Vintage Airplane - Jun 1998

8/12/2019 Vintage Airplane - Jun 1998

1/36


2/36

June

1998

Vol. 26, No.6

ONTENTS

1 Str aig

ht

& LeveIlEspie Butch Joyce

M

News

4 Sun n Fun

Awar

ds List

5 Aeromail

6

M

Safety/Roger Gomoll

8 Type Club NoteslNonn Peter

se

n

9 Pass

it

to Buck/Buck Hilbert

10

Preparing

a Swift (Part

11

/

Jim Montague

13 Sun n Fun

98

/H.G. Frautschy

19 1998 Sun n

Fun

Spash-In/

No

nn

Petersen

21

What

Our

Members

Are

RestoringlNOIm Peter

se

n

22 Mystery PlanelH .G . Frautschy

EDITORIAL

STAFF

Publisher

Tom P

oberezny

Editor-in-Chiel

Ja ck

Cox

Editor

H

enry

G.

Frautschy

Managing Editor

Go ld a

Cox

Director

01 Print

Production

Mike

Dr

ucks

Computer Graphic Specialists

Nancy Hanson Olivia L. Phillip

Pierre Kotze

Associate Editor

Norm

Petersen

Staff

Photographers

Jim Koepnick Lee Ann Abrams

Ken Lichtenberg

Advertising/Editorial Assistant

Isabelle

Wiske

EAA ANTIQUE/CLASSIC DIVISION , INC.

OFFICERS

President

Vice-President

Espie

"Butch" Joyce George Doubner

P.O. Box 35584

2448 Lough Lone

Greensboro,

NC

27425

Hart1ord.

WI

53027

910/393-0344

414/6735885

Sec

retory

Treasurer

Steve Nesse

Charles Harns

2009 Highlond Ave.

7215

East

46th SI.

Albert

Leo

, MN su:JJ7

Tulsa

,

OK 74145

507/373-1674

918/622-8400

DIRECTORS

John Berendt Gene Morris

7645 Echo Point Rd. 5936 Steve Court

Cannon

Falls,

MN 55009

Roanoke,

TX

76262

507/263-2414 817/491-9110


3/36

STRAIGHT

LEVEL

by ESPIE "BUTCH" JOYCE

H

ere

itis

June once again

and

EAA

AirVenture Oshkosh

is

notthatfaraway.Therearea

lot

of

EAAstaffandagoodnumber

of

volunteersalreadyontheConvention

site

...

hard

at work getting

thearea

readyforyourenjoyment.Being avol

unteer

for a

good many years (over

20),ithasbeenmypleasuretohave

madefriendswithanumberof

people

whom I

would not have known if

it

had not been

for

aviation. Most

of

themIseeonlyoncea

year

whileat

Oshkosh. If youhavenottriedvolun

teeringwhileattendingtheConvention,

youshouldtryitoncetosee

if

itisas

HeadQuarters

Photo

RuthCoulson

JackMcCarthy

616-624-6490 317-371-1290

InterviewCircle

lCPicnic

CharlieHarris

JeannieHill

918-622-8400

815-943-7205

Man Power

AnnaOsborn

lC

Media-PR

210-896-4614

JeannieHill

815-943-7205

Membership/

Chapter

Security

BobBrauer

GeoffRobison

312-779-2105

219-493-4724

OX-SPioneers

BobWallace

Tour

Tram

410-686-3279

JamesLeFever

MetalForming

414-434-1656

Workshop

SteveNesse

TypeClub

HQ

needs.

One other

helpfulsignwould

stateRETURNINGGRANDCHAM

PIONsoyouwillbeparked

in

aspecial

placeof honor.

Thisyear,throughtheeffortsof the

EAA and

NBAA you

willbeableto

seehowcivilianaviationhasplayed

an

important

part

inthedevelopmentof

corporate

America.Many

of

theair

planesincluded

in

thedisplay,which

willbelocatedontheWestRampjust

north

of

the

lC

RedBam,arevintage

airplanesbroughttoEAAAirVenture

Oshkosh by

fellow

Antique/

Classic

memberswhowereinvitedtodosoby

theEAA.

If youhavemissedseeingaparticu

lar Grand Champion

,many

of these

airplaneswillbeondisplay,parkedfac

ingwestalongthepavedNorth-South

road

in

frontof theRedBam.Wewill


4/36

AD (ADD

No. 97-CE-79-AD)

pro

for longitudinal cracks through bold,

posed at the end of last year. Since that nail and spacer holes. Inspect the but

A C

NEWS

time, an alternate means of compliance end

of

both spars for cracks. Additional

has been created. Published by Ameri inspection holes

should

be

added

as

compiled

by

H G Frautschy

ABOUT THE BACK COVER

Terrance Geer, 2813 Kimberly Ln.,

Tampa, FL 33618

is

the artist responsi

ble for

The Baby Ruth Airplane

featured on our back cover. Terrance

has

been,

at one

point

in time, a ma

chinist, draftsman, illustrator, Air Corps

radioman and he's worked

in

aerospace

administration and management. For

him, drawing and painting have always

been a hobby, with aircraft

just one of

his many favorite subjects among peo

ple and buildings.

"The Baby Ruth Airplane" is a water

color. As explained by Terrance, "What

two things could have generated more

interest for youngsters of the early thir

ties . The Baby

Ruth

promotion was

carried out in many metropolitan areas

throughout the u s Contractor pilots per

formed the parachute run in Travel Airs,

Stearmans, Curtiss Robins, Kinners and

Wacos. All were there during a couple

of

summers around 1930. Regulations

can Champion Aircraft Corp. as Service

Letter 406 Revision A, the entire text

of the Service bulletin reads as follows:

Date:

May 6 1998

Title: Wood Spar Inspection

Applicable Models: All Model 7's, 8's

and 11 's with wood spar wings

Description: There have been re

ports

of

cracks developing

in

wood

spars, both front and rear. There are

many possible causes to the cracking

including: high flight time, wing dam

age

history

, high acrobatic time,

over-stress history, or having been ex

posed to changes in humidity over

several years . Compre ssion cracks

have been found

emanating

from the

upper and lower surfaces of the front

and rear wing spars at both ends

of

the

reinforcement plate for the lift strut at

tachment. Longitudinal cracks have

been reported in all areas

of

both front

and rear spars including through the

wing root. See

Figure

1 for

example

locations of spar cracks.

Approval: Revision A to this ser

necessary to do a thorough inspection

and check all areas

of

concern. Service

letter 417, Revision C, may be used as a

guide for installing additional inspec

tion holes.

Inspect for loose or missing rib nails

per Service Letter C-13 9. Ifloose or

missing nails are found, inspect spar by

the rib for damage result ing from the

rib rubbing against the spar.

If

the fric

tion between the rib and spar has

broken the wood grain

completely

across

the

spar and more than

1116"

deep, this is cause for rejection . Also

inspect for nail hole elongation. Rejec

tion must also occur

if

the nail holes

have been elongated such that wood

grains are broken more than 1/16".

Page 2

Inspection: The only area it is possi

ble to possible to positively identify a

compression

crack

is

on

the top and

bottom surfaces of the spar. Both front

and rear spars need to be inspected. The

key

areas

to

be concerned

with are

shown in Figure 1. Additional inspec


5/36


6/36

ANTIQUE

1945 and Earlier)

GRAND CHAMPION

Stearman PT -17, N4401 B

David Gay

Orlando, FL

RESERVE GRAND

CHAMPION

Spartan Executive, N 17667

Kent and Sandy Blankenburg

Groveland, CA

CUSTOM CHAMPION

ANTIQUE

Beech D17S , N 17985

Steve Johnson

Bloomington, IN

BEST SILVER GE

OX-5 American Eagle, N3738

Bud and Larry Skinner

Miami, FL

OUTSTANDING ANTIQUE

Piper J5A Cub Cruiser, N38243

Dale Dolby

Ft. Wayne, IN

CLASSIC

1946-1955)

GRAND CHAMPION

Cessna 195, N 2197C

James Sayers

Edison,OH

BEST RESTORED

CLASSIC

0-100

HP)

Aeronca Chief, N85805

E

Barnhill and

G

Davis

Seneca, SC

BEST RESTORED

CLASSIC 101-165 HP)

Piper PA-12 Super Crusier, N7770C

Paul Merritt

Pensacola, FL

Evergreen, CO

Aeronca 7 AC, N8360T

Chuck Berthe

Williamson, GA

Taylorcraft BC-12D, N94953

James Zangger

Cedar Rapids, IA

CONTEMPORARY

1956-1960)

BEST CONTEMPORARY

Piper Comanche, N5239P

Robert and David Wall ,

Ocala, FL

BEST CUSTOM

Beech M35 Bonanza, N688V

Buz Rich

Williamsburg, V A

BEST TWIN

Beech E-18S, N57PF

Pat Foley


7/36

VINTAGE

AeroMail

FLIGHT

INSTRUCTION

RESEARCH

Greetings,

I am currently doing a PhD

in

aviation

here at the University

of

Newcastle, Aus

tralia. As background to my research on

flight instruction, I am conducting a survey

of

how pilots have been instructed

to

make

visual approaches in fIXed wing (powered)

aircraft, both civil and military. This entails

consulting both archival documents on

flight instruction and personal memoirs .

