short

weeks

the

snow will be gone

here

in central

Wisconsin,

and our thoughts

will

once

again turn towards the fly-in

season. Each year there are plenty

of

tasks to perform as we prepare

the VAA area for EAA AirVenture

Oshkosh 2005. This year, we'll be

maintenance

of windows

in the

Red Barn and Volunteer Center

were accomplished,

along

with a

new

back

door

for the Red Barn.

Come and join the fun

AirVenture Attractions

It's going

to be a

banner

year

for

EAA

AirVenture On the

modern front,

SpaceShipOne,

with

its carrier

ship White

Knight,

will be here,

along with

the Scaled

Composites

crew

that

made it all

happen. In

addition,

Steve Pitcairn

is

flying his

iss Champion

Pitcairn

PCA-2

autogiro

iss

Champion

to

the annual

fly-in, where

he will

donate the

historic

rotorcraft to

the EAA AirVenture Museum. After

the annual convention, it will be

placed on display

in EAA's

Pitcairn

Hangar at

Pioneer

Airport. This

may very well

be the

last time

you'll

get

to

see

iss Champion

in

flight. How

could

you miss that?

For

more

information about

attending

EAA AirVenture, visit

www.airventure.org. Remember, all

aircraft eligible for judging within

the VAA judging guidelines are able

to park in the VAA area. Historically,

the convention

grounds have

never closed to

judging-eligible

aircraft for parking.

EAA FAA Forge

Unique Partnership

It should be

no

mystery

why the

FAA's senior

managers

attend

EAA

certification services director

-

Jim Ballough, director, flight

standards service

-Mar t i n

Weaver , manager,

light-sport aviation office

-

Frank Paskiewicz,

manager,

production/airworthiness

certification division

- Scot t Sedgwick, manager,

standards

office,

small aircraft

directorate

- J o e

T i n t e r a

manager ,

regulatory support

division

-

Anne Graham

assistant

manager, general aviation

division

- Carol Giles, deputy

director,

flight

standards

service

-

Dave

Cann ,

manager,

aircraft

maintenance division

EAA provides a number

of

proactive safety programs

to

its

members

such as Technical

Counselors,

Flight

Advisors, and

EAA

SportAir

Workshops because

safety

is

rooted in doing

things

right, and with high standards.

In this tradition, EAA helped

the

FAA

develop and implement

the Amateur-Built DeSignated

Airworthiness Representative

(AB-DAR) program. EAA doesn't

only talk about

issues,

we work

constructively

and

cooperatively to

get things done," Poberezny said.

Because of this , the organizations

have agreed to annual summits.

Vintage Aging Aircraft

mailto:[email protected]



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The

200S

Friends

of the Red Barn Campaign

Many services are provided to vintage aircraft en

thusiasts at E AirVenture Oshkosh. From parking

airplanes to feeding people at the Tall Pines Cafe and

Red Barn, more than 400 volunteers do it all. Some

may ask, If volunteers are providing the services,

where is the expense?"

Glad you asked. The scooters for the flightline crew

need repair

and

batteries,

and

the Red Barn needs

paint, new windowsills, updated wiring,

and

other

sundry repairs, plus we love to care for our volunteers

with special recognition caps

and

a pizza party. The

list really could go on

and

on,

but no

matter how

many expenses

we

can

point

out,

the

need remains

constant. The Friends of

the Red

Barn fund helps pay

for the

V

expenses at

E

AirVenture,

and is

a cru

cial part of

the

Vintage Aircraft Association budget.

Please help

the V and

our 400-plus dedicated

volunteers make this an unforgettable experience for

our many

E

AirVenture guests. We've made it even

more fun to give this year, with more giving levels to

fit

each person's budget,

and

more interesting activi

ties for donors

to

be a part of.

Your

contribution now really does make a differ

ence. There are six levels of gifts and gift recognition.

Thank

you for whatever you can do.

Here are some of the many activities the Friends of

the Red Barn fund underwrites:

• Red Barn Information Desk Supplies

• Participant Plaques

and

Supplies

• Toni s Red Carpet Express Repairs and Radios

• Caps

for

VAA

Volunteers

• Pizza Party for VAA Volunteers

• Hightline Parking Scooters and Supplies

•

Br

eakfast for Past Grand Champions

• Volunteer Booth Administrative Supplies

• Membership Booth Administrative Supplies

• Signs Throughout

th

e Vintage Area

• Red Barn and Other

uilding

s Maintenance

• And More!

Thank-You Items

by Level

Name Listed:

Vintage,

Web

& Sign

at

Red Barn

Donor

Appreciation

Certificate

Access to

Volunteer

Center

Special

FORB

Badge

Two Passes

to VAA

Volunteer

Party

Special

FORB

Cap

Breakfast

at

Tall Pines

Cafe

Tri-Motor

Ride

Certificate

Two Tickets

to VAA

Picnic

Close Auto

Parking

Diamond, $1,000 X X

X

X

X X

2 People

/Full

Wk

2 Tickets X Full Week

Platinum,

$750

X X X X X X

2 People/ Full Wk

2 Tickets X

2 Days

Gold, $500 X X X X

X X

1 Person/ Full Wk

1 Ticket

Silver,

$250

X X X X

X X

Bronze 100 X X X X

Loyal Supporter,

$99

&

Under

X X

VAA Friends

of

the

Red

Barn

Name

_______________________________________________________

EAA#

________

VAA#

______

__

Address__________________________________________________________________________City/



REMINIS ING

WITH

IG

NI K

My 3S YEAR LOVE AFFAIR PART I I

Reprinted from

Vint

ge

irplane

Septemb r 974

My favorite story

about

the Ca

det

is

a chapter

in

aviation history.

This particular flight

didn

't receive

the publicity it warranted, but be

lieve-you-me, it was historic.

t

was February 16, 1941,

when

Dr.

Cecil

Smith and

fellow

dentist

Dr.

Joseph

Lorenz

of

Burlingame,

California took off from Mills

Field, San Francisco, California,

in

Nick Rezich

All Photos Courtesy

the

Nick Rezich Collection

pounds

of maps

and

papers, emer

gency tools

tire

pump tie-down

ropes, floatation gear, machete,

gun

and

ammunition

2 gallons of wa

ter, 15

po

u

nds of

beef

jerky,

plus

personal luggage consisting of toi

let

articles, socks,

underwear

and

cameras yes All that

went

into

the

Cadet

Oh yes I

almost

forgot

Smith

and

Lorenz wore glasses, so a

Guadalajara was made

by

night

fall.

They

spent

two

days each in

Mexico

City, Mexico,

Guatemala

City, Guatemala,

and

Managua, Ni

caragua,

and

then

flew

on

to

Da

vid

Panama.

The next morning

after

landing

there,

they phoned

(at

7:00 a.m.) for permission to enter

the Panama

Canal

Zone.

They

re

ceived instructions on how

to

enter



Big

Nick

poses in front of his Culver

and

a friend

does likewise

with his Monocoupe 90A in the

background

All the photos

are from

th

e 1940 44 era .

from high tides by a dike. The only

building was a mission where they

spent

the

night as guests

of the

Catholic fathers. Supper that night

consisted of two cans of sausages,

crackers, and beer. They did

not

get

much sleep because half the night

was

spent

checking the tiedowns

on

the

w

e

rp

because a raging storm

was in progress.

The rain belt extended the length

of the continent , and Smith and

Lorenz s concern was to get to Cali,

Columbia, flying over 300 miles of

the worst jungle in South America

where the re was, at least, a han

gar for

the

w

e

rp

With

no

weather

report from Cali, they took off

at

10:00 a.m. the

next

morning, fol

lowing the Atrato River until it dis

appeared below the cloud layer they

were forced to overfly to clear the

fast-rising Andes ahead of them.

Af-

ter

five

hours

they broke

out

and

followed

a

railroad

to

a

narrow

notch in the Andes to Cali.

The

next

leg was

to

Quito, Ecua

dor.

When the werp

left Cali, the

pilots had been warned

not

to land

outside

of

military fields. To

en

the

Cadet roared

off for Talara,

Peru, where they

spent

the night.

On February 27 the dentists took

off for Lima. This leg was covered

in five-and-a-half hours; then it was

on to Arica, Chile, a 690-mile leg

flown in five hours and 45 minutes.

After 11.25 hours of Culver time

that

day, a

night's

rest

and

some

sightseeing were well earned.

