Vintage Airplane - Jun 2009

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GEOFF ROBISON

PRESIDENT

V

NTAGE AIRCRAFT ASSOCIATION

VAA

Chapters

What

keeps us all inspired to stay

engaged in the Vintage Aircraft Asso-

ciation

VAA)

chapter network? The

social interaction

among

its mem -

bership

is

a strong factor for many

of

us, and this has been a real plus

in our

local

VAA

Chapter

37. We

have such a diverse group of mem-

bers,

and

it continuously amazes the

leadership at our chapter.

We have members who range in

age from 12 years old

to

some

who

are well into their golden years. The

most amazing part of our member-

ship

is

the

diversity of talent

and

ex-

pertise they bring to our group. Some

hope that you have an opportunity

to engage yourself

in an

organiza-

tion

such as ours. I cannot fully

express

the

pride our VAA chap-

ter

membership

gets from

their

in-

teractions

at

the

chapter level. We

have been

so

fortunate to

accom-

plish

so much as a young chapter

(we started

this chapter in

2003),

The most amazing

part

of

our

membership

is

each of our chapters to find your

own "drug of choice."

We as

a chap-

ter (with the assistance of EAA Chap-

ter 2 in Fort Wayne, Indiana) have

been fortunate enough to offer schol-

arships to send a number

of young

folks to

the

EAA

Air

Academy. Here's

a link for more information:

www

Young£ag/es org/programs/airacademy

Talk about

inspiration.

Talk

about pride in our efforts to inspire.

t

doesn

't get

any better

than

this

,

folks. For example, I have had

the

pleasure to provide transportation

home

to a few

of our

Air Academy

campers,

and

man,

they

just talk



J U

E

VOL

37, NO . 6

2009

co TENTS

I Fe Straight & Level

VAA

Chapters

by Geoff Robison

2 News

6 Breaking

Out

of Winter's Cocoon and

Celebrating Sun 'n Fun's 'Spring Break For Pilots'

from Wacos to Aeroncas!

by Sparky Barnes Sargent

4

A Bonanza Tradition:

The Fortiers' Beechcraft Dynasty

by Budd Davisson

9

Light Plane Heritage

A look

at

liquid cooling

by Bob Whittier

25

The Vintage Mechanic

Adhesives

and

bon

dings-Part

1

by Rob ert

G.

Lock



FAA Issues Rudder

Stop

AD

on Cessna 150 152

Despite

comments

from

the Cessna

Pilots Associa

tion

(CPA)

and

other

inter

ested parties,

the FAA has

issued

Airworthiness Direc-

tive

(AD)

2009-10-09,

effec-

tive

June

17, 2009,

requiring

the

installation of a new rud-

der stop modification kit

on

all

models

of the slant-tail

versions of the

Cessna 1SO

and 152,

or

in lieu of

the

kit s

installation,

the

aircraft

must

be placarded against

intentional spins and other aero-

batic maneuvers. The AD

must

be

complied with

within

100 hours

of

time

in service (TIS)

after

June

17,

2009,

or within

the first 12

months, whichever occurs first.

Tom

Carr

of

CPA,

an experi

enced airframe

and

powerplant

B CLEVIS

9 ia

JIRVENTURE

O S KOS

NOTAM

The

World ,

rutnt

Avt.Uon

Ctltbrilion TlI

Required Equipment:

EAA

AirVentu

re

NO

TAM

If

you re plann

ing

to

fly in

to

Oshkosh next month , it s impera

t ive that you obtain a copy of

the

FAA

' s

2009

AirVenture Notice

to

Airmen (NOTAM , which contains

While Cessna

created

a modi

fication kit in

2001 to

enhance

the design of the rudder stop

(a

kit that

has subsequently been

redesigned

and

given a new part

number), there have been

no

fail-

ures

of

the

aircraft s

rudder con

trol system that would

lead

one



Wonderiul

Changes

Await V Members

in Oshkosh

W

en

you receive

this issue

of Vintage

Airplane there

will

be about 50 days left

to

go

until

EAA

AirVenture Osh

kosh 2009. There's plenty of

work

to

be done,

with the

VAA

work parties complet

ing the new

Vintage Han

gar,

working on

the Red

Barn,

and preparing

the

usual AirVenture items.

We

do

have

a wish list,

and at the top of

our "I

wonder if

anyone

has "

list

is

this:

To

accommodate the

members who

will

be at-

tending presentations in

front of the Vintage Hangar

(in the space formerly occu

pied by the ice cream stand), we're in need of a set of bleachers. A set of

three or four tiered units, either

aluminum

or wood, would be very help

ful. The type used

around

a ball diamond or smaller school track meet

would be perfect. (Think of the bleachers next to the cornfield in the base

ball movie Field Dreams.

If

you can help, please give us a call here

at

VAA

Headquarters, 920-426-6110, and let

us

know

what

you have.

For more

on

the ongoing construction of the Vintage Hangar

the

Saturday evening show by come

dian-ventriloquist Jeff

Dunham, the

awards

ceremony

for

the VAA

wiil

take place

in the

Vintage Hangar, just

south of the VAA

Red

Barn. The cer

emony, which will take place starting

at

6:30

p.m. on

Saturday, after

the

daily air show, promises to be a great

evening

for

winners and attendees

alike. After

the

ceremony, we'll host

a reception for all attendees

and

the

winners

in the

Vintage Hangar with

soft drinks and snacks. Plan

on

being

there

to cheer

on

your

friends

and

enjoy some vintage camaraderie be

fore we all head home the next day.