Essentially I am seeking evidence

of

what

type

of

"patter" the flight instructors have

used when instructing the approach, in

both current and historical flight instruc

tion, i e "Keep your speed up," "Maintain

that nose attitude" etc.

Unfortunately, visual flight instruction

seems to be a subject which has not been

well represented in aviation archives. I am

hoping that some

of

your members might

be willing to

contact

me with personal

actually weighing the aircraft and calculat

ing the Empty Weight Center of Gravity

(EWCG)

and a million

other

checks , it

turns out the horizontal stab was rigged

with the tips about 5 degrees down in ref

erence to the tail post. Rerigging the tail

brace wires to set the stab to zero solved

the problem t seems that the 5 degrees

droop was

binding the

elevator just

enough that you

couldn't

feel it

but

the

trim tab wouldn ' t overpower the binding

as

the elevator

came

through

neutral.

Anyway, I thought

it

worth passing on

in

case anyone else has a hard time getting

their machine to trim properly The best

part

now

it

cruises

at 92 mph indicated

and slow flight at 38 mph is a hoot

Cheers,

Larry West

Tacoma, WA

AlC 8848

EAA Tech Counselor 3738

I announced the rides were canceled,

but I needed some

help

to restart

the

plane.

Two 20-year-old

men said they

would

help.

As we left the house, one

said he wanted to tape the starting of the

plane with his camcorder. Paul said he

would run the

camcorder

and Jacob of

fered to help start the engine . All went

well. I set the mags on of f, went around

and pulled the prop, returning to put the

left mag

on

. I

explained

that when it

started, Jake should

give the

engine

a

little gas

if

needed

put

the mags

on

BOTH and continue to hold the brakes.

He said

"Fine "

and

I

walked back

to

the front of the airplane.

I

tested the

brakes, propped it and it started but did

not keep running.

1 called back to Jacob to put the mags

to OFF and

r

would pull the prop while

he pumped the throttle as we had done

before. Jacob said, "OK "


8/36

-

Vintage

Airplane Safety

Proppin' Revisited

by ROGER GOMOLL

le ADVISOR

Hand Propping def):

To

start or

attempt to start an

aircraft by plac-

ing

the

hands on

the

propeller and

spinning

the propeller manually.

Known by

most pilots

as a

rarely

practiced or even lost art.

Accident reports still indicate that hand

propping is a significant threat

to

life

and

limb and loss of aircraft in our Antique

Classic Division . Since

some

Antique

and

Classic aircraft were built without starters,

hand propping is an important issue for the

safety of our

members.

Here are

some tips

for a

safe

and

successful start

.

1. SECURE THE AIRCRAFT. Al

though

you

may

consider hand-proppinga

routine

way

to start your aircraft,

each

time

that you do

it

you

are

faced with monumental

risk.

The

force that

is sent

to

the

propeller by

even the least powerful aircraft engine is

3. H

AVE

A COMPETEN T PILOT AT

THE CONTROLS . It is important that

there

be

a

hand

on the

controls

-

and

it

must

be a person who is properly trained

in

the op

eration of your aircraft. Propping an aircraft

is

best practiced

by

two

peop

l

e, who can bot

h

be r

esponsib

le

for

the safe starting of the air

craft.

The

person at the controls

must

know

the

operation of

the

ignition switch

and the

thrott

le, and be fully

versed

in operating the

brakes. Your l

ife

may

be

resting

in

this

per

son's abi

li ty to

control t

he

aircraft. The

person at the controls and

the

person at the

propeller should both know the

appropriate

calls and responses for the starting procedure.

Pratt and Whitney Haircut: (aero-

nautical slang) Having one's head

come perilously close

to

a spinning

propeller, usually after having incor-

rectly hand propped an engine. Also

how to hand

start

an aircraft.

By l

earning to

correctly hand-start your aircraft, you'll

greatly enhance

the

probability you will end

your

flying

career

at a

very old age.

DUMB

Don't think that just

because you

're an

experienced pilot that you can't do som e-

thing dumb

George Moffat spoke those words at a

lecture

he gave

t

hi

s past winter at

the Min

nesota

Sport Aviation Conference. George is

a silver haired retired professor, well known

to

sa

il

plane

pilots

as a

former National soar

ing

champ.

He

served as the

coach to

the US

Soaring team in last year's World Soaring

Championships in

France. He

still competes

regularly

and

is considered among the

best

American

soaring pilots.

Doing

something

dumb

in

the

cockpit is

not always

perilous

. It's

rarely

fatal. It can be

something as innocuous as flying

in

the wrong

direct i

on for

a

few mi

l

es.

It

can

be

something

as life

threatening

as

running out

of fuel.

We've all had the occasion of doing

something dumb in the cockpit.

We

may

have gotten ourselves into jams that were

hard to get out of, or that resulted in close

calls. Some

of

these dumb moves may have

resulted in

an

aircraft incident

or accident.

For all of us, this reminder from one of

the most experienced

of

our colleagues


9/36

Mind Set. We all

anticipate

how

situa

tions will proceed .

If

those situations

unfold

differently

than

we expect we tend

not

to recognize the changes

.

For

example:

At

the

end

of

the runway

,

your engine runs

rough

on

one mag

. Since your mindset

was

that

of a

quick and painless checklist there

is a tendency

to

dismiss

the

problem

and

proceed

as if the mags

were

operating

cor

rectly. Good

judgement

allows

for

mUltiple

outcomes

to

any event, and prepares

to

make unpopular

decisions when

necessary

.

Get-There-His .

As

pilots,

we

tend

to

fixate

on

the ultimate goal- which

is in

some cases

the

successful completion ofa

trip

.

It is

easy

to ignore signs

of

equipment

trouble

or

decreasing weather conditions

by

focusing on

how

short the remainder of

the trip is or

by

convincing ourselves that

there

is better weather

ahead

.

Good

judge

ment provides for a landing short of the

goal

and

accepts

the

possibility of delays

for

safer weather

or

repaired equipment.

Getting Behind the Aircraft.

The con

tinuing problem of landing and takeoff

accidents is

a

great

testament

to the

contin

uing problem

of

allowing events or

situations to

control

the

pilot, rather than

the

pilot controlling

the

situation. A good

pilot s skills are

always

in training. A

good

pilot

knows the

limits of their aircraft

and

of themselves and admits that skills de

fuel

starvation,

fuel

mismanagement,

mi

nor engine problems such

as

ignition or

carburetion, or

po ss

ibly even catastrophic

engine failure due

to

the age

of

these

machine

s.

But

the

final result

is the

same

instant quiet

in

what was a very noi sy

environment.

The more

quickly

and

methodically

that

you react

to

your problem in flight , the

greater chance

you will have to

keep

you

your passengers , and your aircraft

in

one piece

.

If you ve

been flying for

any

length of

time, you ve probably run a tank out of

fuel.

When

that first bit of silence occurs ,

it

is

absolutely astounding

how

quickly

your

hand finds its way to the fuel

selector

and

the boost pump switch (if installed). That

seemingly instantaneous reaction usually

fixes the problem

of

getting the engine

back online again, and subsequently re

starting your

fear

-stopped heartbeat.

But sometimes it doesn t. And you

should prepare

yourself for

that

eventuality.

When it happens the

first

thing that oc

curs

is

a feeling

of

disbelief- and then

maybe

fear.

Very human very

understand

able

reactions.

But

now

is when

you

need

to be

coolest calmest

and most in

control.

And

believe

it

or not

you are

still in total

control

of

an

aircraft -

albeit

a g

lider.

Since you re now a glider you need

to

fly too fast

or

too

slow,

you

decrease

the

amount

of

time

you

have before landing,

decreasing your options.

As

soon

as you

have gotten your best

glide speed established,

it

is

time to find

a

landing

field.

A hayfield

is

the

best option ,

if

you can find one. Cow pastures are

a

sec

ond choice, but since these pastures are

rarely cultivated, they are most likely

strewn with

rock or have

uneven surfaces

in them. Fields with short crops have the

advantage

of

being prepared- but they

might be very soft

early in the

season or af

ter rains, giving the possibility

of

a

noseover. Far down on my personal list are

roads

and

freeways . Although the asphalt

looks

inviting,

most roads have steel

sign

posts lining them and have very frequent

power line crossings over them. Besides.

Roads have cars on them and

you re

likely

to

overtake

and

maybe even

hit one

if you

land

on

a road. Pick a good field if you

can

-

and use

a

road only

if

you

absolutely

have

to

.