The next day, however, Smith

THE CADET

WAS

AWARDED A

FREE

HANGAR

FOR

THE

NIGHT

IN

RECOGNITION

BY THE LOCAL PEOPLE

OF THE AWESOMENESS

OF

THEIR

FEAT

and

Lorenz

headed southward

leak-it

was

coming

from a crack

in the oil radiator.

The

mechanics

soldered the crack, and by noon the

next

day the Cadet was off for Men

doza, Argentina.

This short leg of

only

about 150

miles between Santiago and Men

doza would be the ultimate test of

the

Culver s performance, for it in

volved crossing the backbone of the

Andes, past the 23,834-foot peak of

Aconcagua, the tallest

mountain

in South America, and through the

Uspallata Pass. This involved the lit

tle over-grossed Cadet climbing to

17,000 feet for safe passage through

the

pass. The Uspallata

is

probably

the windiest

and

roughest pass in

the world-test balloons have re

corded winds to 200 mph.

Smith

and

Lorenz received a

weather report from Pan-Am that the

pass was clear,

but

winds up to

S

mph were blowing and were predicted

to increase even more. They were ad

vised not to go. The two were anxious

to try it, however,

so

they fired up the

werp

and were

on

their

way.

Af

ter circling

the

field to 10,000

feet, they headed

the

Cadet for

the



Chud

Hanell

a

race driver

who worked at Howard

Aircraft and

Big

Nick

in

his

Culver.

At noon on March 4, the Ca

det zipped across the Rio de la Plata

headed for Porto Alegre, Brazil. After

five hours of bucking 60 mph head

winds,

however,

they landed at the

Air

France field at Pelotas, Brazil, for the

night. The next morning they were off

for Porto Alegre where they filled up

on gas and water and went on to Rio.

There, they again had the oil radiator

able to fly from

Rio into

Bahia and

only needing 30 gallons of gas

By now the oil radiator

had

de

veloped a really bad leak-and there

were

no

facilities

to

fix it. The den

tists took off anyway, oil leak

and

all. Two hours out over Pernambuco

state at 6,500

feet-over

the jungle

the engine started to go. Twenty min

utes later it froze. The ocean was too

the bird to an instant halt.

Smith and

Lorenz sat for a few

minutes, dazed but unhurt. Finally,

Lorenz said, "I believe we have ar

rived./I When they climbed out ,

natives appeared from

everywhere

no, not

headhunters

but friendly

natives. Next came the

sign

lan

guage, which eventually resulted

in

the

dentists spending

the

next sev

eral days

on

horseback and nights in

native

huts until they

reached

Bar-

reirinha where

a

chartered plane

flew them

back to civilization.

Today a

monument

of wood

and

fabric lays on a

sand bar in South

America-a tribute

to

a great air

plane,

the

Culver Cadet.

Up to the point of the forced land

ing,

the

doctors

had

covered some

12,000 miles, averaging 30 miles

to

a

gallon for a total flying cost of $300

Hey Piper, Beech, Cessna-Can you

top that on 75 hp?

Progress?

Bah

Al Mooney genius

How about you Culver owners

in the Bay area see

i f

these two fine

pilots

are still

around and

invite

them to the

next

Culver Club get

together. I promise two most inter

esting speakers. In fact, I'd like to see

some sort of recognition for these

two men ... maybe in

the

form of a

plaque. I would be willing to throw

in 20 bucks toward

i t-how

about it,

Culver owners?

Remember, there are those

that

have and those that haven't yet

Editor s Note:

We d e curious to



Last

month

I described an inci

dent that occurred in the pattern of

my local airport, where a fast-flying

aircraft

on

a long straight-in final

al

most gobbled up a slow and stately

Champ as it was turning from base

to final. I didn't describe the pilot of

the fast airplane as a turkey, but I did

allude to how hawks and eagles and

some other birds of prey will join in

midair for the propagation of their

species. However, when airplanes do

the same thing, the only thing that

is spread is pieces and parts all over

the ground.

And the statistics appear to show

that when airplanes do that, they are

usually either in, or near, the traffic

pattern of

an

airport. I t would cer

tainly behoove us, therefore,

to

be

extremely vigilant in our scan for

other

traffic whenever flying in , or

near, the traffic pattern. And it would

also help

the

sustaining of

the

spe

DOUG

STEWART

Patterns,

Part

II

ulatory. For example FAR 91.111

(a)

states: No person

may

operate an

aircraft so close to another aircraft

as

to create a collision hazard . And

f you are at

pattern altitude,

y

ou

should be

able to see all

the other aircraft

that might be

in

the pattern.

FAR

91.113

(g)

says: Aircraft while

on final approach

to

land, or while

information that

goes a long way

in

standardizing the

procedures

we should use in the pattern. I cer

tainly

don t

have the space to repro

duce the important parts here, but

I would strongly suggest that you

review Chapter Four, in particular

4-1 -9, 4-2-2, and most of section

3,

which deals with airport opera

tions.

I t

might be possible that the

last time you reviewed the AIM was

quite

some

time

ago, so a little re

freshing couldn't hurt.

I have spent quite literally several

thousand hours flying in traffic pat

terns, and

I have a few suggestions

that I would like to offer, based on

my

observations. At the

top

of the

list I would like to repeat something

I mentioned in the last article. That

is,

the most important piece of colli

sion avoidance

equipment

we have

is

our

eyes. I t is absolutely

the

last

defense,

when

all else has failed, in



E.E. BUCK

HIL ERT

Super

Preflight

Reprinted from the

pril

1989 issue of

Vintage irplane

Springtime? Soon, I hope

I can tell by the familiar Airplane Disease itch. It's

time Time for

that

spring break

and getting the wind

wagons up there in

the

air where they belong. Before

we fly

though,

there are a

lot

of little things we had

better do.

Yep

Here comes

the annual

spring preflight

lecture you've heard so many times before. Well, if you

have already read and know all this, skip on

to

some

thing else-on second thought, maybe you'd better

skim it over, just in case.

Our machines here at

the

Funny Farm

hardly fly

at

all in the wintertime. With the usual snow accumu

lation, we just shut down after the first big snow and

don't

open

the

hangar doors again until

the

frost is

out

of the ground. This applies only in

the

event that we

don't have an extreme emergency, such

as

a beautiful

day with temps in

the

upper 30s

when it'd

be a crime

not

to fly. But enough of

that.

Our biggest off-season

problem

is mice. Them lit

tle meeces love

airplanes

to pieces. I never had fig

ured

out

how

they

can thrive inside

a tin

airplane

with

fiberglass

insulation and

just

about nothing to

eat in the entire machine, but

they

do here at the

Funny

Farm. I

went

flying

after coming

home from

my West

Coast vacation

in December. I was

in

the

Cessna 175 at 2,500 feet doing lazy-eights, and a little

creature sticks his head out of the wing root just a bit

The F says

an ELT

is a transmitter, which it is, so get

an application and get legal (Wait In 2005, you don't

need a station

license

for the airplane's radios, unless you're

traveling

abroad

with

the

airplane. In Mexico and Canada ,

you still need the restricted radiotelephone license

you

may

have

been

issued

years

ago

if

you

became certificated

prior

to

the 1990s.

-HGF

While we're in

the

cockpit, let's check the seat belts

and shoulder harnesses, the seat tracks, the carpet (to

see

that

it

doesn't

interfere with

the

tracks)

and

give a

good look

around

in general. Controls all free? Rudder

pedals work all right? Brakes have pressure?

Does the fuel selector move? Gauges read anything?

Are

there any

signs

of

seepage

(fuel

stains)

in

and

around the

gauges, primer,

and

fuel lines?

That's the

quickest way to find a fuel leak, spotting the stains left

by

the

evaporating fuel.

When

you get outside, check

the little drain holes in

the

belly

beneath

the fuel selec

tor. They can tell you if

the

fuel pump packing or a

rings have sprung. Try the

primer-does

it?

How does the

panel

look? The

instruments aren't

full of water or anything, are they? The master switch,

does it click the solenoid? Is the battery up? How about

all

the warning

lights? Man, I could go on all day,

but

these

items are nothing new.

They're supposed

to be

checked on every preflight,

without any

conscious ef-

fort. But you 're probably out of practice, and this pre



wheel

pant.

My gosh, the decal

is

partly

gone

off the

prop,

and

look there, some dirty bird has

been

perch

ing on top of

my

tail beacon.