VAA Judging

Categories

Each year we receive

inq

uires re

garding the effective years for

VANs

judging categories. Here

they

are:

A

ntique

An

aircraft

constructed by

the

original manufacturer, or

its

li

censee,

on

or

before August 31

1945

, with the exception

of

cer

tain

pre-World War

II

aircraft mod

els

that

had

only

a

small

postwar

production. Examp les: Beechcraft



members complete their projects.

Aeromart

is an

all-volunteer op

eration now run

by

EAA Chap

ter

252. It has a

new location this

year-right

next to

Camp

Schol

ler-making it

easier

for camp

ers

to

transport their

parts

to

the

tent

for

consignment

sale. Simply

bring

over the parts you

wish to

sell when

you

arrive and register.

Aeromart receives

1

per item

con

signed, plus 12

percent

of the sale

price.

All

proceeds su

pport

EAA

and

Chapter 252.

When

you leave AirVenture, stop

by

to

pick up

any

unsold items,

and

a check from your sale proceeds will

be mailed

to

you. It's that easy

For more information about sell

ing items, visit www.Aeromart.webs.

com

If you are interested in volun

teering at Aeromart, e-mail Oshkosh

AeroMart@gmail com

New

and Improved

AirVenture

Event

Schedules

Online, on your phone

Cessna

Bobcat Anniversary

This pa st March 26 was the 70th anniversary of the maiden flight

of

the Cessna T-

50

As shown on our back cove

r

the twin-engined

tra iner and utility airplane was piloted

that

Sunday morn ing

by

Cess

na s Dwayne Wallace.

The Bobcat, made famous as the fir

st

airplane used in the clas

sic televis ion series Sky King, will be celebrated during a gathering

in the Type Club Parking area. Jon Larson , the longt ime leader of the

Cessna Bobcat Type Club , tells us that

he

has more than a dozen

confirmed Bobcats headed toward Oshkosh, with a coup le more

on

the hopeful list.

http://www.aeromart.webs/

mailto:[email protected]

http://www.aeromart.webs/




sociation. Psutka met

recently

with Transport

Canada

officials

arguing that

the

rule as

written

was

not

workable.

liThe regulation

as written was

unachievable

because

the

allowed

alternatives

do not exist, Psutka

told EAA

.

li y argument

t

hat this

rule was

immature

was

apparently

accepted, and

the minister sent

it

back to

CARAC (Canadian Avia

tion

Regulation

Advisory

Coun

cil) for revision.

1

CARAC is a

joint effort

of gov

ernment

and

the

aviation

com

munity including participation

from organizations representing

operators, manufacturers, and

ircraft

roups

to Gather for

Oshkosh

Journey

professional associations.

One

of

the

alternatives

Psutka

is pushing for is approval of

406

MHz personal locator beacons

PLBs) or tracking

devices

instead

of

the

significantly

more

expen

sive

installed

ELTs.

Psutka was quick

to

say that this

development

does not eliminate

the new

rule. Where it stands, the

CARAC

will reconvene,

and my

un

derstanding is that the

earliest this

will happen is

the third week

of

June, he said. I f everything

went

as

swiftly as

pOSSible,

a

new

final rule

addressing

the

minister's concerns

would be

announced no

earlier

than the end of

August,

he

added .

Meanwhile, pilots

who

have yet

to

upgrade

to the 406 MHz ELTs

can

continue operating legally

with

the

older

121.5 MHz

units, although

Psutka

cautioned that

search-and

rescue satellites no longer

monitor

the older frequency.

Denis Browne, chairman

of

the

EAA Canadian

Council,

was glad

to

learn that the

public

would

have

more

input on the rule

through the

CARAC.

We

would



,

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ifI ~ ~ £ 1 t \ _ . .- - • : . • , . . '.

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Rrl ilking Out

of Wintl r's

[o[oon ilnd [l ll brilting

Sun

'n Fun's

'Spring Break

or

Pilots'

from Wacos t Aeroncas!

ARTICLE AND PHOTOS BY SPARKY BARNES SARGENT

esilient

white blos

I

soms burst forth

in a

scattered

array

amidst emerald green grass

under

the sunny

Florida

sky,

and

colorful

wings



Tia

and

h

illip Robertson of Acworth Georgia with N9895A their

1950

Cessna

195

bought it. It had been disassembled

sometime in the 1950s for restora

tion

and

had

gone

through

several

owners, but nobody really did any

artfully applied her morning

makeup.

She and her hus

band,

Phillip,

have

owned

N9895A for

15

years now and



Ron

Spence of Germantown, Tennessee, with N1947P, his 160-hp Lycom

ing-powered

955

Piper PA-22j20.

P i p ~ r P i I ~ r

Ron

Spence of

Germantown,

Tennessee, was close by his hand

some 1955 Piper PA-22/20 Pacer

in

the

vintage camping area

as the sun

climbed

high in

the mid-morning

sky. He's been

coming to Sun 'n

Fun for

many

years

now and

enjoys

not only flying airplanes, but also

working

on them.

"I used

to

come

here

in

a PT-22 that I had,"

he

remi

nisces, "

and

then about 15-20 years

I can't really judge. But it does seem

to be livelier, and it climbs to altitude

very nicely."

Spence's

wife

Diane, accompanied

him from Germantown

as

far

as

jack

son ville, Florida, where she stayed to

visit with family while he completed

the flight to Lakeland.