And

besides aren t the

only forced

landings that

you

see

on

your local

news

ones that

have landed

on

roads?

I ve

known

pilots

who

have passed up perfectly good

sod farms to

land

on roads

- a

choice that

I

most likely would not have recommended.

f you

can t

find

a suitable field right

away, you might turn downwind, giving


10/36

company presenter commented that their

proposed tower was "out there nowhere

near the airways and presented

no

real

hazard

to

flying". Really! I forgot the dis-

tance but according to them the guywire

anchors were

to

cover a circle whose di

ameter was to be the height of the tower.

I still remember Dick DeMars losing a

wonderful son

to

contact with a guywire

while

scud

running in a Pitts.)

Buck, each time Vintage Airplane ar

rives, your column is the first thing r read .

Keep up

the good work .

Clear skies .. .

Wendell L. "Doc" Roy

Fort Collins, CO,

lC

19307

Hey Buck,

You've asked for information on the

plane shown on page 22

of

the March

Vintage Airplane. Maybe r can supply a

scrap or two

of

info

from

myoId album.

No

I don't surely know what the plane

by

E.E. "Buck" ilbert

EM

#21 Ale

#5

P.O. Box 424 Union IL 60180

We've got a real collection of letters

and thoughts from a bunch of you - keep

them

coming!

Dear Buck,

I so enjoy Vintage Airplane and your

"Pass t To Buck" column. I have been

restoring an early Gullwing Stinson

1936

SR 7. The fourteenth bent wing Stinson

PaSSitto

Buel{

The article on forward facing wind

shields was interesting. But, nobody got

the most obvious answer. The reason the

windshields

of

today slope back

is

because

of

an

invention . the electric storage battery!

(What?) Yes

,

forward

sloping windscreens

are for downward visibility. Remember the

aircraft of

the

day had hand crank starters.

To see your ground personnel, you had

to

lean forward

and

look down. These win

dows are still popular on helicopters liaison

and observation aircraft yet today, though

now

it's

on

the

side

of

the

aircraft.

Please take

my

all-knowing attitude

with a grain of salt, as r

have

been accused

of shooting from the

hip

on occasion!

Obnoxiously,

Timothy Liewer

Hershey, NE, lC 9987

Dear

Buck,

I just got the April 1998 Vintage Air

plane and

was

interested in your comments


11/36

Type Club

NOT S

b y NORM PETER

SEN

Co

mpiled

from va

rious type

cl

ub

pu

blicati

ons newsletters

Cub C lub Clue s

The Newsle

tt er

of the C ub Club

10hn Bergeson,

editor, 517-561-2393

Standard

Cub

Airfoils

Mark

Erickson o f Dakota Cub in Valley

Springs SD

phon

e: 605-757-6628

writes

th

e first ofa series

of

articles on

the

various wing differen

ces in th e

Piper Cub line.

any undesired flight characteristics if

only a few ribs were incorporated in

the rebuild, but it wou ld not be desir

able to have one wing with the

modified airfoil and

one

without. T

should

also

mention that

this

could

only happen on the wood spar 1-3 or

possibly

a 1-4.

The

wood

spar

1-5A

was made after the changeover date

and

all

metal spar

wings incorpo-

The wood spar wing utilized 12 ribs

per

wing

with a nose or false rib lo

cated forward

of the

front spar and

between each

standard

rib. The ribs

were covered at the leading edge with

a 3/4 wrap (see Fig. 1 of .016 3S12H

aluminum sheet. The 3/4 wrap ex-

tended

from

the bottom

of the rib

midway between the front spar and rib


12/36

PreparingASwift

For

Aerobaticsl

Or

Just

Good

Performance - Part

II

a treatise by im Montague A/C

1310)

BIG ENGINES

, ET

C.

As long

as

I mentioned big engines I

might

as

well elaborate.

The

Swift

has had

almost every engine

from

85 hp to 210 hp

installed. Plus the

220

Franklin

and

even

several

250 Turbo-Franklins

Others

may

disagree

with

some of

my

opinions,

but

here

they are:

A

GC-I

A

with

a

C-85

or

C-90, for those

who

want an

origi

nal

CG-IA. The C-90 will

outperform

an

85

to

a greater extent

than

5 hp

might

suggest.

The C-90

peaks

at

98 hp on

the

power

chart.

The C-90 is actually an 0-200, with

a

slightly

different

cam.

The 0-200 has been

installed

in

a few

Swifts, but

is not a good

engine for

this

application. The

Lord

mounts position

the engine forward an inch

or so, and

the en

gine does not

fit perfectly in the

cowl. The

C-90 actually may have more effective

horsepower

than the

100 hp 0-200,

due to The 0-300A

is

the

STC'd engine

for the taining. 0-320

This was

the

first

big

en

the

cam

profile . Avoid a C-90 without

Swift

Association

STC.

The 0-300C

is

not

gine STC'd

for the

Swift.

t

uses a fairly


13/36

FRANKLINS

6A-350, 220 hp,

a

smooth powerful

en

gine.

f

the

new

engines coming into this

country from Poland turn

out

to be

good

,

and

lower priced

than TCM or

Lycoming, this

may

be

the

engine of

the

future. Merlyn

has

the STC

.

The

only negative

I

noted in sev

eral flights with several 220

hp

airplanes was

that they were heavy

.

The

flew great, went

fast

,

were

very

smooth

,

but landed fast and

left no doubt these were heavy airplanes.

6A-350 Turbo - 250 hp - Several of

these were

flying,

at

least

one was

STC'd

for one airplane only. Unbelievable

perfor

mance,

considering

the

empty weight of

the

aircraft.

The one

airplane eventually

actu

ally had the firewall moved aft several

inches to

help the weight

and

balance. This

is not

a

casual

modification

It's strictly

for

the person who wants ultimate Swift perfor

mance,

and is willing

to pay for

it. Another

similar Swift,

with

a stock appearing air

frame,

but highly modified

structurally, and

operating

in the experimental category, suf

fered a structural failure and crashed .

Perhaps this indicates

the

upper limit

for

Swift modifications.

STRUCTURAL

MODIFICATIONS

There

are

several

desirable modifications

for

a

Swift that is to be flown in aerobatics.

The

vertical stabilizer can have

two

nicely

in

a

few serial numbers

of

1000 and above

,

no

more than ten or

so

(N80600 up). Yes, r

know,

there

were five GC

- I

Bs

previous

to

N80600

.

My solution to this

,

and

I'm

not the

only one

who's

done it,

is

to skin

a

piece

of

.032" from

the

firewall

back

to

the sta.

62.5.

This

can

be

signed

offas

a repair, rather

than an

alteration,

and can be

approved

by

your LA

. according

to

AC 43.13-IA.

Some

have used

.

040"

skin,

which is

stiffer,

but

harder to cut, and is going

up

on

the

gage

of

metal, which

may

technically

be an

alter

ation. This would

require

a

field approval.

I

talked to

the

FAA

on

this

,

and they have not

given

me

any

grief

using .032" . The weight

difference in

either case is negligible

.

If the

engine mount is

in

good serviceable

condition it is

okay

for

any

reasonable

aero

batics. The

original

mounts are

now

50 years

old. A.D.

64-05-06 details inspection

and

also repair procedures. t might

be

a good

idea

to

reinforce the upper aft cluster or

weld

in a

new tube per the A.D. procedure.

Anytime

the engine

is

removed,

the

engine

mount

should

also be removed from the fire

wall and

shaken. If there is internal rust

it

will

sound

like sand

is

inside

the tubing.

SPEED MODS

Owners have been

trying

to

increase the

speed

of their

Swifts

ever since

1946

.

Per

haps

no

other production airplane

has

had

as

of

the aircraft (like 5,

000

feet, that day).

Turning

off the flap

circuit breaker,

I

put

the

flap

selector down then bumped

the

cir

cuit breaker until the trailing edge of

the

flaps was down an inch or

so.

The

airplane

then

flew

a little nose down,

tail

up.

I could

find

a sweet spot

where the

airspeed

in

creased three

mph.

Please understand all

these conditions.

My

point is, reflexing the

flaps doesn

't

always work.

The

Aeromatic prop developed a bad

reputation from guys who put too much

counterweight on them. They would install

a

few extra washers thinking with more pitch

they would

go

faster. Apparently years

ago

they

didn't

consider

manifold

pressure. They

also

used to

run

low rpm,

like

2,350 for

a

125.

A 125 won't

go very fast

at that

rpm unless

you're

pulling 26

inches

of

manifold pressure.

Then, when takeoff

power

as needed, the rpm

wouldn't

increase enough for

a

go

around.