What

a mess

Well, that's what's readily noticeable. Let's get down

to the

nitty. Strip off enough cowling

to

get a good,

long

look

at the engine

compartment. How are

the

fuel drains and the gascolator? While we're

in

there,

let's look

at the

stacks

and the

SCAT tubes and check

the

flapper

door on the

carb heater. Do all

the

engine

nbutton

as much as

you

can

controls work? How

do

the

intake

tubes look? What

about the wires, both primary

and

secondary? Baffles,

oil leaks, and sanitation? See any rust or dirt pockets?

Check

any and

all external lines, generator/alternator

brackets

and

belts. Can you see

the

battery water level?

Any corrosion

in that

area? Keep looking.

What

you

find now might save lots of

time

and

embarrassment

later.

Oh

yeah, how about

the

oil quantity?

When

you re

satisfied with

the

engine com

part

ment

and

especially the battery, let's check the prop.

Got the

keys

in your pocket or

visible

on

the

top

of

the

glareshield? Pull

the

prop

through

about six blades

and

then on

the next

four or six,

count the

cylinders

as you go by

them. Are they

all there? This

is

known

as

the

poor man s

compression check.

I f

you fall flat on

your face where

there

is supposed to be a cylinder on

compression, maybe we have a valve stuck open. How

about

the prop itself?

Is it

all there

and

reasonably free

of nicks

and

scratches?

Back

to the

airframe. Tires? Are

the

wheelpants free

of

mud and

stuff so

the

wheels

turn

free? Strut infla

tion? Do

the

scissors need lube? Hey, it's your airplane.

You gotta

make sure

on these things.

Even

i f you re

hero

enough not to

be worried

about

the

safety angle,

give some

thought to

the

expense if a tire goes flat or a

strut doesn' t absorb

the

shocks like it's supposed to.

Let's look at all

the

control surfaces. Flaps,

too

,

and

trim tabs. Check

em

all,

and

don t forget

the

static, pi-



·

I Menasco

at age

8

in 1984.

In collaboration with Miss Helen

Holum

Menasco

Inc

lbert Sidney Menasco

(EAA

120764),

the

de

signer and builder

of

the

line of Menasco en

gines, first saw

the

light

of day

on

March

17, 1897, and

it

is

rumored

that

as

soon

as

he

was

alone

in his crib,

he suddenly sat

up

straight

and

said, ''It will be four

cylinders and

inverted.

Al made

this dream come true.

Al

Menasco

Aviation

Pioneer

...

Part I o t

wo

parts)

Reprinted from Vintage Airplane April 1985

CHET

W ELLM N

while

I survived."

Shortly

thereaf

ter ,

AI s

mother

died

and,

perhaps,

th

e shooting was the contributing

cause. Because

of

his inability to se

cure proper care for Al

and

his sister

while he was at work, his father was

forced to

put them

in

an

orphanage

in

Los Angeles.

A few years later, his father remar

ried. His

bride

was a

German

girl

who

was well

educated and

a

con

cert cellist who performed

with the

Philharmonic

Orchestra

. Her son

by a first marriage, Ferde Grofe, was

Good behavior

by

AI,

believe i t

or

not,

brought

an

early release

and

Al

asked

for, and sec ured permis

sion, to live

with

his older brother,

Milton, a sign painter

earning

$4

per week. Milton also

attended

art

school at night. This money had to

stretch because in

1908-09,

there

were no such

things

as minimum

wages, food

stamps,

food give

aways, aid

to

dependent children

,

low-cost housing, public

aid, and

many

other

such programs

. Each

household had

to

stand on

its

own



lifelong

friend,

Cliff

Henderson,

who later staged the Cleveland and

Los

Angeles National Air Races. The

two

of

them joined the local Aero

Club and began making

model

air

planes

and gliders,

using their

bi

cycles as wind tunnels to test

their

creations.

At

this point, I submit a

speech

made by Al to the Menasco Man

agement Club on January 29, 1969

(courtesy

of

Helen

Holum and

Me

nasco Inc., A Division

of

Colt In

dustries). This is reprinted verbatim

because

no

one could improve on

AI s own story

of the

events he de

scribes. The speech follows,

with

the

introduction

. . . C.W.

The

Founder s Story

Al

Menasco, founder of the pres

ent

Menasco Manufacturing

Co.,

made the following speech to the

California Division's Management

Club

on January

29, 1969. Mr. Me

nasco has been mentioned in

many

historical aviation accounts, but his

full story has never been told. He

is

now in his early 70s and a prominent

rancher in

the

Napa Valley. Menasco

Manufacturing

is proud to reprint

the talk, which he gave to some 175

employees, who gave him a standing

ovation

when

he was finished. The

words are

Mr.

Menasco's . . .

It's a

tremendous

thrill for me to

see

more

people here

tonight

than

encompassed our whole organiza

tion for so long. But we had quality

control,

we

had

production

con

trol, all kinds of controls. I think I

Chet Wellman

and

AI Menasco at AI s

home

at St. Helens, California in the spring

of 1984

I went out

there

on the Pacific

Electric Red Car the first day because

it was raining. This was 1910 and

among

those present where

Orville

and Wilbur Wright, Glenn Curtiss,

Santos

Dumont

from Brazil with

his Demoiselle monoplane, Bleriot

who flew

the channel in

1909. All

of those names were there, includ

At

that

meet

Lincoln Beachey ap

peared for the first

time in

1911,

later becoming the great acrobatic

pilot

and the

star of all acrobatic pi

lots while he lived. He had

been

a

dirigible pilot, but he had too much

in

him

to stay with dirigibles. He

took to the airplane with its greater

maneuverability as naturally as a



sons. t had warp

ing

wings

instead

of ailerons for

lat

eral

control,

an

en

gine on the

lower

wing

with motor

cycle

type chains

running

to the

two

propellers.

i Arch Hoxsey

was one of

the

grad

uates of

the

Wright

School and among

the

most daring.

There was Phil Par

malee, Johnson,

Walter Brookins, Cal Rodgers, the

first transcontinental

pilot,

and

many

others

who

graduated from

the

Wright School

about

that

time.

The purpose

mostly was

to

go

out

and

fly

at

some

county

fair

and

make

some money giving exhibi

tions-there was

little thought

of

doing much else.

Hoxsey became a hero at the 1911

meet when he set an altitude record at

4,435 feet elevation, which was her

alded all over the world. I had played

hooky that day so the next day I made

amends

for it, attended school

and

carried my paper route. Hoxsey tried

to better his record

that day-I

don't

know what happened, but he spun in

and was killed so his success

was

very

short-lived.

liThe

next

year, 1912, the meet

attracted

many more pilots

and

planes.

Innovations

in engines

and

plane design were numerous. That's

when I really tossed

the

school

Wright School in Dayton.

Farny came

back

to the

1912

meet as

a full-fledged flyer

and

that

was

the time

I kissed

everything

good-bye

and

attached

myself

to

him . I

took

care of his airplane un

der

the

watchful eye of Mr Hazard,

one of Wright 's best mechanics.

That was my first real

down-to-earth

experience. I wiped off the airplane,

I oiled

the

chains

to

the

two propel

lers

and

was promised a ride. Farny

made flights every day, even during

some

gusty ones when others were

more cautious

and

remained on the

ground. The

officials asked him

to

take a

photographer

aloft from

the

West Coast studios with a big Graf

lex camera for shots of

the

grand

stand

and

field.

IiFarny was so interested he failed

to watch his gas gauge

and they

landed in

a

cactus patch,

wash

ing

out

the landing gear and my

chances for the ride.

Angeles called the

Moreland Truck

Company. The Mo

reland Company

was more success

ful.

They

produced

one and

one-half

trucks

per

day on

North

Main Street.

Watt Moreland was

a

civic

leader

and

businessman,

a pi

oneer

head of the

Chamber

of Com

merce. He was very

successful

and

ex

panded his

factory

to a new loca

tion of

modern design-out

in 'the

sticks' to Burbank.

IiToday

as

I was

walking

around

the expanded

Menasco

facilities I

saw

the

back end of

the

saw

tooth

building of the then great truck fac

tory built by Watt Moreland. Some

of the trucks built

there

are still run

ning today. l iMy interest in engines

was always paramount to all else.

After

the

truck

factory

I

indulged

in

some weekend motorcycle

rac

ing and became interested in racing

automobiles. We had built a few

prototype cars

at

the

truck

factory.

I had the

misfortune

to get

badly

cracked up in 1914 and after I came

out

of that I was laid up for the best

part of

a year. I

opened

a

shop

at

812

West Jefferson St. in Los An

geles-at Jefferson and University,

around the corner from U.S.c.