Theoreti

cally, it's two

three-hour

legs

down

here from home," says Spence, "and

about 600 nautical miles in total."

Cox has

been

flying nearly 25 years

now, having first soloed in a Cessna

152, and he was

happy

to share

the

story

of

how he

came

into the

world of Luscombe flying. A friend

gave

him

a ride

in

a Luscombe

one

day,

and that

did it. "I

had

admired

his Luscombe before, but that was

the first opportunity I'd had

to

ac

tually get

in

it," explains Cox, smil

ing enthusiastically. "He let me take

over the controls,

and

I fell in love

with

the

darn plane "

N1947B is

powered by

a

90-hp

Continental, and Cox declares that

he

simply "likes

everything

about

the

Luscombe

It

handles great, yet

it has a reputation of being a ground

loop waiting to

happen.

I was told

that before

I owned a

Luscombe,

so I

was

a little bit

concerned

but then talking to the older

fel

lows

who have

a

lot

of experience

in

Luscombes, I was informed that

'the

pl ne doesn't ground

loop,

the

pilot

ground loops.' And now, I've

got probably

over 1,000

hours in

Luscombes,

and

I've landed in some

pretty adverse wind conditions

and

have never

been

close

to

a

ground



beginning to have ultralights. It's a

nice trip,

and

everybody's so accom

modating,

though

every year seems

to

be

more of

a challenge

finan

cially. But

the

people are friendly,

and it's just a nice visit. I have been

down here with my experimen

tal plane

and

won

an

award

with

it , and N1947B won

Outstanding

Classic

in

1997./1

Clobl wift

Jed Smith of

Huntington

Beach,

California,

was readying his pol

Smith's solo flight from Riverside

airport

in

California to Lakeland was

his first visit

to

Sun

'n

Fun. His Swift

is powered by a Continenta l 0-300A,

and

his overall average groundspeed

for the trip was 158 mph, with

speeds of 180

to

210

mph

observed

while at a cruising altitude of 17,500

feet.

He admits he probably won't

come

back for a

while-it 's

a

long

way

It was real easy getting here; it

was only three easy days. But going

back, I'm probably looking at three

much

harder

days./1

flightline. Owner Charlie Maples of

Culpeper, Virginia, has owned N27E

for 10 years, and

he and

his

buddy

Tim Loehrke of

Herndon

, Virginia,

averaged a 170-mph cruise

on

their

flight

to

Lakeland. Maples has been

coming to Sun 'n Fun off

and

on for

about 20 years

and

enjoys it because

"it 's the beginning of the flying sea

son,

and

it's just kind of fun to get

out

and

take a

trip./1

He's logged

about

2,000 hours

in

lightplanes since he first soloed years

ago in an ultralight.

"I

soloed a Phan

tom-the best ultralight

made-and

that was fun I miss that, actually,/1

shares Maples. "I

flew

ultralights for

about four years,

and

then I got into

Cessna 140s and kept going

up

af

ter that. Now I'm rebuilding a Piper

Cub,

which

I've

been working

on

for

about

five years,

and

I

haven

't

even started putt ing it back together

yet-I 'm

still taking it apart

Loehrke, who taught himself to fly

in

a Weedhopper ultralight, has also

been coming

to the

fly-in for years,

explaining, "It's always

the

first ad

venture of the spring, and it's so cold

up in Virginia

that

it's nice to come



Ben Troemel and Tracy Smith of Cocoa Beach, Florida, with Troemel s

1946 Cessna 140.

[QssnillllU

Ben Troemel

and

Tracy Smith of

Cocoa Beach, Florida, were

camp

ing with

Troemel s

faithful

1946

Cessna

140-just

as they do nearly

every

year,

soaking

up the

ambi

ence of

the

fly-in . Troemel, a retired

Air

Force pilot

who

flew

cargo 747s

for Atlas

Air and

is

now

a 757 first

officer for Northwest Airlines, has

owned N90174 for

15

years.

"I

bought

it from a gentleman

friend of

mine

, Reddoch Williams,

up

in

Fort

Walton

Beach,"

he

says

something

big for four passengers

but

really, 90 percent of your flying

is

by yourself."

Pitts

wanted

his

own

affordable

airplane, as opposed

to

flying rental

aircraft, and found the Chief in

north

Georgia. lilt's just

what

I

want

,"

he

proclaims with a broad smile. "I fly

around

recreationally

and make

small trips like

coming down

to

Lakeland. Basically, I just fly locally

and take

a lot of people

who ve

never flown

before-just

take

them

for a ride. Everybody falls in love

with the

Chief,

and that s

just

the



Jeanne and Pete

Reed

' s custom 300-hp

1943

Stear

man

won

the Outstanding Customized Aircraft - Antique

award. (Watch for an upcoming feature on this biplane.)

Ed and Barbara Moore relax in the shade of their How

ard DGA-15P. They work as a team at the helm

of

the

Howard Aircraft Foundation, an organization of individu

als dedicated to the ownership, restoration, preserva

tion , and flying of Damn Good Airplanes.

Randy

Van

Surdam and his

1934

Waco

YKC

are fre



This Canadian-registered

1950

Bellanca Model 14 19

was last listed

as

belonging to Larry Quinton

of

Colling

wood, Ontario, Canada.

Several Piper J-3 Cubs were on hand to celebrate this

year 's Spring Break

For

Pilots.