Toward 1960 the Corben-Fette mods

started appearing. I used

to

have

an

old

brochure with all the

mods Corben-Fette

of

fered. They

had

modified wing tips, lift

tips

and dummy

wing

tip

tanks. They

of

fered two

types of

dorsal fms, for

the

vertical

stabilizer,

and

a

modified hatch entry

.

First,

they had

a

downdraft cowl

and

cooling

baf

fle setup for the 1251145, then the

150

Lycoming

conversion. Later

,

they sold

nine

gallon

auxiliary

fuel

tanks that

fit in

the

belly

area, and a 180

Lycoming Dynafocal engine


14/36

for

me was, while discussing the subject

with

the

FAA,

the

inspector excused himself

for a moment, then returned with a very

thick

file for

an airplane that

had been

ap

proved

at the

Minneapolis

GADO with an

0-290 (125 hp) Lycoming. What a lot of

work for

a

zero

gain

from

a 125 Continen

tal

That airplane, N80796, resides

in my

bam today while being rebuilt.

Bob and

Deb

Bailey saved

it from

oblivion. After flying

the

150 Lycoming Swift a

year or so

[got

the urge for more speed.

[

made

up a

list

of

things I wanted

to

do and again talked

to

the

FAA

.

They suggested

[

license

it

in the exper

imental category, research

and

development,

and try

out

all the mods I had in mind . They

agreed

to

approve whatever [ would sign

for.

At

that time there

was

a saying, "A

Swift is as

swift

as a

Swift

will

be." In other

words, it

won't

go any faster.

The

Private Pilot Magazine article told

the

airflow from the aft

wing

fairings was

vertical. A local Swift owner told

me the

"

break"

in

the fuselage

at sta.

62.5 presented

tremendous drag . [ was determined

to

find

out the truth, and applied

yam

tufts all over

the

airframe. [

wish now

I

had

taken a lot

more photographs , I think [ have a

few

around somewhere.

The

airflow at sta. 62.5

was

actually quite

good,

[ thought,

and the

aft wing fairings weren't too

bad

either. I

taped

the

slots closed ,

and

could not detect

any speed increase

.

The stall seemed about

inch.

Releasing the controls initiated a

slow

roll toward the spill plate side

. I

had yam tufts

taped to both

tips and

the

spill plate's airflow

was

simply awful, while

the

standard

tip was

amazingly laminar and smooth. Needless to

say, I installed a pair of standard wing tips .

The rate

of climb increased

and

I could ap

proach

slower.

After all

this

I

relicensed the

airplane in

the

standard category, with

a 337

approval for the mods I retained .

Net

speed

gain?

"

Zero "

I

didn

't gain a

mile an hour.

After five years

o

ownership [ had

changed the engine

from

90 hp

to

150 hp

and

increased

the

speed

from 120 to 140

miles

an

hour.

Soon

J

developed a

want

for

a

polished Swift,

and

purchased, sight

unseen ,

a GC-I A

from

Vince

Fette

,

which he hadn

' t

seen either

The

airplane was in

St.

Louis ,

MO and retrieving it on a ferry permit

was

an adventure which

could

take

pages

to tell

Vince had

force

landed N2373B in

the

Ever

glades , and

was

not in position

to go

after

another airplane

just

yet. After an adventur

ous

flight home

, [

removed the C-85 engine

and installed

an

0-3000 and

74x61

prop.

The

speed

of

my now GC-I

B

was about

the

same as

my previous

150

hp airplane.

At

a

fly-in that fall I had

the

opportunity to run

side by

side

with some

of

the faster

Swifts

and to

my

chagrin

,

realized they were faster

than [ was. I had computed the weight

and

balance ,

and

thought

it

was neat that this air

plane didn

't

require any weight

in the

tail to

draft cooling. Perhaps

his

figures

were

inac

curate, or

the

Corben cowl

wasn't

as efficient

as it

should

have been, but

I

did manage to

get

by quite a few of them.

I conducted

an

interesting

experiment.

I

had

accumulated a collection of

five

props:

an

Aeromatic,

two McCauley

DM7359s

and

two Sensenich 74DR props

.

On

a

Saturday

morning, changing

the props

in quick

suc

cession, I tested them

by

simply running

wide

open

at

2,

000 feet msl. My

favorite

Sensenich indicated 167 mph at 2,900 rpm.

The best McCauley, narrowed to

the

service

limit, with rounded

tips , and a

sharp

trailing

edge (so sharp you couldn't hand prop

it

without gloves)

,

indicated 164 mph

at

about

the same rpm. The

Aeromatic indicated

135

mph

at

2,700

rpm

. The "

full

dimension"

Sensenich indicated

155 mph at 2,650 rpm.

The other

McCauley, simply cut down

from

a

76

inch diameter blade with very wide

tips

,

indicated 145 mph at

2,

650 rpm

.

I

found this

very interesting. It indicated

for

speed, the

prop

tips should

be

narrowed

in chord to the

repair

limit. [n

later

years,

[

found

a

Sensenich

M74DR-I-59, and a

Mc

Cauley I A 170DM7359 are approximately

equals, if

the

tip

chord is equal.

Props vary

from one

to

another, even with the s

ame

numbers.

The McCauley might

have

a slight

edge

in

climb,

and

the Sensenich

a slightly

higher speed.

A

fixed pitch

wood

prop is not

worth

any

consideration

for

speed .

The

rare


15/36


16/36


17/36

(Above) Jim

Kimball EM 49344,

NC 8908

of Zellwood, FL and Herb Clark (EAA

513686),

Leesburg,

FL

put

their

heads

and hands together to make a change to

the look and performance of this Waco

UPF-7.

Can

you make out the change?

The engine is a 360 hp ( ) Vedneyev 9

cylinder radial and its corresponding prop.

Easily

converted back

to a 220 hp

Continental, the

UPF

is described as

hav-

ing a short and exciting takeoff run, with

amazing vertical and climb performance.


18/36

(Right) Lou Frejlach (EAA 13463, A C 7558 ,

laGrange,

IL

realized a dream

of

owning a Fairchild

24H with the recent completion of this spectacular

example.

The

restoration was started

by

the late

Norbert Binski, and completed

by

Geo Joe Hindall

(EAA 216658, N 14532)

of

Englewood, FL. Winner

of the Best

Cabin

award at

Sun

'n Fun, the plane is

being flown

in

the photo

by

retired airplane pilot Jim

Bohlander (EAA 423435,

N

20017), a long time

friend of Lou 's.

(Above) Right next to the headquarters

building is the type club tent , where

members and other interested folks

can stop and chat about their favorite

airplane. These folks are the experts

for

their

i rcr f t

if

you ve ever

thought about buying or restoring an

airplane, join the type club for that air-

plane before

you

buy


19/36

(Right

and

Below) This

handsome Stinson

lOA was restored by Debbie Snavely,

Lake Placid, FL. It was judged the Best

Monoplane in the Antique category.

Debbie

and her husband

Bill

(EAA 97158,

AlC

14544

run the National Stinson

Club

lOB

Section),

and

are

very

familiar

with the type. A long term restoration,

this was entirely Deb's project, while Bill

was roped in

for flipping wings, etc.,

and

lending his support while she put her

then-new A P skills to

work.

(Below) The

Contemporary judging category's Best

Twin was

this

sleek looking Beech

E-1BS

owned and flown

by

Pat Foley

(EAA

413436) of Middletown, DE.

(Above)

It may look like a Taylorcraft, but

it's really a Swick

T,

a Taylorcraft modified

for aerobatics. It is a single place airplane,


20/36

A/C27520).

Their new General Manager,

he s

proudly standing beside their YMF-5 mounted on a

set of Pee

Kay

3500 floats. PK s representative,

John Bent

(EAA

188753),

of

DeVore Aviation is

resting on

the

float. A smooth landing on wet

grass facilitated

the

arrival of

the

biplane, and

Willie Ropp s takeoff dolly

was

used to get the air

plane out

of

Lakeland Under airport.

Larry Van Dam

(EAA

211807,

N 26860) is

in the cockpit

of

his 1957

Beech

H35

Bonanza, win

ner of an

Contemporary

Outstanding

Aircraft award.

Oshkosh.

Larry

is from Riverside, CA, and his aircraft has

won awards at both the 1995 and 96 editions

of

the annual

EAA

Fly-In and Convention in

All the

way

from Cedar

Rapids,

lA, James Zangger (EAA 476891, N 23221) flew

(Below)

The

newest employee of Classic Waco

in

his

BC-12D TayIorcraft to

Sun

n Fun 98,

where

it

won an

Outstanding

Classic

Lansing,

MI is

Pat

Horgan (EAA

235560,

Aircraft trophy

to

o

along with the Best of Type

award he won

at

EAA Oshkosh

98.


21/36

Bright

blue sky, with just a few

wispy clouds, greeted the hard-working

crew at Sun

'n

Fun ' s annual Seaplane

to sit and watch the sea

planes

as

they

l

and and

take off, taxi quietly by or


22/36

sixteen seaplanes took part and a

ll

ar

rived back at Lake Parker in fme shape.