I

painted the sign myself

and

it said

'Auto Repairing.'



bile Company of

Indianapolis that

built

the

Ameri

can Underslung

of very low profile

and quite a leader

in its class. Indi

anapolis

at that

time rivaled

De

troit

as

the

cen

ter of

automobile

manufacturing

with

National,

Stutz,

Marmon

and

the other

pio

neer names.

So I had this garage

and

I shake

in my

boots

now

sometimes

to

re

member

when

those people used to

come

to

me

with

a big Locomobile

and say, 'what's

the

matter with

this, kid?' But I fixed

them.

I espe

cially remember the dean of U.S.c.

and his long Winton and how he

trusted

me.

I bought a lathe, a

drill press and I

had

a forge. Acety

lene welding was just

coming in

as

a specialty. I started

building

race

cars mostly from used parts

from

my

customers cars and what spare

parts I could buy.

During that time a craze started

called 'cycle cars.' Some were pow

ered by motorcycle engines, others

by small one-lunger

stationary

en

gines

or

anything

that

was avail

able. A lot of embryo builders, like

myself, started building them

and

running around the streets with

them-being chased by the cops,

mostly as they were unlicensed and

Another earty auto design

But at

the

Fair

my attention

was

again diverted to aviation. I met

Art Smith, then called

the

boy avia

tor and

the

acknowledged peer of

all

exhibition

fliers. He was just 21

years old. A kid out of Fort Wayne,

who

had built his

own

airplane

and

taught

himself to

fly when he was

16. He had replaced the great lin

coln Beachey, who had been killed

at

the Fair about

two

months ear

lier. Art was a genius of

many

sorts.

Although

recorded as the 4th man

in the

world to

'loop

the loop' as it

was called,

he

was the first to actu

ally turn a perfect loop.

Pegoud of France was the first,

Beachey second, and De Loyd

Thompson

the third. All

of

them

were using

the Gnome

or LeRhone

rotary engines

with

tremendous -

roscopic force-the rotary, as most

of you know, was the favored en

gine of most of the pioneers. The

crankshaft was fixed and the whole

cartridges on the

wing

tips so that

you could observe

the

pattern of his

loops and other

acrobatics. At

the

Mardi Gras in New

Orleans

he

added

f ireworks

and

night

flying to his

repertOire

and the

publicity became

widespread.

Lincoln Beach

ey read the reports

in

San

Francisco

and

recognized a rival. He countered

by having a wire-braced monoplane

designed

and

built,

much

lighter

and

faster

than

the biplane

others

were using. He was

determined

to

show that he could turn a perfect loop

too. On the first exhibition he dove a

3,500 feet straight down for momen

tum

pulling up sharply for the loop.

The wings went off and he plunged

into the

San Francisco Bay ending a

brilliant and courageous

career

It was a great tragedy at the time.

Art Smith read the news in Chicago

and decided he could carryon for

Beachey

and prove that airplane

maneuverability need not result

in

tragedy. He

crated

up his

airplane

and shipped it to San Francisco-he

never

thought

of flying

them

across

the continent. He

proposed

to the

director of the Fair that he finish

the rest

of

the

Beachey

contract,

which

paid $1,500 per week.

He

of

fered to

throw

in the

night

flying





chanical contrivances that, until a high level of famil

iarity is reached, seem

to

make no sense.

The

above

describes Tom

Dietrich

and

The

Tiger

Boys (see www.tigerboys.com . a loosely organized group

of true

aviation fanatics based in

Guelph, Ontario

,

who

have

taken

it upon themselves

to

put together a

"private museum."

Tom sums up their

museum

concept by explaining,

"We're trying

to put

together a collection that focuses

on Canadian airplanes that

taught

people to fly before

the

war. Since

the

prices were going up quickly, we just

bought everything we thought we

might

like to have

while they were still affordable, whether

they

were fly

able or not.

We

could restore them later."

Actually, the

group

appears to be an

aeronautical

commune, with Tom as their guru. They pool finances,

knowledge,

and

skills

and

surround themselves with

the

kind of aero-toys

they

all like.

All

of this

and they

get

to

act like they re a

museum

so no one knows they're

actually having fun.

So

far their list of airplanes,

many

of which are future projects, include a Cornell PT-26),

Yale, E-2,

C-3,

Gypsy Moth, Fleet Finch, part of an Mk

II

Anson

and enough

of an Mk II Hurricane

that

they

think

they

can eventually build

an

airplane around the

parts. These guys are nothing, if not ambitious.

It

would be easy

to

mischaracterize Tom as being a

long-time, serious

aviation enthusiast.

We say "mis

characterize" because to describe Tom that way would

be a gross understatement

and put him

in

the

same cat

egory as

others who

dearly love aviation. Tom stands

above

the

rest because,

among other

things,

he has

http://slidepdf.com/reader/full/www.tigerboys.com

http://slidepdf.com/reader/full/www.tigerboys.com



The cockpit of the Jackaroo looks roomy with plenty of g1ass all around

f

or

a

pleasant journey

in

love

with airplanes

.

Never

I

started bui lding models as

soon as

I

could

cut

balsa

and

got very, very se

rious

about

it.

So

it was

only

natural

that

I'd

open

a

hobby

shop.

"Steve used

to buy

supplies from

me,

and

before long we started build

ing

some serious models together."

It's probably

important

that their

definition

of "serious model"

be

explained. For

one thing, several

model airplane magazines have

run

stories on

some of

their

airplanes,

including an RI Spruce Goose that

spanned nearly 16 feet Go back

and

reread that: 16 feet,

and

that's not a

typo. That's a serious model

in

any

one's book.

"I

hadn't

really

given

full-scale

airplanes much thought," Tom said, "until

I

went to

Oshkosh

in

1970. My original pur

pose was

to

get detail

photos

for some scale

models I was building. I didn't expect

to

be

so bowled over by all

the

really in

teresting

airplanes,

espe

cially

the antiques.

I

looked

at the work the

builders

did and

made

it into a fly

ing

airplane,

and

I

couldn't

help

think

that

I

could

do

that, too. And

suddenly

I

wanted

to."

What Tom

didn't know

was

that shortly



missing lots of parts because, as a modified

Moth, there wasn't a lot of interest

in

it, but

the

Tiger

Moth

parts were worth money.

I,

however, loved it

and

carted it home.

"The basic airplane turned out to be a 1937

82A Tiger Moth, so it was one of

the

first.

On

top of

that,

it had served

with

a Polish

RAF

unit

and

was actually at Dunkirk during

the

evac

uation. It

was

one of

the

original 16

air

planes that were converted

to

Jackaroos."

The Thruxton Jackaroo was reportedly

the

brainchild of

an RAF officer who saw

the Moth

as a basis for a four-place airplane

that would serve

the

transportation needs of

many

Englanders.

His

basic concept was that

he'd produce

the

section of

the

fuselage

that

would

be four-place, but leave as

much

of the

airplane

un-

changed

as possible

to

keep the costs

and

the

down-

time to a

minimum.

Incidentally, "Thruxton" was

the

name of the

town

where

the plant

was located

and

"Jackaroo" is an Aus

thing, including

the canopy,

into place.

You

didn 't

even have to do any recovering

work

on the exist

ing

airplane Believe it or not,

but

apparently

their

claims

of being

able

to

make the

conversion

in 10

hours

were

true.

They

modified

16

airplanes and

then produced another 10

kits. Most of

this

occurred

in

the

late 1950s."

The

first 16

Thruxton airplanes

utilized

the

origi

nal Tiger

Moth

turtledeck, so the intersection with

the

canopy is a little abrupt. Rollason built aircraft around

the remaining kits, and it modified the turtledeck, rais

ing it up to fair

better with

the canopy. Tom said

the

gross weight

is up to

2,180 pounds,

which

allows

the

Jackaroo

pilot (now, there's a description

you

don't

hear often)

to

carry four people

and

fuel, making it a

true four-place airplane.

When

we

got the

airplane home we

found it

needed everything. At some

point

in its life it

had

been

a duster. For

that reason,

when t was

brought into

Canada, it was

pretty

ratty to begin with, and it

went

downhill

from there.

I remember

seeing

it once

in



English Moths didn't

originally have brakes, and

th e Thruxton didn't either,

which can be problematic

on

some airports.

We put Bendix me

chanical brakes

on

it,

which is

the way Cana

dian

Moths

are

equipped.

They use the same

hub

as

Tiger Moths and the same

$600

a

piece tires

that,

unfortunately, wear out

quickly

on

pavement.