A handsome

1944

Grumman G-44 Widgeon graced the

seaplane tie-down area.

It

' s registered to Jerry Gon

soulin of Pensacola, Florida.

Classic elegance: Richard Preiser's award-winning

1948

Stinson 108 3 Flying Station Wagon. (Watch for an up

coming feature on this airplane.)



Ron Shelton

Cayce

S

_ Single engine instrument rated pilot

with a

tail

wheel endorsement

_ Curator at

South Carolina

State

Museum

for 20

years

with

historic

aviation

as part

of

responsibilities

_ 20 years

of plane ownership

_ Began taking flying

lessons

after

college and

earnea pilots

license

at age

45







With its bank

of

original piano key switches across the lower portion

of

the instrument panel and the metal trim

around the central axis

of

the throw-over control yoke, the interior

of

the Fortiers' Bonanza is nearly original.

The





so it was with Rick's old bird. We pulled all

three

gear legs out and had

them

powder

coated, checked the bolts and bushings, and

installed new seals, he recalls.

Like we said, this is most definitely not your

average tale of restoration derring-do. We're

so

used to hearing about re-skinning and having

to replace half the ribs and track down illusive

interior parts, but the nearly 60-year-old Fort

ier Bonanza's history reads more like the main

tenance history of a much younger airplane.

But the Fortiers aren't done.

We have a list of things we're going to do

in time, says Rick. Someday we will have

to tend to things like replacing the windows,

when needed, reupholstering the interior, and

updating

the avionics. Recently, the control

surfaces were removed, stripped, checked for

corrosion,

and repainted. They are

all-

magneSium, so [they] have to be watched

carefully. But restore S6C? We

don t

see any

reason to. Besides, if we changed it too much,

it wouldn't be perfect.

We like

their

attitude. The patina on this

airplane comes not from age, but from being

touched and loved by a family that truly cares

for it. This airplane is a member of the Fortier

family. Rick and Leslie are both young, and

their daughters love to take turns sitting in the

front seat with Dad, so there's yet another gen

Rick s grandfather, Herman Fortier, is leaning

on

the leading

edge of an early Bonanza. The fellow on the left

in

the photo is

an

associate of the Schmizer

arm

Equipment manufacturing

company.

The

photograph was taken

in

Stockton, California

around

1948

or 1949



Light Plane Heritage

ORIGINALLY PUBLISHED IN E Experimenter OCTOBER

1994

Introduction of ethylene glycol

antifreeze in late 192 s

made

possible a significant reduction

in the

size weight and

air

drag of

aircraft radiators. Curtiss Falcon

at

left is water-cooled;

one

at

right

is

Prestone-cooled. Radiators

were

mounted

at an

angle

to

minimize

their frontal area and facilitate

cleaner

nose shapes.

A t



Designers

tried

many

ways

to reduce the

air

drag of the

radiators

necessary

for liquid-cooled engines.

World

War I

Albatros

top

left,

had

radiator mounted flat in

wing

center

section. Pulitzer

and

Schneider trophy racers

such

as

the

Curtiss Navy Racer

top right

used

surface

radiators. Developed

in

Europe

the

Lamblin

radiator

as

on the DeWoitine at left,

looked

like

a

watermelon

with fins attached to it;

it

had good

aerodynamic

shape

for a

radiator.

tors for the same reason .

Ear ly airp lanes h

ad

t

heir seats

quite

out in the

open, so

fl

ying was

done in mild weather When World

War I started, military

expediency

required that flying be

done

in cold

weather. Nacelles

an

d then cockpits

appeared on the scen e as did con

trollable radiator shu tters.

By

1918

combat flying was being done at al

titudes as high as 20,000 feet. Imag

freezing

ha

d sh

ortcomings

for air

craft use. When plan

es

eqUipped with

water-cooled engines landed, pilots

closed the radia tor shutters and cool

ing systems were drained

of

water

while

th

e engines were sti ll idling.

This procedure minimized the chance

of water pockets in the coo li

ng

sys

tems freezing. In very cold weather,

crankcase oil

was

also drained because

there were no multi-viscosity oils in

times weird. To cooling-system water

they added such

th i

ngs as salt, ca l-

cium chloride, honey,

and

molasses.

Some even replaced the water

with

kerosene. We

don t

have to expl

ain

what such things did to the various

parts of

an

engine.

More widely used were alcohol

and common glycerin. The lat-

ter

often

clogged

radiator

passage

ways with a gummy deposit. Later,



eader Tank

Left, probably following automotive practice,

early

planes

had nose radiators that led to

aerodynamically poor fuselage

noses.

Right,

relocating radiators below

engines made more

pointed nose

cowls

possible. Pumps were usually

outside

engine blocks

to keep

water from mixing

with lube oil. Pumps pushed

water into

engine blocks

so light pressurization

would help

minimize formation of steam pockets. A

cooling-system

water

pump is

really

just an

impeller to keep liquid circulating

in a

cooling system,

so the simple,

reliable centrifugal

type is used.

boiling point drops 2 degrees for each

1,000 feet of altitude. Recommended

coolant temperatures for

the

widely

used OX-5 engine was at least 140°F

for takeoff, 160°F in flight, and 180°F

maximum. So if alcohol was being

used, a pilot had to keep close watch

of the temperature gauge on his ship's

instrument panel. He used the radia

tor shutters often

to

try

to

keep

the

temperature in

the

160°F to 170°F

experimented with a mixture of wa

ter

and

ethylene glycol. Researchers

found it possible to run a Curtiss D-12

engine with coolant temperatures ap

proaching

300°F.