Meanwhile, a couple

of

large floating

yellow

innertubes

were anchored in

fro nt of the crowd in preparation for

the bomb drop contest. The idea was to

fly by at 100 feet above the water and

drop a grapefruit as close to the yellow

"target"

as possible. N

um

erous pi lots

gave it their best shot, but the

winner

was Robin Dyck of Canada flying a

Murphy Elite, C-FWSF, mounted on a

set of

Murphy

amphibious

floats .

Robin's grapefruit landed within 1

feet

of

the target.

The spot landing contest

was

won

by Ray

Szinkey

of Orlando, FL with

his Luscombe 8F on Edo 1400 floats .

Hi

s mark was

just

30 feet past the line.

The short takeoff contest

produced

three winners in the three classes. Bruce

Rivard won the CLass A (Over 200 hp)

event with his Lake Amphibian 2S0.

The Class B (100 to 199 hp) event was

won by Ron Bull

of

Jupiter, FL, in his

Piper Super Cub, NISOEP, mounted on

a set of Baumann BF-2100 floats. With

a ISO Lycoming pulling a Borer 82 X

42 prop, Ron was able to

lift

off

at 29

30 kts., just ahead of Robin Dyck with

hi s 180 hp

Murphy

Elite on Murphy

amphib floats . The winner

of

the Class group

of

mothers from a local grade

C (Under 100 hp)

event

was

Henry

school. Their

offering

s at extremely

Clews

of

Hanover, NH, with his Quick reasonable prices went like the prover

silver Sprint II, NlIS4Z , mounted on a bial hotcakes. (Coffee at

SO

hotdogs

set of

Full Lotus amphib floats . at

1.S0)

Needless to say , the crowd thor All in all, the seaplane fly-in was a

ough ly enjoyed the competition

and

huge success and the evening banquet

got a kick out of the "wi ld aim" of

in

the

nearby

screened-in

hall drew

some

of

the bombadiers It 's a good about 130 seaplaners

who

enjoyed a

thing

we didn

t have to depend

on wonderful evening

after

feasting on

these

folks in

World War

If -

we huge

Texas Catt le Company

steaks

.

would have lost the war Nobody went hungry.

A very neat food

concess

ion sta nd See you all next year and remember

was operated at the

fly-in site by a bring a friend.

....

left)

Awarded the Best Metal Aoatplane plaque at Sun 'n Fun '98 was this


23/36

WH T OUR MEMBERS

RE

RESTORING

y

Norm

Petersen

Philip Geiger's

Pi

p

er

J-3 Cub

Following a beautiful restoration job by Tom Flock

and

Dale

Cummings of Rockville, IN, this 1946

J-3

Cub, NC88386, SIN

16004 , poses for its portrait in the late afternoon sun . Owned for

over

25

years

by

the late Philip Geiger (EAA 252977)

of

Shel

byville, IN , the J-3 project

18

years in storage) was traded for a

flyable Cessna 140 to Dale Cummings and Tom Flock. After

repairing some right wing damage and working

on the

gear,

the

entrie Cub was covered with

102

Ceconite and finished off with

Airtech urethane. The 65 Continental was overhauled and new

Slick mags were installed. Complete with a metal

prop and new

struts, the pretty Cub came in at 700 Ibs . empty.

Tom

reports

the

Cub flies as good as it look

s.

The photo was submitted by Pete

O'Keefe

of

Rockville, IN .

Ron Bailey's Cessna 140

From Edmonton, Alberta, Canada, comes these two photos

ofa

pretty white

and red 1946

Cessna

140,

C-FKCT, that is the

pride andjoy of74-year-old Ron Bailey (EAA 408304,

AlC

18979) who

is standing next

to the

140 .

Ron flew

the brightly

colored Cessna from Edmonton to Oshkosh '92 and had a

lovely trip,

as

de scribed in the February 1993 , Vintage Air

plane. His letter also says that he especially enjoyed the

mention

of

the Alberta Aviation Museum

.--

lill:::====

___

and

the restoration ofNoorduyn Norseman,


24/36

room, my boss showed me a box

of

scrap

arch ystery lane

First off, a little unfinished business.

Last month I told you we only had one

answer to the February Mystery Plane,

the Crawford Tri-Moto

r

We

II

, it turns

out that just isn t so. We did, in fact, get

a number

of

correct responses from our

members. Those who got it right are:

Richard A

II

en Lewiston, ID ; Robert

Evans, Allentown PA; Kaz Grevera

Sunnyvale, CA; Marty Eisenmann, Sr.,

Upland, CA and Ted Businger, Horseshoe

Bend,AR.

This month s Mystery

Plane is sprightly looking

little cabin job. To be in-

cluded in the September

issue of Vintage Airplane,

your answer needs to

be

in

to EAA

Q

no

later than

July

25, 1998

by

H G

Frautschy

Now onto the March Mystery Plane.

It

was

ce rtai nly

not

an unkn

ow

n

ai r

the tub

in

g and jigs stayed on; eventually


25/36

got lots ofguesses, but none would hold

up.

Ifinally was down

to

paging my way

through Juptner's

[U s

Civil Aircraft}

nine volumes hoping to make .a match.

No

luck. I thought homebuilt

for

a while

but these surfaces were built like a pro

duction aircraft: ball-bearing hinges,

very nice welding like on many pre-war

aircraft, etc., and still

no

match. It wasn't

until last fall while cleaning out some old

file folders that a magazine clipping of

an

airplane fluttered to the ground. It was

the Hockaday Comet Suddenly, the lights

flashed

on

in my brain

-

the mystery tail

feathers were

off

the Comet Everything

was a perfect match to the picture. Cor

rect

number

of ribs, proper attach

points, even the reversed steering horn

at the bottom of the rudder to steer the

post style tail wheel.

The genealogy was

very clear- the hinges are almost iden

tical to my Rearwin 'Cloudster' hinges,

and the tail braces attach in exactly the

same way as my Porterfield

t

allfit.

In looking back at this turn ofevents

it also became obvious that the reason

these surfaces

had

gotten into Bill Ro

denberg 's collection was that Bill had

lived in Burbank, CA for a number

of

years during and after the war and that

was where the postwar home ofthe Hock

aday Comet had been until its

vanished

overnight. I have

wondered

what happened

to

this perky and spirited

looking

new

aircraft. There may have

been at least two Comets, as two different

N-numbers have appeared

in

photos. "

John Underwood, Glendale,

CA

adds

this little tidbit:

" .. It [the Hockaday Comet} belonged

to a welder at Lockheed and its similar

ity to the Porterfield is no accident. Noel

Hockaday design

ed

the original Porter

field in 1934. It didn't make him rich and

it only gave him an off-and-on job, so he

conceived the Ho ckaday Comet in 1939

40,

hoping

to

capture

a

share

o f

the

mass market. Alas, the war came along

and

he went to work

for

Lockheed as a

welder. The Comet was designed around

the 150 hp Menasco, but ended up as the

CF-J30 with a 130 hp Franklin.

t

was

built at Burbank in 1944-45

and

seems

to have

had

an experimental engine of

unknown make and hp in 1946."

And from Karl Bergey, Norman, OK

we read:

Noel Hockaday had been a draftsman

for Stan Wallace on the Touroplane,

was later associated with American Ea

gle and designed the Wyandotte Pup

that was the basis for the

Porterfield

Aircraft. At Rearwin,

he

designed the

handsome model 6000 Speedster, a fa

Dip Davis Marengo IL; Larry

Knech-

tel Seattle

WA;

Robert Bushby

Minooka

IL;

Kaz

Grevera, Sunnyvale,

CA; Wayne Van Valkenburgh Jasper,

GA;

Ron

Judy Gate OK; Nick Hrum

Spring Valley

OH;

Robert

Baier

Brownsville WI; Lowell V.

Curtiss

Des Moines

IL;

Harry

O. Barker Jr.,

West Milford NJ; Ralph K. Roberts

Saginaw, MI; Remo Galeazzi, Petaluma,

CA; Archie

Bloeb Cozad

NE; Bob

Nelson, Bismark, ND; C.H. Armstrong,

Rawlings , MD; Glenn C. Humann ,

Everett W

A;

Franklin

Womack

, Los

Gatos CA; Paul Smoker Intercourse

,

PA; Skeeter Carlson, Spokane, W A; Pe

ter Havriluk, Granby, CT; Mike Collins,

Bakersfield, CA;

Timothy

P. Wood, St.

Louis

MO;

Oliver Dredger Jr. St.

Marys, KS; Martin Robb, Placentia, CA;

Alwin Supensky, Solvay, NY;

Dom

Ca

passo, Haddonfield, NJ.