When

Tom brought the

project home,

he

started

looking

around for help

from others with

simi

lar interests. Since

he and

Steve had worked together

on models, it was only

natural

that Steve

would

become involved.

I look at

full-scale

air

planes, like

the Moth,

Steve

said,

and

I see

them

as logi-

cal extensions of models. I'm

a

woodworker

and

am

used

to working

with

small details

that

have to be done a certain

way and that's what this was.

Tom and I are

doing

a

Moth

right now, and I love

the

nos-

talgia of

the

older airplanes.

Tom said, Steve started out

as a volunteer

on the

project,

but as others dropped out,

Steve became the project and

took

over

ownership of

the

other half of

the

jackaroo.

Steve had started out flying

through. We'd used dope

on the

model airplanes,

and the entire process was

very familiar to us. We got

the

airplane flying

in

1980,

which means the finish

that's on

it now is nearly

22 years old,

but

it's

hold

ing up great.

The

other guys in the

museum group are restor-

ing an 82A Tiger Moth

they've named oody

Woodpecker

These

include

my partner Bob

Ravell,

Brian

Smith,

Brian Lewis,

and Steve Gray. Frank was

my

original

partner in

the jackaroo,

and I

flew

with him a lot. In fact, we

brought it to Oshkosh the

first

time in 1983, then

again in '93,

and

this year,

so i t seems as if

once

a de-

cade it makes the trip.

When Steve

bought

into

the jackaroo

and started

flying it,

he

found

i t

to

be

different than

flying

the

Ca-

nuck.

Of

course, it was

much

heavier

and

larger

than

any-

thing I'd

flown,

he remem

bered, but,

as

long as there's

no crosswind, it's actually eas-

ier to land.

I love working on deHavil-

lands. I also think de Havilland

designs

are somehow

more

artistic. In fact, we're looking

for a Rapide, the deHavilland



Rolls-Royce invites

the

owners and Competition categories include



TH EARTH

INDUCTOR COMPASS

Originally published in Aero Digest June 1927

By BRI

CE GOLD

SBOROUGH

PI O

NEER I NSTRUM ENT

COMP

NY

Vintage Airplane

editor s note: Long gone from our modern instrument panels

,

the Earth

Inductor Com-

pass (EIC) was a

marvel

of

modern

engineering when Charles

Lindbergh used one

in

May

of 1927

to

help

keep

the Spirit St Louis headed in the right direction during

his

solo hop across the North Atlantic. Its

method

of operation is

fascinating.

Here s an

explanation

of the inner workings of the EIC from one of

the

engineers

responsible for its

creation

in the mid-1920s.-HGF



T

e Earth

Inductor

Com

pass consists of three major

units-a generator,

a

con

troller

and an

indicator. As-

sociated with these are a casing and

shaft,

which

establish a

mechani

cal connection between

the

genera

tor and the contro

ller

and

a cable

which electrically connects

the

gen

erator and indicator.

The generator is the

same

in

principle

as any

electric generator,

except that it has

no

artificially in

duced field. It has an armature, a

commutator, and a pair of brushes.

The armature unit is supported on

gimbals so that its position will

be undisturbed

by

ordinary roll

ing and pitching of th e airplane. A

windmill drives th e armature and

commutator through

a

universal

jOint. The brushes are supported for

orientation about a normally verti

cal axis,

and

electrical connections

are made to them. The earth's mag

netic

lines

of

force

running

from

north to south form the poles

of

the

generator.

The

controller

is a purely me

chanical device.

It is connected to

the generator through the shaft

and casing. Rotation of

the

control

ler causes a corresponding rotation

of the brushes of th e generator.

Di-

als upon

the

face of the controller

show

the

angle

through

which

the

brushes have been orientated in re

lation to

the

airplane.

The indicator

is

a galvanometer,

which

is electrically connected by

means of the cable to th e brushes

breeze created by the propeller, or

by the motion of the plane though

space, it rotates this little dynamom

eter type of wheel at high speed.

As the

armature rotates it cuts

the

magnetic lines of force of

the

earth,

which run from north to south,

and

produces a voltage which is

sufficient

to indicate

on the com

pass, which, as you will

note

by the

cut, is a zero centered galvanom

eter.

As in

any ordinary electrical

generator, th ere is a position of the

ONCE

THE

COURSE

IS

SET THE

PILOT

HAS

ONLY

TO

KEEP

THE

PLANE

SO HEADED

THAT

THE

HAND

OF THE

COM-

PASS ALWAYS

REMAINS

O ZERO AND HE WILL

ALWAYS

BE

O

THE

CORRECT COURSE.

brushes

which

will give the maxi

mum

output

this position obtains

when

the brushes

make contact

with the

commutator

bars which

are connected, at

any

instant, with

the coil, which is directly between

the

two pole pieces at

that

instant.

I f the brushes are moved so as to

make contact with a coil which

forms

an

angle with respect

to

the

pole

pieces, this coil naturally is

not being cut

by

as many lines of

and

when

it

is

turned

it rotates

the

brushes around the commutator by

means of

a worm drive.

When the

controller

is set to read north and

the

plane

is

headed

in

this same di

rection,

the

brushes will be east and

west. In this pOSition

they

are con

nected to a coil which

is

at right an

gles

to the

earth s magnetic flux and

do not produce any current to work

the

galvanometer. The

pointer

of

the

latter will stay on dead center.

In the same

manner,

if the con

troller is set to

a

due eastern

po

sition

and the plane

headed

east,

the brushes will

again make

con

tact

through the commutator

with

a coil which is at right angles to the

earth s

lines

of force and th e me

ter will again read zero.

If the

plane

is now turned a little to the left

and the controller still remains

on

east,

the meter

will show a read

ing because

the

coil

is

being cut by

some lines. If it is

turned

further to

the

left, it will

cut

a greater

amount

of flux

and

give a higher reading to

the

left

on the

meter.

f the plane

is

headed to the

right, it will read less

and

less,

and

when it is headed in the direction

indicated

on

the controller, it will

read zero. Moving it further to

the

right the meter will again read on

the

side marked right.

The

course

to

be followed is set

on

the

controller

dial; this moves

the brushes to some position

around the armature; the

plane is

now

pointed

until

the hand or the

compass meter reads zero, i. e., it



TYPE

CLUB

NOTES

Cleveland Mechanical

Brakes

from the Nov /Dec issue of

the Luscombe Association Newsletter 173

D AN McNEILL

Vintage irplane editor's note: The Cleveland wheels and

brakes, also

known

as Van Sickle wheels and brakes

are

common on a variety

of lightplanes built in

the 1940s

in

·

L

uscombes came from

the

factory

with

a

variety of

brake types; Goodyear,

Shinn,

and

Clevel

and mechanical

brakes

were

all

used

. Si n ce my

airplane

is equipped with

the

Cleveland mechanicals those are

the

brakes I'm

most interested in keeping

in

good repair.

When all the Cleveland brake components are in

good condition

and

the brakes are adjusted properly,

they work well. But they are

drum

brakes. And the

drum

isn 't very large or robust. The design

is

decidedly

low tech and some (like me)

may

even say crude by

modern standards. So any use of the brakes for more

than taxiing or holding the airplane during run-up will

lead to very rapid brake fade . Fortunately for us,

as

on

any Luscombe, the less you use the brakes the better.

Keeping th ings working

properly has

another

advantage

besides fu n ct ioning brakes. Parts

prices

for

these things

are

absolutely

staggering De Beers

needs

to get out of the

diamond

business

and

start

a Cleve l

and bra

ke parts

cartel.

I 'm

certain

there

would be

more

money in it for them

cluding

Aeroncas, Taylorcrafts and Luscombes. Treat them

like precious

metal,

for they cost dearly Here's

a

sterling

method to

keep

them

in good shape.

HGF

cam

milled in the end of the

cam

push the brake shoes

into con·

tact with the brake

drum.

The

lever

return spring and shoe

return

spring are included just to add a chic and spendy at·

mosphere to the

photo.

There

is

a good deal of information available online

at

the

Cleveland Aircraft Wheel and Brake website at

www parker com/ead/cml asp?cmid=349

Here

you can

find parts catalogs, service gUides, and maintenance

man

uals . There are

some

good exploded draWings of

http://www.parker.com/ead/cml.asp?cmid=349






7

14

16

The many parts used in a Cleveland (Van Sickle)

mechani-

3

cal brake

assembly.