Ethylene is a gas widely used in the

chemical industry, glycol is an organic

compound

related

to

the alcohols,

and ethylene glycol made from them

is a thick

and

initially colorless fluid

having a comparatively high boiling

of

graphite-impregnated

asbestos

cord, compressed just

enough

with

a packing nut to stop leaks. The very

durable water pump shaft seals we

have today are

the

result of years of

research. Today's ethylene glycol an

tifreezes are

compounded to

lubri

cate

the

lips of these seals,

and

this

is

one

reason

why

it pays

to heed

engine manufacturers

recommen

dations

about

water-to-antifreeze

proportions and

replacement

peri

ods for used coolant. Fresh coolant

also

contains

additives

to control

foaming

and

protect cooling-system

metal surfaces from corrosion.

We

take

this

antifreeze so

much

for granted that we seldom give it a

thought.

But anyone using or plan

ning to

use i t in

a liquid-cooled

aviation engine should learn some

thing

about

its quirks.

As

it comes

from the shipping container, it has

a freezing

point

of O°F. But, instead

of

turning into

a solid at this point,

it becomes

slushy. The

different

books

in

front of us as we write this

give the freezing-solid point as be

ing

48°F

60°F and 70°F below zero

F If

you're

doing

serious work with



Airplane designers

had

their

own ideas about

radiator location.

Top

American Eagle had

radiator

under fuselage

Center

Waco 10

had it slung

under

center section.

Bottom Curtiss

Robin

had

it

in

the

Reader s

Digest Complete Car Care Man-

ual. t has a good coverage of modern

auto cooling systems. Textbooks on

motorcycle and sports car engineer

ing cover both air and liquid cooling.

History

of

ircraftPiston

Engine,

by

Herschel Smith, Sunflower University

Press

ISBN

0 -89745-079-5, goes into

detail

on

the design and construction

of liqUid-cooled engines.

Designers of early aircraft, seeing

that

radiators were mounted verti

cally on automobiles, mounted theirs

likewise.

To

them

it made

sense

to

have

the

water descend vertically.

It's fascinating to leaf through pic

ture books of early aviation and see

the

many

pOSitions and

locations

they chose for installing radiators.

The

1909 Demoiselle of France had

"radiators" mounted under its wing

roots. Multiple small-diameter cop

per tubes ran from the leading to the

training edges.

With

few exceptions the verti

cal positioning of radiators was used

up through World War I The British

SE-5a fighters

had

squarish radiators

that gave

them

boxy-looking noses.

The reasoning was

that

since the 90

During and after

that

war, large

twin-engined planes often had no en

gine cowling at all. The reason was

that

since they were basically big,

slow biplanes, fancy streamlining of

the

engine installations would result

in insignificant gain in speed. But at

the same time, leaving engines, radia

tors, and piping completely exposed

greatly facilitated quick and thorough

checks by mechanics between flights.

This made good sense in a time when

powerplant reliability was a matter of

pressing concern. Before we criticize

the deSigners of those old clunkers,

we

should remember

that

today

we

run ultralight engines uncowled

After

that war, aero

engineers

had

time

to

do

research work under

less pressure. Although air flowing

through a vertically mounted radia

tor

did

not

cause as

much

drag

as

a flat plate of the

same

size, it was

realized

that

the

quite

sharp edges

of radiator shells such

as

that on the

Jenny were

aerodynamically bad.

They plowed air aside quite roughly

and

sent turbulence

flowing

back

along fuselage surfaces.

As

engine power began to leave the



Conqueror engine and converted it

to use Prestone. This modified plane

weighed 125 pounds less had signifi

cantly less frontal area,

and had

ap

preciably brisker performance than its

water-cooled brothers.

Because

so

many thousands of them

were made,

we

often

see

examples of

Curtiss

OX-5

engines in museums and

on

the noses of beautifully restored

antique planes.

We can learn much

from

them.

The

IN-4

training

plane made to

use

it had the

radiator

mounted at

the forward-most

part of the

fuse

lage, and the OX-5 was given a long

"snout"

on

the front end of its crank

case. This was to carry the prope ller

shaft through a

ro

u

nd ho

le in the ra

diator and forward to mate with the

propeller. Making this hole added to

the time and cost involved in making

Jenny radiators.

However, as the 1920s moved

along, designers of planes intended

as replacements for the Jenny realized

the long snout of the OX -5 made

it

quite easy to fashion and install nose

cowlings

that

were both aerodynami

cally and aesthetically superior. They

Some ships,

such

as

the

Curtiss

Robin, Command-Aire, Pheasant, and

Pitcairn Speedwing, carried their radia

tors in their noses, ahead of the

OX-5

and above its propeller shaft snout.

In this position the radiators did

not

add to the frontal area of these planes.

Their considerable weight

so

far for

ward

had to

be

taken into account

during center of gravity calculations.

You'd

think that

this location

would be good for cooling by reason

of the fact that the radiators were di

rectly

behind the

propellers . How

ever, the

inner

portions of propeller

blades

don t throw

back very

much

air. Air passing

through

nose radia

tors picked up a l

ot

of heat and fed it

back i

nto

the engine compartments.

Next time

you

see an OX-5 Curtiss

Robin, notice how many louvers the

cowling has One has but to ride

in

the front cockpit of a Model A Ford

powered Pietenpol to realize

what

a

great

amount

of quite hot air pours

out of a radiator.