Send

your

Mystery

Plane correspon

dence to :

Vintage Mystery Plane

EAA

P.O. Box 3086

Oshkosh,

WI

54903-3086 .....


26/36

Type lub Notes

ontinued

from page

nose up over the top, ending just ahead

of the front spar.

There were five full ribs, followed

by five aileron ribs, then an outboard

aileron rib which was slightly shorter

approximately

2-112") and

the tip

rib - which was also shorter and thin

ner to blend into the wooden tip bow.

The compression struts were made of

1025 mild steel tubing

with

a

bell

shaped

fitting

in

each end that con

nected with the brace wires.

The

aileron hangers were also made from

tubing and were of

welded const

ruc

tion. The aileron balance

cable

was

routed low in the wing

just

behind the

front spar and connected

just

above the

pilot's head

in

the cabin area .

The

metal

spar

J-3

wing

spars

are

significantly different than the wood

spar.

The

metal front spar

mea

sures

13/

16

thick by 5-11 /

16

wide, and the

rear

spar

was also 13116" thick

by

4"

wide . This wing utilized 13 ribs per

wing, again with a nose or false rib lo

cated

forward of

the front

spar and

between each standard rib.

The ribs were covered at the leading

edge with a 34 wrap of the soft .016"

material on the outboard most skin

only. The inboard skins were still .016"

aluminum but were now fully wrapped

(see Fig. 2) from top to bottom attach

ing to the rear faces

of

the

spar

caps.

There were five full ribs here also, but

six ribs

were

used in the aileron bay

area.

The

outboard aileron rib was

again slightly shorter, but the biggest

rib difference is

the tip rib

.

It has

moved farther outboard approxi

mately half the distance between the

outboard aileron and

tip

bow) which

made

it

shorter

in

overall length

.

At

this spacing, the tip rib provides bet

ter support for the tip bow.

The internal components are dif

ferent also. The compression or drag

struts are made from aluminum, and

the

connecting drag wires are at

tached to a wire pull that is attached

to the end of the compression strut

and up against the spar. Because of

this change, the drag wires are not in

terchangeable between the wood and

metal spar models.

The aileron hang

ers are constructed differently and

are formed into a U channel with

an aluminum bearing block riveted

to the

ends.

This was desirable in


27/36

phone 916-672-2620

EDITORIAL - JUDGMENT DAYS

Every day you fly

you're

making decisions and

judg-

ments that wi ll affect the outcome of your flight. Thank

goodness for the experience

we've

acquired. Because it's

usually enough to get us out

of

a situation when we make a

bad judgment.

Pilot error is still and will always be the biggest factor in

aviation accidents because we' re a

ll

human and subject to

stress. The judgments we make, like whether to land or not

on a short runway or with strong crosswinds, or to proceed

through weather when maybe we shouldn' t are decisions we

are always confronted with.

These

situations cause

stress, and

it 's

this

stress that

leads us to make bad or poor judgments. If you can elimi

nate most

of

the stress, you' ll eliminate a lot

of

your poor or

bad judgments. Examples of situations that raise your stress

level would be:

1 Time Constraints. You have to be somewhere by a

certain time or day. We've all been there . A fly-in, a meet

ing, to work, or back home. This will increase your stress

resulting in extra pressure to a Go or No Go" decision.

2

Your

Ego. Don't allow it to put you in a difficult situ

ation or to compromise your better judgment. Just because

your friend did it, doesn't mean that you should . Every one

of us are at different proficiency levels with our 1801185's.

And that level changes daily due to the amount we fly,

or

how alert we are on any given day.

The West's Premier EAA Event

I.

HOMEBUILTS

ANTIQUES

ULTRALIGHTS

CLASSICS HELICOPTERS

WARBIRDS

AIRCRAFT

FLYBYS

&

AIRSHOW

RLINGT

EVERYDAY

EXHIBITS

FORUMS

FLY

MARKET

AIRCRAFT

JUDGING

&

AWARDS

FAMILY ACTIVITIES-

CAMPING


28/36

Preparlng Wift For erobadcs

Continued from page

-

3-bladed Hartzell for the 200 hp Lycoming,

and

even

a counter-rotating prop

for

a 160

hp Swift with

a

twin

Comanche engine

Quasi-legal modifications. After 50 years

hardly

any

Swift is factory stock original.

Many

early improvements improved the

airplane

only

when they were removed Little

things, like a heat sink

for oil

cooling

can

help- they're light, weigh less than a

pound,

and according to

my

FAA inspector,

are

a

minor alteration.

Gear indicators - I once was ramp

checked by two

FAA

inspectors.

One asked

if

the little wires on the

gear

doors were fac

tory

equipment.

I replied,

"No

,

but

I

wouldn't

consider the airplane safe

to fly

without

them." He didn't push the subject any further.

Elevator trim tab - I

now trim for land

ing so

this

wouldn't

work

for

me, but some

guys tape

their

tabs

with

flexible tape

,

elimi

nating a possible source of flutter, and

increasing

the

speed by

about

.00

I mph.

Tail wheel fairing - The center of

the

cutout

for the

tail wheel can

be

faired

in

with

a

piece

of .

020 aluminum. This also in

creases the speed about .001

mph

. I don't

think

a

retractable

tail

wheel is worth the ef

fort, but it has been done.

Small main gear tires -

The

15:600:6

have

been approved,

and

with some metal

work in the wheel well area, they

actually

do

increase

the

speed slightly. I tried

the

much better (it just has slightly ider

brushes). Just about

any

modern mo\or

is

better.

The

mistake people

make, and t

re

ally doesn't hurt anything, is they use

00

large (and heavy)

a

motor.

Various HOl da

motorcycle and Mercury outboard motor

starters

have

been

used . Of

course,

the

best

is

the STC'd

Bosch

motor that

Merlyn offers.

In

the

past,

I heard of

using Navion gears

in the hydraulic pump. I

feel this

is nonsen

sical because the

woodruff

keys

in the

gear

actuators are marginal

anyway.

And

if

hard

ened keys are used, the keyway can be

damaged

with higher than normal pressure.

Pitot tubes - The stock pitot tube may

not

be

esthetically

the

most pleasing but

it

does work pretty

well.

Piper and other pitot

tubes

have

been used with

success. A pitot

tube extending forward

from

the

wing

lead

ing

edge should not

be

used.

f

here

is

a

problem,

it's

with the

static port

location. If

relocated,

the

static port should

be

located

at

fuselage

station

122, s

lightly above the

cen-

_

ter line of the fuselage, with

arba

lance-tu5e

to a similar port on the QPPoslte-si

e.

Tape A

clear

bu

t

e eas peed

secret is

to

tape unde e gap strips, and

over the

Ltg

tening holes in the flap coves

and aHead of the

ailerons. Harder,

but

also

effeetive

is 0 tape

u

the

lightening holes

in

the

rear spars of

the

horizontal

and

vertical

stabilizers. This

must

be

removed

at

least

removing

the

outboard or inboard half, or

installing a section ofextruded aluminum

about half the

length

of

the original.

The con

-;ensus seems

to

be,

the

inboard

112

should

be removed

. I

heard the CAA test pilot from

1945

talk once,

and he

thought the factory

should

have

experimented with shortening

the

stall strips.

The

only Swift I ever

flew

which

I

considered

dangerous, had

Buckaroo

wing tips,

closed

slotS, amino

stall strips.

Closed slots-This

is another modifica

tion which

is

eldom done per the STC.

Most slot c10s res are done in aIDa er

which exceeds tlie sh

etmetal

proGe


29/36


30/36

VINTAGE

TRADER

Something to buy,

sell or trade?

8

.

All inexpensive ad

ill th

e Vintage Trader may be just

th e an swer

10

obtaining that elusive pari . .50 per

word, $8.00 minimllm char

ge.

Send

yo

ur ad and pay-

ment to: Vintage Trader, E A A A viation Ce

nt

er,

P.O. Box 3086, Os

hk

osh, WI 54903 3086 .

orfax

yo ur ad alld y ollr credit card IIlImb er to 920/426-

4828. Ads must be received by the 20th

of

th e month

for

insertion in th e issue the second

mOll

t ollowing

(e.g. . October 20th f or th

e December issue.)

MISCEllANEOUS

BABBITT BEARING SERVICE- rod b

ea

rings,

mai

n b

earings, ca

mshaft bear i

ng

s, m

as

ter rod

s,

valves .

Call us

Toll Fr

ee

1/

800

/233-6934.

e-

m

ail

ramremfg

@aol

.comhtt p:/ / members

.a

ol.com/

ramr

em

f

g/

home/sales. html VINTAGE ENGINE

MAC

HINE WO

RKS , N.

604 FRE

YA ST., SPO

KANE

,

WA99202.

FR EE CATALOG: Av ia tion books and

vi

deos.

How to,

bui

ld ing and

restora

t

ion

tips,

his

toric ,

fiyi

ng

and

ente

rt

ainment ti tl

es. Ca

ll for

a

free catalog.