The

early part

numbers

referred

to

a

C7000 series; the

later

Cleveland

and

Parker drawings refer

to

the 30 3

series

of brakes.

The

Cleveland

line

of wheels

and brakes is now

owned

by

Parker Hannifin, Inc.

paltry

$131.20

each.

Yikes Keep

this up

and

pretty

soon

we're

going to

be

talking about

real

money

You don't want to know what the cam costs.

I normally disassemble, inspect, and clean the

brake assemblies at annual time. With the wheels

off for bearing

repacking,

everything in the

brake

assembly is pretty easy

to

see

and

access. New brake

linings

are

0.220-inch thick.

If you're not

getting

good braking

action,

check

the

thickness

of

your

linings. New spec on the brake drum is 5.4275 ±

.002S-inch

i.d.

(That amazing tolerance

fig ure is

straight from

the

Cleveland tech rep's mouth )

I f

you

can't

get

adequate braking action no matter

how much the lever cam moves (about

0.5

inch

or less of

lever

movement

is

normal free-p lay), it's

most

likely worn linings

and/or brake

drums. New

brake linings are

cheap

(relatively ) and easy, so do

that first. The new linings

should

come

with in

structions for installing. The

old

lining rivets are

simply

drilled

out, and the new linings

are drilled

and

riveted

to

the

shoes.

The Cleveland

website also



has

the installation procedure. New

brake drums

are

available,

but make

sure you

are sitting down

when you

call

Univair

for pricing.

Once

everything is

cleaned and

checked, I like

to

lube

all

the

bearing surfaces

with

automotive

high-temperature

disc brake

lube

.

f

you apply i t

ju

diciously

and don t

get any

on the

shoes

or

drum

contact

surfaces, it

helps

make everything work

very smoothly. I t may

even

help those precious

parts

last just a bit longer.

And

while

you

have

everything apart,

don t for

get about the AD on the

Cleveland

DMB wheels. It's

AD 48-08-02. t calls for

removal

of

the

tires and in

spection of the

wheel

flanges for cracks. This is to be

done

after the initial

500

hours in service and every

100

hours after that. These wheels have had failures

in

the

past so it's a good idea to look at them care

fully. Just don t even ask what new

wheels cost

...

After all that, and i f all your parts and pieces are

in

serviceable shape,

you

should have brakes that work

as well as

the

day

they were

new

... which was just

barely adequate for

the

job even in 1946. f you have

many

worn parts to replace, the cost can quickly be

come a prickly issue. So, you may be wondering, are

there an y alternatives? The Luscombe Heritage/

Team Luscombe folks in

Chandler,

Arizona www.

IU5combeheritage.org), will gladly send you a com

T

hese are th firsttools you need

to buy when you

r e ~ o v e r

your

airplane. Anyone who has used them

he Cleveland brake assembly installed and ready to lay a

streak of smoking-up-melted-tire rubber down the runway.

Well, maybe not. Maybe it will hold you stationary at the

run-up pad. f your airplane isn t a Luscombe, your instal

lation may

be

set up with all the fancy action parts of the

backing plate

at

the bottom, instead

of

the top as shown

here.

plete convers ion kit for new Cleveland hydraulic disc

brakes and wheels. The current cost for the complete

kit is 2,550. The installation can be done on a 337 field

approval. And after pricing parts for the old mechanical

brakes, the price of the new Cleveland hydraulic wheels

and brakes will seem like a bargain.

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BY H.

G.

FR UTSCHY

THIS

MONTH'S MYSTERY PLANE

COMES

TO

US FROM

THE

EXTENSIVE

COLLECTION OF

DAN SHUMAKER ,

AND

WAS TAKEN MANY YEARS AGO BY DON

BURNETT.

OUR

THANKS

TO DAN FOR

SHARING HIS

COLLECTION

WITH US .

.

Send your answer

to EAA

Vintage

Airplane P.O. Box 3086, Oshkosh,

WI 54903-3086. Your answer needs

to

be

in

no

later than May 10 for

inclusion in

the

July 2005 issue of

Vintage

Airplane

You

can

also send your response

via

e-mail. Send

your

answer to

mysteryplane@eaa.

org

Be sure to

include your name, city, and state

in

the

body of

your note,

and

put

(Month)

Mystery Plane

in the

subject line.

J ANUARY

' S

MYSTERY ANSWER

gum

family as well as

many other

peop le had summer homes

along

the shoreline.

The

flying

boat could

be best

identified

as

a Continental/Curtiss,

having been built by Continental

Motors in

the

state

of

Michigan in

1924. It was powered by a Liberty







The following list

o

coming events

is

furnished

to

our

readers

as a matter o information only and

does

not constitute

ap

proval, sponsorship, involvement, control or direction

o

any

event fly-in, seminars, fly market, etc.) listed . To submit

an

event, send the information via mail to: Vintage Airplane, P.O.

Box 3086, Oshkosh WI 54903-3086. Or e-mail the information

to:

[email protected] .

Information should be received four

months prior to the event date.

APRIL 24--Half Moon Bay, CA-15th Annual Pacific Coast

Dream Machines Show. 10 am - 4 pm. Hundreds of avia

tion wonders will be on display. Fly-ins welcome. Spectator

admission : Adults $15; 5-14 yrs and 65+ $5;

Kids

4 and

under free. Info: 650-726"2328 or

www.miramarevents.com .

APRIL 3 ·MAY

I

-Oshkosh WI-Pioneer

Field. Ercoupes, Cubs,

and Aeroncas Fly-In. Special permission

is

required to land.

Contact

Syd

Cohen for required documents

and

more info,

715-842-7814 or

[email protected].

Cost $50 per person for

food and lodging.

MAY 6·

S

Burlington,

NC-Alamance

County Airport

(BUY).

Carolinas-Virginia VAA Chapter 3 Spring Fly-In.

BBQ

at the

field Friday Evening, judging in all classes Saturday. Awards

Banquet Sat. Night. Everyone welcome. Info: 843-753-7138

or

[email protected].

MAY

7

-Meridian MS-Topton Air

Estates,

EAA

Ch. 986

Annual Fly-In. Free BBQ lunch to all who

fly

in. Everyone

welcome. Info: 601-693-1858 or [email protected].

MAY

13·

1S

Kewanee,

IL-Municipal

Airport

(EZI).

3rd Annual

Midwest Aeronca Festival. Flying events, food, seminars.

Breakfast 14th 15th. On field camping or motels. Info:

Jody, 309-853-8141 or [email protected] or

www.angelfire.com/stars4/aeroncafest.

MAY

IS

Romeoville, IL-Lewis Lockport Airport

(LOT).

EAA

MAY 2S

·

3

Welland, Ontario, Canada-Beside Niagara

Falls,

New York . USA-Canadian Stinson Fly-In. 37 Stinsons

coming so far, trying to get at least 50 Stinsons. All

welcome. Niagara Falls tour. BBQs. Camp on airport, or

hotel. Info: Roger, 416-919-3810 or

rogemoke

@sympatico.ca.

JUNE

3·S-

Troy, OH-WACO Field (lWF). VAA Ch.

36 Vintage Strawberry Festival Fly-In. Open to all

planes, vintage and newer. Lunch available each day.

Transportation available to Troy city's Strawberry

Festival

on

Saturday

and

Sunday. Vintage autos, tractors,

motorcycles,

and

more. Info: Dick Patti, 937-335-1444

or [email protected]; or Roland Diane, 937-294-1107 ,

[email protected]

JUNE

3·4--Bartlesville, OK-Frank Phillips Field

(BVO)

. 19th

Annual Biplane Expo. Info: www.biplaneexpo.com or Charlie

Harris 918-622-8400.

JUNE S-DeKalb

IL-DeKalb-Taylor Municipal Airport

(DKB).

EAA Ch

. 241, 41st Annual Fly-In Breakfast. 7am-Noon.

Info: 847-888-2719.

JUNE 6· 9 St

Louis, MO-Dauster Flying Field, Creve

Coeur Airport (IHO). American Waco Club Fly-In. Info:

Phil Coulson, 269-624-6490 or

rcoulson516

@

cs

.

com

,

www.

americanwacociub.com

JUNE 25·26-

Bowling Green,

OH-Wood

County Airport

(IGO). EAA

Ch

. 582, Plane Fun fly-in, 9am-5pm each day.