Other OX-5 ships such as the Travel

Air American

Eagle

and biplanes car

ried their radiators under their fuse

lages and

approximately

below

the

ter that dripped from them fell to the

ground. But pilots could not see them

while

in

flight so

as

to notice begin

ning leaks. Oil dripping from an en

gine got into and deteriorated radia

tor hoses made of the natural rubber

then

in use.

The popular Waco 10 biplane car

ried its radiator slung

under

its up

per wing's center section. This

put

it

in clear view of the pilot, and in this

location

it

got plenty

of

prop wash.

The shutters were located at the back

side of this plane's radiator.

We

can

only guess

that

this was done to put

them

in clear view of

the

pilot, and

to assure that at least some air pressed

into the radiator should a pilot forget

himself and

fly

along with the shut

ters closed. If

an OX-5

Waco's radiator

sprung a leak, front-seat passengers

got an unexpected and unwelcome

shower. The Curtiss IN-4 trainer had

no

radiator shutters

because it was

built to be used

at

military training

fields in warm southern states.

When

radiators were located any

appreciable distance above or below

a plane's thrust line, deSigners had to

consider

the

effect of

their

drag

on



While air-cooled engines

had

their

staunch

supporters, we

should

re

member that many

famous World

War

II

warplanes used liquid-cooled

engines. A vast

amount

of research

work went

into

improving radiators

and

installing

them

in ducts to re

duce their drag. People cling to stories

about water-cooled engine troubles

of the early days, and it really seems

that

this

is

why

many

of today's pi

lots take a dim view of liquid cooling.

Well, how often do you hear stories

about misadventures with Mustang

or Spitfire cooling systems?

There

is as

much

difference

between

a 1918

water-cooled en

gine

and

a 1990s

liquid-cooled

one as there is

between

a

Jenny

and a Questair.

We

have assembled some interest

ing figures from a variety of publica

tions. The

radiator

of the 1918 de

Havilland Dh.4 warplane was 4 feet

high

and

2 feet wide. Try carrying a

2-foot by 4-foot panel of plywood in

a

90-mph

gale This ship's cooling

system carried 100 pounds of water.

The Curtiss IN-4 radiator, plumb

ing

and water added

up

to

96

they

can be neatly tucked away in

side cowlings

that have

air

open

ings similar

in

size to those used for

air-cooled engines. Sometimes they

are

mounted

flat

under

fuselages to

have minimal frontal area. Some of

today's liqUid-cooling systems have

less drag than air-cooled engines of

equivalent power.

Around 20 years ago

the

Conti

nental firm

installed

carefully de

signed liquid-cooled cylinders

on

a

standard

0-200

flat-four crankcase.

The resulting engine developed 10

percent more power

and had sev

eral

other

attributes. It was possible

to

use

an

l1.4-to-1 compression ra

tio

and run

this engine on a leaner

mixture for better fuel

economy.

(You may

recall this

engine was

used as

the

powerplants for

the

re

cord-setting, globe-girdling

Rutan

Voyager.-Editor)

A difficult cooling problem exists

at

the bridge

of metal between

in

take

and

exhaust ports. Liquid cool

ing can often

deal

with such

hot

spots

better than can air

cooling.

Some

liquid-cooled

auto

engines

contain

metal tubes

that

direct jets

temperatures avoidance

of

dif

ficult airflow problems,

better

cyl

inder

wear characteristics, greater

time between overhauls reduced

fuel consumption, increased power,

better

detonation

control

reduc

tion in

cooling drag, better control

of cooling

in

various climates, less

rapid cooling of very

hot

parts

upon

throttling

down,

and

greater toler

ance to abuse by operators.

The Voyager plane's 1986

nonstop

round-the-world

flight

would not

have been possible

without the

use

of liqUid-cooled Continental power,

due to this engine's lower fuel con

sumption.

The plane

took

off

with

1,226

gallons of

fuel

aboard

and

upon landing

216 hours later there

were only 18.3 gallons of fuel left in

the

tanks.

Persons

having

a serious

inter

est in liquid-cooled

engine

design

can

write

to

the

public relations

department

of Teledyne

Continen

tal

Motors

P.O. Box 90,

Mobile

AL 33601 about obtaining a

copy

of

R.E. Wilkinson's paper, "Design

and Development

of

the Voyager

200/300 Liquid Cooled Aircraft En-



BY RO RT G LOCK

dhesives and bondings

art

T

is article

will concentrate on the art

of

bonding

non-metallic

and metallic materials .

We will explore bond ing

hard

and soft

wood

and briefly describe

some

techniqu es used in

bonding aluminum

,

although aluminum bonding

is

not

that

widely used in antique aircraft

restoration.

I hope

you

ll

find

it interesting, for my purpose is

to

raise awareness

about the importanc

e

of

surface

preparation, proper mixing

and

application of

the

adhesive, and correct use of clamps

to apply

pressure

during

cure.

First,

what

is

bonding? Bonding

is

the

fabrication

of parts where

attachment of

sub-members

is

by

the

sheets using

an odd number

of plies. Mahogany

is the

most

common, followed

by

birch. The core material

in plywood is

most

likely basswood or poplar. Aircraft

grade plywood will meet MIL-P-6070.

A

note

here should be made that,

generally, soft

woods are less dense and lighter

than

hardwoods.

When

bonding

plywood

plates to

wing

spars it will

be necessary

to

lightly

sand

the surface

to

be bonded.