EAA

, 1-800 -843-3612.

National Aircraft Finance Company. We finance

most types of

ai

rcraft including experimental

s.

No

ai

rcraft age limit. Ca ll 1-800 -999 371 2,

Fax 941-646-1 6

71

.

Em

ai l-nafco@ai rloans.com

e m b e r s h i ~ Services Directo!y

Enjoy

the many

benefits

of

BAA

and the

BAA

A

ntique/Classic Division

c ~ ~

EAA/

EAA

Aviation

Center

,

PO

Box

3 86

, Os

hkosh

WI 54

9 3

-

3 86

Phone (920) 426-4800 Fax (920) 426-4873

Web Site: hUp:II.eaa.organdhUp://www

. jl

yin.org E-Ma

il

: Vintage @eaa.org

EAA and Division Memb

ers

hip Services

800-843-3612 . .

.

. . . . . . FAX 920-426-6761

(8: 00

AM

7: 00

PM

Mond

ay F

rid

ay

CST)

New/re

new me

mb

ers

hip

s:

EAA, Di

visions

(Antiqu e/Classic, lAC, Wa

rbirds),

National

Associa tion

of

F

li

ght

In

structors (NAFI)

Ad

dress

chan

ges

Merchan

dise

sales

Gift me

mb

ers

hip

s

Programs and

Ac

tivi ties

EAAAir

Ve ntur

e Fax an -Dem and

Di

rectory

.. .. ..

732-885-6711

Auto Fuel

STCs .. ..

.

920-426-4843

B

uild

/ r

es tor

e

in

formation 920-426-4821

Cha

pt

er

s:

loca

tin

g/organizing . . 920-426-4876

EAA Yo un

g

Eag

l

es

Camps

F

li

g

ht

Advisors

info

rm ation 920-426-6522

F

li

ght

In

s

tru

ctor in form a

ti on

. . . 920-426-6801

Flying Start Program . . . 920-426-6847

Library Services/ Research . . . 920-426-4848

Medical Ques tions . . .. .. . . 920-426-4821

Techn ical Co

un

se lo rs ..

.

920-426-4821

Youn

g

Eag

l

es

. . . . . .

. .

, . . 920-426-4831

Ben

efi

ts

Aircraft F

in

ancing (Green Tree) . . 800-851-1367

AVEMCO . .

..

.

. . .

800-638-8440

AUA .

..

.

.

800-727-3823

Editorial

Submitting article/photo; advertising infonnation

920-426-4825 . . .

.. . .

. FAX 920-426-4828
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http:///reader/full/hUp:II.eaa.orghttp:///reader/full/hUp:II.eaa.orghttp:///reader/full/hUp:II.eaa.orghttp:///reader/full/hUp://www.jlyin.orghttp:///reader/full/hUp://www.jlyin.orghttp:///reader/full/hUp://www.jlyin.orghttp:///reader/full/hUp://www.jlyin.orghttp:///reader/full/hUp://www.jlyin.orghttp:///reader/full/hUp://www.jlyin.orghttp:///reader/full/hUp://www.jlyin.orgmailto:[email protected]:///reader/full/http://members.aol.commailto:[email protected]://www.airshow.nevnafco/http:///reader/full/hUp:II.eaa.orghttp:///reader/full/hUp://www.jlyin.org


31/36

Carlos

L Reynoso

San Martin,

Argentina

Bruce

D.

Eckersley

Gosnells, WA, Australia

Robert 1. Little

. . . Lloydminster, Alberta, Canada

Brent

L

Ombum Hussar,

Alberta,

Canada

Douglas G. Potter

Clementsvale, Nova Scotia, Canada

Alain Decadenet London, Great Britain

Andrew C West . Essex, Great Britain

Jinichi Miyamoto . . . Baragiken, Japan

Ron H.

Hoogeueen Dronten, Netherlands

Roderik Alfred Steenwinkel

Ter Aar, Netherlands

Kai

Lyche Drammen, Norway

M.

F. Henderson

. Rabaul, Papua

New

Guinea

John M. W. Sayers

. . . Honeydew, Republic of South Africa

Michael Minsch Willow, AK

Geoffrey Whittington Enterprise, AL

Bob W. Benoit. . Hot Springs, AR

Earl E. Francis . Miami,

FL

Lloyd D. Gross Brooksville, FL

Donald P. Guth . Orlando, FL

Stephen

A

Hoffmann . . Tampa, FL

Keith Kewley .

St.

Petersburg,

FL

Jane Kimball . Zellwood,

FL

Daniel J. Konst Zephyrhills, FL

Robert Mast . Clearwater, FL

John Matthews . . St. Petersburg, FL

Donald E. Murray Coral Springs,

FL

D. K. Neal . . Trenton,

FL

Robert M. Rigby Cape Coral,

FL

Manuel B. Sousa . Gulf Breeze, FL

Pete Steele . . . . . Wellington,

FL

Thomas

N.

Tucker . . Tallahassee, FL

Philip

1.

Ulrich Punta Gorda,

FL

George H. White . . . Pensacola,

FL

Scott Bedenbaugh . Austell,

GA

David A. Branch Forsyth,

GA

Donn R. Jacobs . Villa Rica, GA

Lewis Webster. Saginaw, MI

Donald B. Macor . . . . . Duluth, MN

Margie M. Dewitt . Warrensburg,

MO

Mark Leuthauser. . . Manchester, MO

DJ

Short . . Warreasburg,

MO

Craig P. Roberts Diamondhead, MS

Louis Young . . . Hattiesburg,

MS

Cliff Bond . . . Winston Salem, NC

Dewey Jenkins . Bessemer City,

NC

Dickey 1. Johnson. . Crumpled, NC

Michael M. Mars . Greensboro, NC

Nancy B. Normark . . . . . . . . Raleigh,

NC

Ord Ercoupe Club . Ord, NE

Robert Clarke Nashua,

NH

Berlow, Inc . Hasbrook Heights,

NJ

Lloyd N. Dennis . Velarde, NM

Annette Enedy . . . Rochester, NY

Thomas P. Fletcher . Oswego,

NY

Milton Palmer. . W. Winfield,

NY

Mike Taglich Sag Harbor, NY

Bill

Boone . Tulsa, OK

Larry R. Trusty Owasso, OK

Raymond T. Buker . Parkdale, OR

Ronald L Coleman . Troutdale,

OR


32/36

F1y In alendar

The

jo

llo wing list

oj

coming events is jur

nish

ed

to

our

readers as a

matter

oj

injormation only and does not constitute

approval, sponsorship, involvement, control

or direction

oj

any event (fly-in, seminars,

fly market, etc.) li

sted

.

Please

send the

injormation to EAA, At : Golda Cox, P.O.

Box 3086, Oshkosh, WI 54903-3086. Injor

mation should be received

jour

months

prior to the event date.

JUNE 12-14 - MATTOO

N,

IL - Luscombe

Fly-In. Coles

County Memorial

Airport

(MTO) 217/234-7120.

J

UNE 13

- INTERNA

TIO

NA L

YO

UN G EA GL ES

DA Y. Contact the EAA Young Eagles office,

920/426-4831

.

JUNE 13 -

TRE

NTON, NJ -

Chapter

176 Young Ea

gles

Fly-In, rain date 6/14. Call 609/895-0234 for

location.

JUNE

13

- AN

DOV

ER, NJ - Andover-Aerojlex Air

port,

12N.

Olde

fashioned

jly-in

sponsored by

EAA

A/C

Chapter

7

Old birds,

Young

Eagles,

Flying

Start, Penny-a-pollndjlights,

good eats.

9731786

5682,973-361-0875.

Rain

date

6/

14.

J

UN

E 13 -14

-

FREDERICK,

MD -

EAA SportAir

Workshop. 800/

967-5746

.

J

UN

E 13-14

-

GAINESVILL

E,

TX

-

36th Annual

Texas

AAA Chapter Fly-in. Info: 940 /668-4564.

web site: http://www .coke.net/-airport

JUNE 14

- FULTO

N, NY

-

Oswego

County

Airport

(FlY) EAA

Chapter 486 Pancake

Breakfast featur

ing biplanes. Award for

Best

Biplane. Info: Ken

Graves 315/466-6928.

JUNE 18-21 - CREVE COEUR, MO - Creve Coeur air

port.

American

Waco Club Fly-ln.

Info:

Phil Coulson:

616/624-6490 or Jerry Brown: 3171535-8882.

JUNE 19-21 - MIDDLETOWN, OH.

Hook

Field. Ninth

National Aeronca Convention. Fri. Steak Fry, Sat .

Banquet, Camping,

Aeroncafactory

tours.

I

nfo:

JUN E 27-28 -

DE

N VER, CO -

EAA

SportAir Work

shop (Covering/

Composites).

800/ 967-5746.