Pancake breakfast and food all day. Young Eagles rides,

warbirds, homebuilts, vintage, and car show (Saturday

only). Info: Brian, 419-351-3374 or [email protected]

or

www.eaa582.org

ULY

S·lO-

Alliance,

OH-Barber

Airport (2Dl) 33rd Annual

Fly-In and Reunion sponsored by Taylorcraft Foundation,

Owner's Club, and Factory Old-Timer's. Breakfast served

Sat Sun by EAA Ch. 82. Info:

www.taylorcraft.orgor

330

823-1168.

ULY 10·1S-

Dearborn,

MI-Grosse

lie Municipal Airport. Int'l

Cessna 170 37th Annual Convention. Info: 936-369-4362

or www.cessna170.org.

ULY

11·14--McCall,

ID-McCall

Airport. Cessna 180/185 Int'l

Convention. Many fun things planned. Call for hotel

and

other info: 530-622-8816 or [email protected].

ULY

22·2S-

Waupaca,

WI-Waupaca

Airport

(PCZ)

. 2005 An

nual Cessna

and

Piper Owner Convention Fly-In. Info:

888-692-3776 ext. 118 or www.cessnaowner.orgor

www.

piperowner.org.


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AUGUST 20-Newark,

OH-Newark-Heath

Airport

(VTA)

.

EAA Ch. 402 Fly-In Breakfast. Info Tom, 740-587-2312 or

tmc@alink com

AUGUST 2 Niles,

MI-Jerry

Tyler Memorial Airport (3TR).

VAA Ch. 35 Corn and Sausage Roast.

llam-3pm.

Rain date

August 20. Donations

5

adults,

3

children 12-y

rs

and

under. A

ll

you can eat. Info: Len, 269-684-6566.

SEPTEMBER

3--Marion, IN- (MZZ) Fly/In Cruise/l n. Info:

www FiylnCruisein com

SEPTEMBER 16-17-Bartlesville , OK-Frank Phillips Fie ld

(BVO). 49th A

nnual

Tulsa

Re

gional Fly-In. Info:

www.

tl lisaf/yin com

or Charlie Harris at 918-622-8400.

SEPTEMBER

17 -1

8-Rock Falls,

IL-Whiteside County Airport

(SQI) . North Central EAA Old Fashioned Fly-In. Forums,

workshops, fly-market, camping, air rally, awards, food &

exh ibitors. Info www nceaa org

SEPTEMBER 23-2S-Sonoma CA-Sonoma Skypark (OQ9).

23rd Annual West Coast Travel Air Reunion. Come to wine

co

untr

y for

th

e largest gathering of Vintage Travel Airs.

Info: 925-689-8182.

SEPTEMBER

2

4

0 ntario,

OR-Ontario

Air

Faire-Breakfast by

EAA Ch. 837. Large warbird co llection, acro airshow, car

show, stage entertainment. Free admission . Inf

o:

Roger,

208-739-3979 or ristps@ao

l com

OCTOBER

1-2-Midland TX-Midland Int 'l Airport.

FlNA

CAF

AIRSHO 2005 will commemorate 60

th

Anniversary

of the

e

nd

of World War

II.

Info: 432-563-1000

x.

2231 or

pl lbiicreiations@cafhq·org

REGIONAL FLY-IN

SCHEDULE

E Southwest

EAA AirVenture

Regional

Fly-In

Oshkosh 2005

The

EAA TEXAS Fly-In

July 25-31, 200 5

May 13-15, 2005

Oshkosh, WI (

OSH

)

NEW LOCATION!

www.airventure.org

Hondo,

TX

(HDO)

EAA

Mid

-

Eastern

Fly-In

www.swrfi.org

August 26-28 , 2005

Marion, OH

(MN N)

Golden West

E

Regional

Fly-In

Virginia State EAA Fly-

In

June 3-5, 2005

THE E RTH

INDUCTOR

COMP SS

continued from page 21

ler dial

until

the compass reads zero, when

the

course

will correspond

to the point

indicated

on the

control

ler. The latter has thirty-six divisions each correspond

ing

to ten

points

on the

compass.

It will be seen

that

a direction exactly opposite to

the

figured course will give a zero reading,

but

this is easily

avoided by

noting that on the

correct heading

the

indi

cator

hand

always moves in

the

direction

in

which

the

craft turns; should it move opposite,

the

reverse head

ing

is

indicated.

In order to fully appreciate the advantages of the Pioneer

Earth Inductor Compass, it is necessary to consider

the

characteristics of ordinary magnetic types used on aircraft.

The directive force of a

magnetic

compass

depends

upon the reaction between its magnets and the earth's

magnetic flux. So long as

the

magnetic element of such

a

compass remains horizontal

the

magnets

tend

to

align themselves with

the

horizontal projection of

the

earth's flux, and

the

compass tends to indicate

the

an

gle of heading in degrees from magnetic

north

.

At

best

the

north-seeking

tendency

in not great, as

the

torque

du

e

to the

reaction between

the

magnets and

the

earth's

flux

is

small.

A magnetic compass

is

affected by magnetic or fer

rous materials in its immediate vicinity. These are prin

cipally

the

engine with its ignition accessories

and

parts

of the aircraft

control

system.

The

latter, being mov

able, produces errors of varying magnitudes. Structural

parts of the aircraft,

if

of ferrous material,

may

affect

the

compass, even

though

unmagnetized, due to induc

tion from

the

magnetic needles themselves. To a large

extent these

magnetic

errors

may

be corrected

by

the

use of

compensating

magnets,

but

such compensation

is uncertain

and must

frequently be checked if

an

y ac

curacy

is

to be assured.






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tude with precision.

It

is much easier

to spot another aircraft flying

at the

same altitude

as

you are

than

it

is

to

see one that is 200

or

300 feet above

or below you.

And the precision tha t I refer to ap

plies not only to your altitude, but

also to

the

distances you

fly

from the

runway. On departure you

can

start

your turn to the crosswind leg when

you are within 300 feet of pattern al

titude. That should have most aircraft

about 1/2 mile beyond the departure

end

of the

runway. (However, please

be sure that doing so would

not

vio

late local noise restriction policies.)

I personally like to fly the

pattern

at

no more than 1/2 mile. That way, if I

have an engine failure, Iwill always be

within gliding distance of the runway.

Thus, I recommend you turn down

wind so that you will end up offset

1/2 mile from and parallel to the run

way. Now make sure you make the

proper wind corrections, so that you

maintain 1/2 mile and do

not

drift in,

or away, from the runway.

If

you have maintained your 1/2

mile offset from the runway, you

should make your

turn

to base (traf

fic

permitting)

when your chosen

landing point on the runway is be

hind you at a 45-degree angle. Plane

geometry

I

hope you can figure out

the

kind of plane I m referring to) will

now have

you

1/2 mile

from

your

landing spot. Again, be sure to main

tain

this

distance

with

the

proper

crosswind corrections, if needed.

While we are speaking

about

the

winds,

don t

forget

that

they

also af

fect how steep

or

shallow your

bank

will need to be to maintain those pre

cise distances. A tail wind component

will dictate a steeper bank,

and

a head

wind a shallower bank. Being aware

of where the

wind is blowing

from

will also give you a heads-up on when

to start your turns.

If

you know

that

the

wind is from your right as you

fly

a

left-hand

downwind, you should

have no excuse to blow through

the

final

approach

course in

your

turn

from base to final.

How we enter the pattern is a sub

ject that gets a great deal

of

debate.

Some pilots like to fly

an

overhead

approach, going outbound from the

downwind on a 45-degree angle, then

doing

a descending

right-hand

180

degree

(assuming

left-hand traffic)

turn to enter the downwind leg on a

45-degree angle at

the

midfield point.

I personally find

that

using

that

entry

procedure often leaves me blind to

what

is going on in

the

pattern while

I am flying outbound

and

while I am

in the descending 180 as well. I don t

know

how

many times I have had to

take evasive action to avoid being hit,

while flying the downwind leg, by

someone who has chosen to enter the

pattern in that fashion.

My recommendation is to

be

at

pattern altitude prior to your arrival

at the pattern. Plan your arrival so

that you

can

enter the downwind

on

a 45-degree angle, if appropriate.

If,

however, you are approaching

the

airport in a manner

that

necessitates

overflying the runway centerline, fly

a crosswind anywhere from midfield

(if the runway is 5,000 feet or more)

to over the departure numbers

or

up

to 1/2 mile

upwind

of the departure

end of the runway. Do be aware of

aircraft

that may

be going around or

on a missed approach.

If

you are at

pattern

altitude, you

should

be able

to see all the other aircraft

that

might

be in the pattern.