This will put some sand scratches

in the

dense surface

and will aid in strengthening the bonded joint. Soft

wood

surfaces,

particularly spar

splices, should not

be sanded

because

sanding dust will enter

into the

softwood s

more open

wood-grain structure

and may



_

...

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e

GRAIN

' NAILING STRIPS

WAXED

_

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ITZ,. . 'ZCZ ,/4-

PAPER

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l § ; ~

_

WAXED

PAPER

BACKING

CSCARF

]

FIGUR

rial specification

CAMS ,

or

technical

standards

order

CTSO

approval for use

in

a

wood

structure.

Wood is

a

material of the

past. The

above approvals

will be

for

bonding metallic or composite structures

only,

not

wood.

Something in

the

near

future will have

to

break loose from

the FAA

regarding approval for ep

oxy adhesive use

in

type certificated aircraft.

Having covered all

that,

let's look at surface prepa

ration

of

wood structure

. First, the

most

strength

of

any bonded

jOint

is

one that

is placed

in

a

shear

load.

That's

why spar, rib, and

plywood

splices are made

with such long

scarf joints (10-to-1 to 12-to-1). This

places

the bond

line

in

shear. For spar splices, spruce or

Douglas

fir should

be

planed

only. For Resorcinol ad

hesive, because this type of adhesive doesn't like thick

bond lines, the

joint should

fit

together

very closely.

The thicker

the bond

line the weaker

the bond.

Also,

heavy clamping

pressure

should

be used

during

the

OVERLAP

-3"

MINIMUM

r Z r ~ l

A. MAKING

SOFTWOOD TEST

SAMPLE S)

FIGUR 2

. /OVERLAP

-

2" MINIMUM

..... ;



Drive

one.

Drive

Green,

Ford

Escape

Hybrid: Unsurpassed

Fuel

Economy



NO

W TER

F IL

P SS

DROPS ND RE S

WITH

NO

W TER

setting for

hot

temperatures and

fast setting for

cold

temperatures.

Never adjust catalyst

ratio

to gain

an advantage in curing time. In

DISTILLED

W TER -

other

words,

don t add more

cat

SPR Y

alyst

to

make

the

material

cure

BOTTLE

faster. I f temperature control

is

available,

adjust the temperature.

Adding

heat

will

cure

an epoxy

adhesive faster,

and cooling

will

THIN

CONST NT

L YER O

W TER

make it cure slower.

When

constructing the

test sam-

I

ples,

the bonded

surfaces must be

clean. Mix

the

adhesive

and

ap

ply

i t to

both

surfaces;

allow

it to

set for

approximately

one

minute.

Then

check for

any

dry areas

where

RE S WITH

FIGUR

adhesive may have soaked into

the

wood.

Recoat i f necessary, as-

semble, and

clamp using the same

method as will be used

in

the repair

or fabrication,

that

is

C-clamps,

parallel clamps,

screws, nails, etc.

Allow samples

to cure, monitor

ing curing temperature and

time.

When cured, place the sample

in

a

vise,

attach

a small parallel clamp,

and

begin

to twist,

push,

and pull

CONST NT L YER OF W TER

ON

THE SURF CE

until the

sample

breaks. Closely

examine

the

broken

samples. f

the



BEND 18

EPOXY

DHESIVE

FILLET

FIGURE

2

_

FIGURE

5

is

anodizing, followed by chemical treatment,

fol

lowed by scratching and wiping, followed

by no

sur

face

preparation at

aIL

As is

with all types

of bonding, cleanliness is very

important.

Don't bond anything that

has

surface

contamination. Figure 3

shows

a method, the "wa

ter

break test," to determine surface

cleanliness on

aluminum. A fine mist

of distilled water

is

sprayed

on

the surface, enough to

wet

the entire area.

I f

the

water

breaks

or beads up,

there is surface contami

nation

. Do

more

cleaning

and

repeat

the

process

until a fine layer

of water

covers the entire surface.

Of

course all

the water

must be

completely removed

before bonding.

Again,

the bonding surfaces

ust

be

scrupulously

clean. This

includes

wood

surfaces,

although

a

water break test

is

not

recommended.

Latex

or butyl

gloves

should

always

be

worn when

handling aluminum surfaces to be

bonded, thus

avoiding

finger fat." Finger fat is

the

oils

that

are

__ ~ N M U M OVERL Y r

uniform film, then

frozen

and kept

frozen

until

used). This type

of process cures

beginning

with

room

temperature

(usually

70°F), a

temperature

ramp to

250°F or 350°F

at

3 to 5 degrees per

minute,

a

hold

for

about

one to one

and

a

half

hours,

then

a

cool down

at

S° per minute

to

140°

F

then final cool

ing

back to room

temp. As you can

see

this

process

is not something

you can do in your shop

or hangar,

so it isn't in use

except

for large repair

stations.

But

it is

an

interesting

process anyway

I

hope this theory of

bonding

will

help mechan

ics and restorers

master the

art of

creating airworthy

bonded

joints,

particularly on the primary

structure

of

the

aircraft.

Remember,

given that

all

instruc

tions

are closely followed,

the

final

outcome of

the

strength and

airworthiness

of

the

bonded joint

will

depend on the

person

who

does

the

job.



e Shawano Fly-Out

is

a cher

ished tradition

among the

time-tested vintage airplane

lovers who attend

EAA AirVen-

ture Oshkosh each year. I wish more

people would take advantage of this

opportunity

for a

portion

of a day

away from the convention

that

pro

motes the goals of the Vintage Aircraft

Association and the spirit of aviation.