JUNE

2

7-28

-P

ETERSBU

RG

, VA (PDA) -

VA

State

EAA Fly-In,

804

13

58-

4333,

J

UNE

27-28 -LONGMONT, CO

-

20th Annual

Ro

cky

Moullta in EAA Fly-III,

303

1798-6086,

J

UN

E

28

-

AND

ERSO N, IN

-

EAA Chapter

226 Fly

In

breakfast.

JUNE 28-JULY 3 - LAKELAND, FL - 30th Annual

International

Cessna 170 Assoc. convention. Info:

Da

le or Marty Faux: 9411646-4588.

JULY 3-5 -

CRE

VE COEUR, MO - Creve Coeur air

port (IHO). Great

War

Fly-It . Info: Don Parsons,

314/397-5719,

[email protected],

314/861-0183 ADFEST@ao l.com

JULY

4 -

FREDRlCKSBURG, TX -

Gillespie

County

airport (T82) EAA Chapter 1088

4th of

July

pa

rade. Info: Stan Shannon 830-997-8802 or

shannons@jbg

.

net

JULY 8-12 -ARLINGTO

N, WA

- Northw

es

t

EAA

Fly

In, 360

1

435-585

7,

Web

site: www,mveaa.org

nweaal

JULY

10-12

- LOMPOC,

CA

- 14th

annual West

Coast

Piper

Cub Fly-

In.

In

fo: Bruce Fall,

805/7

33- 1914.

JULY 10-12

-

ALLIANCE, OH

-

Allian

ce

-

Barber

Air

port (2Dl) .

Tay

lorcraft Owners Club and

Taylorcraft Old-Timer's 26th Annual Re union .

Info: 330/823-9748, 823-1168 or email at

[email protected]

JULY 10-12

-

PITTSFIELD, IL

-

Pittsfield Penstone

Ai

rport

-

Jul

y 10- 1

2.

Gather

i

ng

of

Eagles.

F

ly-

In

breakfast on Sunday. Camp ing on field, motels and

transportation ava ilable. In

fo: 217/285-4756.

JULY FREDRlCKSBURG, TX

-

Sha

nnon

ranch

jly -in. Info: Stan Shannon 830-997-8802 or shan

nons@jbgnet

JULY II-PUNTA

GORDA,

FL - EAA

Ch. 565

Bfast.

y Eagles. 941/575-6360

JULY

11-12

- ATLA

NTA,

GA - EAA SportAir Work

shop. 800/967-

5746.

JULY 12 - RENSSELAER, IN - EAA Ch. 828 Fly- In/

Drive-In

Lu

nch

.

219/866-5587.

AUGUST 9 -

ME

NDOTA, IL - Grandpa's Airport.

EAA Chapter

263

Fly-In breakfast, plus trans

por

tation to

the Sweet

Corn Festival

that afternoon.

I

nfo: 815

/539-6815 or -5378.

AUGU

ST

9 - LAPEER, MI -

Dupont-Lapeer Airport.

Yankee

Air Force, Mid Michigan Div. Fly-In/Drive

In P

ancake

Breakfast.

Warbirds

/Classics

on

displa

y.

Info: Dave Hingst at 810-664-6966.

AUGUST 15-16

- KA

NSAS CITY, KS

-

Downtown

Kansas City Airport (MKC). Kansas City

Expo '98.

Young

Eagles

rally.

AU

GUST

16

-

BROOKFIE

LD, WI - Capitol

Airport

5th

Annual Vintage

Aircraft

Display

and lee

Cream

Social. Noon

- 6

p.m. Info: Capitol Airport at

414/350-5512

or

George

Meade at

414/

962-2428.

AUGUST 22 - SPEARFISH, SD

-

Black Hills Air

port/

Clyde

lee Field. EAA Chapter 806 15th Annual

Fly-

In.

Camping,

earlybird "Cream Can Dinner"

Friday

night. Info:

Black Hi

lls

Aero 605/642-0277

(days)

or

Bob Golay, 605/642-2311 (evenings).

SEPT, 4-5 - HAYWARD, CA - Hayward

Air

Terminal.

Hayward Air Fair 98. Info: Bud Field, EAA A/C

Chapter

29

presiden

t

510/455-2300.

SEPT,

5 - MARlON, IN - 8th Annual Fly-In /Cruise-In

breakfast

sponsored by

Marion

High School Band

Boosters. Classic Cars

also welcome.

Info: Ray

Johnson, 765/664-2588.

SEPT, 6 - NAPPA NEE, IN - Fly-In/Drive-In

Ice

Cream Social.J-4 p.m . Info : Fast Eddie Milleman ,

219/773-2866.

SEPT. 11-/3 -

TRUCKEE,

CA

-

Truckee Tahoe

Airport

Old and New Fly-In featuring the Bee ch

Staggerwing and

Lan

cair. Info: Jerry Short:

[email protected]

SEPT, 12 - TRE NTON , NJ

-

Chapter 176 Young Ea

gles Fly- In,

rain date

9/

13.

Call

609/895

-0234 for

location.

Sept.

12- 13

-

MARION, OH

-

Mid-East

ern EAA Fl

y-

In

(MERFI). 513/849- 9455.

Sept 12-13 - MARlO N,

OH - Mid-Ea

stern EAA Fly-In

(MERF/) , 5131849- 9455,

SEPT, 12-13 -

HAGARSTOWN,

lL -

EAA

Chapter 373

Fly-In.

Cook

out and camping Sat. aft.levening, break
http://www.coke.net/-airporthttp://www.coke.net/-airporthttp://www.coke.net/-airporthttp://www.coke.net/-airporthttp://www.coke.net/-airportmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://www.coke.net/-airportmailto:[email protected]:[email protected]:[email protected]:[email protected]


33/36

Evan is pictured

with

a Cub

NC70J2 nd

a group 01 fresh Young Eagles

recruitecllrom

his church.

H

Evan Zeiger, Sr

Pell

City AL

Owner and President

of

HElCA, Inc.

-

aviation

management and

consulting company

5500 hour

pilot

Holds

ATP

CFlI

,

A P

and

IA

certificates


34/36

THE NEW

CIT TION HVlP

COMBO

SYSTEM

W S

A

BIG HIT AT

OSHKOSH!!

If you happened to stop by the Antique/Classic

Builde rs Workshop at the convention you

probably saw our new respirator paint sprayer

system at work. Many of you stopped

by

the

Fastech booth to get a closer look

at

this

unique system.

Because of the

tremendous

interest in the

product we

have decided

to extend the

show price for

a limited time.

If

you

didn't get a chance to see it, the CITATION

system combines a fresh air respirator and

HVLP paint sprayer in one cabinet to offer the

utmost in safety, convenience and spraying

technology at a very competitive price!

Total

system priced at just 799 .00

for a limited time

only)

CALL

FASTECH

CORPORATION

AT

1-800-462-2471

~ M \ f f l ~ ~

electro latin in miniature

li s

Trip

le

Chrome - Nickel- Cop per - Black Oxide -Anodizing - Brass - Silver&Gold

Zinc &Ch romating - B

rush

Plating Kits -Copy Cad "Cadmium" - CopyChrome

Electroless Nickel

Plating Kits

So

Simple -

Just

Uke Boiling An Egg!

1 Liter Kit $4 9 . 0 0

4 Liter Kit $155.00

2 2 Liter Kit $255.00

The Ideal Way To Plate Small Parts - Easily - Economically - Quickly

No Batteries

,

Rectifiers

or

Other

Power

Sources

Required

Plates Many Metals - All Steels, Irons, Copper, Brass, Bronze.

Titanium, Lead Free Solders & Nickel Alloys

Even

&

Uniform Layer, Inside Tubes, Corners etc. -

No

Anode

Shadow!

No Bath

Maintenance - Simply Use

&

Make Up New

No Disposal Problems

- Drain Safe After Treatment (included)

FREE Catalog

T

he

C

om

p

le

te

Pl

atin

g M

anu

al

$25

Instantly receive

our

faxed literature

Use yo

ur

fax p

hone

to call

315-597-1457

and follow instructions

4336 Rt.

31,

Dept. VIN , Palmyra, NY 14522

'

Phone

315-597-5140 or 315-597-6378

W

e

Sh

Ip

IA

-

Worldwide

Fax phone 31 5

-

597-1457

EMail : a l e s

@

c a s w e l l p a l l n g

Web Page : http ://www.caswe llplating .com _0
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/http://www.caswellplating.comhttp:///reader/full/http://www.caswellplating.comhttp:///reader/full/http://www.caswellplating.comhttp:///reader/full/http://www.caswellplating.comhttp:///reader/full/http://www.caswellplating

Date post:	03-Jun-2018
Category:	Documents
Upload:	aviationspace-history-library
View:	228 times
Download:	0 times

Vintage Airplane - Jun 1998

Documents