Be

prepared to

modify this crosswind entry, as nec

essary, to sequence yourself in regard

to other aircraft so you maintain at

least a minimum separation

of

1/2

mile between aircraft.

I

have

used this VFR arrival pro

cedure for many, many years. And I

have not once had to take evasive

ac-

tion to avoid another aircraft. At the

start of this article I made reference

to hawks

and

eagles. They can easily

see

mice on the ground from the alti

tudes at which we fly traffic patterns.

Now some of you may call me a tur

key for advocating entering the pat

tern as I have described, and I admit

that I don t have the keen vision of

an

eagle, but by using my eyes I have yet

to have a close encounter in the pat

tern, nor have I cut anyone off or vio

lated the

FARs.

I have put a lot of emphasis on the

use of our eyes for collision avoidance.

This is not to say that we can t use our



lMenasco


nately for

the

officials,

the

Fair was

losing

money

.

They

needed

out

side'

attractions to bring

people

in

the

gates. The concessionaires were

in

the

red also.

50 rt put

on

a show for

the

news

papers

and the

public. He loaded up

with all the gas he could carry-took

off from a race track adjoining the

Fair

and

flew alongside and outside

the

buildings,

upside down,

back

wards, spirals, loops, spins, the works.

Nobody had ever seen

anything

like

that

done with

an

airplane. The

screamer headlines came out

and

the

expression was

coined that he

had

out

Beacheyed Beachey.'

That

ex

pression has been used many times

since,

that

'somebody

out

somebod

ied somebody,' but that is where the

expression originated.

"Professor

Moore

saw this from

his

office

windows

and that

did

it. He would not sign a contract

with the

crazy kid,

bent

u

pon

sui

cide' but to make it short, pressure

was

put on

by

the

concessionaires

and newspapers

and they

hired

Art Smith

at

a salary of $3,600 per

week, more than double Beachey's.

Beachey

had to cancel

a lot

of

his

flights

because

of

the

famous San

Francisco fogs. Art never missed a

flight,

night

or

day

because of

the

fog.

I f

the fog was down,

he got

down lower.

l i lt

was

at

that

juncture that

I

came up there to race. The cars and

our

mutual backyard

experience

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Ernie

Bryant

Virginia

Beach

, VA

•

Learned to ly at Chanute

AFB

aero club

in 1968

• Commercial-Instrument

Multi-engine Instructor

ratings

•

Works

for

US

Navy

as

a

civil

servant

• Favorite place

to

ly

to s

Oshkosh

and c mp

under

the

wing

"AUA has been my provider for this vintage 1948 Cessna, which I

have owned 5 years and a 1946 Taylorcraft I had for 2 years prior

to the Cessna. AUA has always provided great service-low prices

and friendly service with a personal touch. I wouldn't think of

being insured by anyone else I really appreciate the way AUA

keeps these beautiful old birds flying."

rnie

ryant



VINTAGE

AIRCRAFT

ASSOCIATION

OFFICERS

President Vice· President

Geoff Robison Geo rge Daubner

152 )

E

MilcG

regor

Dr. 2448 Lou

gh Lane

New Haven, IN 467 74

Hartford

,

WI

53027

260·49]·4724

262·673·5885

chie{7025@ ao l.com vaa{[email protected]

Secretary

Treasurer

Steve Nesse

Charles W. HarriS

2009HighlandAve. 7215East 46

th

S

.

Albe rt Lea, MN 56007 Tulsa, OK 74147

507·

373·

1674 9 1

8·622·8400

stl1es@deskm edia.cOl}J cw [email protected] m

DIRECTORS

Steve Be

nd

er

Dale

A.

Gustafson

85Brush

Hill

Road 7724Sh

ady

HillsDr.

Sherborn,MA 01770 Indianapolis, IN4

6278

508·653·7557

317·293·4430

ss

t J

O@co

mc

ast lIet

dale(aye@ sll.com

David Bennett

Jea

nni

e Hill

P.O.

Box

11

88

P.O.

Box

328

Roseville,CA95678

Harvard ,

IL 60033·0328

91

6·6

45·8370 81

5·9

43·7205

untiqu

er@

;"

rea

c

h.

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di

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John Berendt

Espie " Butch" Joyce

7645EchoPoint Rd.

704

N.

RegionalRd.

Can non Falls, MN 55009

Gr

ee

nsboro,NC 27

40

9

507·263·2

414 336·

668·3650

mjbfchld@rconne ct. com

windsock@ao{.CO/ll

RobertC. "Bob" Brauer

Steve

Krog

9345

S.

Hoyne

1002

Heather

Ln.

Chicago, IL60620 Hartford,WI53027

773·779·2105

262·966·7627

pl tupi iot

@ao i.co

m

sskrog@ao/.com

Dave Clark

RobertD. "Bob"Lumley

635Ves talLane 1265South 124th S

.

Pl

ainfield,

IN46168 Brookfield,WJ 53005

317·8

39·

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500 262·782·2633

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889 1

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763·786·3342 414

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pledgcdri

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DIRECTORS

e m b e r s h i ~

Services Directory

ENJOYTHEMANY BENEFITSOF

EAA

AND

HE

EAA

VINTAGE AIRCRAFTASSOCIATION

EAAAviation Center,

PO Box 3086,

Oshkosh

WI 54903-3086

Phone(920)426-4800

Fax

(920)426-4873

Web Site:

www.vil1tagea ir

craft

.or

g a

nd

www.airvel1tur

e

.or

g

E

-M

a

il:

vil1ta

ge

aircra{[email protected]

g

EAA and

Division Membe

rship

Services

800-843-3612 . FAX920

-4

26-6761

(8:00 AM-7:00 PM Mond

ay-

Friday

CST)

-New/renew memberships: EAA, Divi

sions (Vintage Aircraft Association, l

AC

,

Warbirds), National Association of Flig

ht

In structors

(NAF

I)

-Address changes

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handi

sesa les

-Gift memberships

Programs and

Activities

EAA

Ai rVenture Fax-On-Demand Directory

732-885-6711

Au

to Fuel

STCs

920-426-4843

Build/ res tore information 920-426-4821

Chap ter

s:

locatin g/organizing920-426-4876

Education . . . . .

..

888 -322-3229

-

EAA

Air Academy

-

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Scholarships

Flight Advisors information . . 920-426-6864

Flight Instructor information 920-426-6801

Flying Start Program 920-426-6847

Library Services/Resea rch 920-426-4848

Medical Questi

ons

. 920

-4

26-6112

Tec

hni

c

al

Co

un

se lors . 920-426-6864

Young

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on Foundation

Artifact Donations 920-426-48

77

Financial Support. 800-236-1025

MEMBERSHIP INFORMATION

EAA lAC

Membership in the Experimental

Ai

rcraft

Current

EAA members may

join th

e

Association, Inc. is $40 for one year, includ

In t

erna

ti

on a

l

Aerobatic

Club,

In

c. Divi

ing

12 issues of SPORT AVIATION. Family

sion

and r

eceive

SPORT AEROBATICS

membership is an additional $10 annually. magaZin e for

an

additional $45 per year.

Juni

or Membership (

und

er 19 years of age) EAA

Memb

ers

hi p

,

SPORT AEROBAT-

is available

at

$23 annually. A

ll

major credit

ICS

magaZine

and one

year

memb

ership

ca

rds accepted formembership. (Add $16 for

in th

e lAC

Division

is

available

for

55

Foreign Postage,)

per year

(S

PORT AVIATION ma gazi

n e

not includ

ed ).

Add

15 for

Foreign

EAASPORT PILOT Posta

ge.)

C

urrent EAA members

m

ay add EAA

SPORT PILOT

magazine for an

additional WARBIRDS

$20 per year. Cu rre

nt

EAA

me

mb

ers may join

the EAA

EAA

Memb

e

rship

a

nd

EAA SPO

RT

Warbirds

of

America Division

and

receive

PILOT

magaz

ine

is available for 40

per

WARBIRDS magaZine for an add itional $40

yea r (S

PORT

AVIATION

magazine

not in per year,

cluded).

Add 16

for Foreign Postage,)

EAA

Memb

ers

hi p

,

WARBIRDS maga

z

in

e and o

ne yea

r m e

mbership in the

VINTAGEAIRCRAFTASSOCIATION

Warbirds Divisi

on is

available for

50

per

C

ur r

e

nt EAA

members

may

j

oin th

e

year (

SPORT AVIATION magaZ

ine

not

in

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