As I arrive at AirVenture, after trav

eling into a ferocious head wind and

drinking

an

inestimable

number

of

cups of coffee,

my

first mission is

clear. I must visit one of

the

strategi

in their

eyes, seeing

that they

just

can

't wait

to

tell their friends

what

they

did,

and

seeing

that now they

want to share the wonder of aviation

with someone. It's

gre t

to know

that

you are sharing

the

joy of aviation

with

others. My longer answer was

that it gets

young

people interested

in

aviation, we make friends for avi

ation and

for

the

local airport,

and

we are educating people about flying

and flying safety.

At

AirVenture, you

know a life might change because of

aviation,

but

at Shawano, you get to

w tch

it happen.

the Red

Barn. The likelihood of win

ning a prize

is

decreased significantly

simply by the number of planes par

ticipating in

the

show.

In

Oshkosh

you may feel a bit lost among all your

fellow vintage airplane enthusiasts.

At

Shawano, with around 40 planes, you

are an important part of the show.

-

ter breakfast,

many

pilots open their

airplanes

and

invite people

to

look

around and ask questions. Some kid

usually wants to get in

the

airplane,

put

on

the

headset,

and

have his or

her picture taken.

This is different from AirVenture



This

year

is

too big to miss.

Literally_

THE

MASSIVE

I ~

H

RYOF

AIR

U.S.AIRWAYSFLIGHT1549COCKPI

~ I

KN IGHTTWO

,

BIE

BROTHERS

IN

CONCERT

. 0 AIRCRAFT

2 500

SHOWPLANES

HIBITS,

AND

500 FORUMS

AND WORKSHOPS



How

Long

s

That

Airstrip?

Editor s Note: Irven Palmer s r-

ticle deals with exploiting the great

capabilities

of

vintage aircraft

s

they re flown in remote areas. f

it s of a concern, you may wish to

confirm you have insurance cover

ge for your proposed operations,

and make a solid assessment of your

skills when it comes

to

this fun but

challenging type of flying.-HGF

BY IRVEN F

PALMER JR .

Your

Judgment

In more than 35 years

of

fly

ing in the

Alaskan

bush,

I

learned

early

on that

just

guessing

or try

ing

to judge how long a potential

off-airport airstrip

is

from the

air

at 100

miles an hour will get you

in big trouble.

Your

judgment

is affected by

the terrain. Steep terrain

with

ravines

and

valleys

surrounded

same. You

would have the same

reference

of the engine

cowling

as

you picked

your spot looking

out

through

the

windshield.

Us

ing a reference point like a door

post or a pOint

on

the lift strut is

a key

factor

in making good esti

mates of

the length

of

off-airport

landing sites while using a time/

distance

chart.



technique, right? . Slow

the plane

to

exactly

60

mph and

fly

along

the strip

low

enough

to

be

able

to

examine

the

surface for rocks,

stumps, logs, ditches, or other ob

structions.

If

the

surface looks good,

fly

par

allel to the strip

and

use your stop

watch. Pick a reference

point on the

door

post

or lift

strut. When that

point passes

the end

of

the

strip,

start the

watch

and fly the length

of the strip.

When your

reference

pOint reaches the end of the strip,

stop the

watch . All this time

you

must keep your head in the

same

position

and the

airspeed

at

exactly

or

bumpy

surfaces

it

is

better to

add at least

10

or 15 percent to

your

airp l

ane performance val-

ues. Your

experience may help

you

ad

just

those va

l

ues

.

Equipment

and Preparation

You

have

found

a

good

place to

go

camping with your

airplane

you

have now

flown

the intended

airstrip which

looks like

i t has

a

good

surface,

and you have

deter

mined

the

length

of

your intended

strip using your time/distance

chart. But before

you

take off from

your home

airport,

there

are some

things you

must

take with

you .

continued on p

age

35

OFF

AIRPORT

AIRSTRIPS

NOWIND

CONDITION

6

MPH

8 MPH

MPH

FPS

SECONDS

FEET SECONDS FEET

16 14 8 16

1877



BY H.G. RAUTSCHY

THIS MONTH S MYSTERY PLANE COMES TO US ROM

THE RADTKE COLLECTION OF THE

A

ARCHIVES.

Send

your

answer

to

EAA, Vintage

Airplane P.O .

Box 3086,

Oshkosh,

WI

54903-3086.

Your

answer

needs to be

in no

later

than July

15

for inclusion

in

the September 2009

issue of

Vintage

Airplane.

You

can also send your

response via e-mail. Send

your answer

to

mystery

[email protected]. Be

sure to

include your name plus

your

city

and

state

in the

body of your note and

put

(Month) Mystery Plane





RAF conversion or communica

tion flight (?), was struck off charge

on February 28, 1943. It may have

been damaged beyond repair or de

stroyed earlier in the month."

Renald Fortier

Curator, Aviation History

Canada Aviation Museum

Ottawa, Canada

Jack Erickson, of State College,

Pennsylvania, wrote, in part:

"The March 2009 Mystery Plane

is a Percival P.16 series aircraft that

was also known

as

the Percival Q.6,

and in its

RAF

version as the Per

cival Petrel. The photo seems to

have been taken at Almaza Airport

in Heliopolis, Egypt, where Mr. Ish

kanian lived. Misr was a National

Transport Company authorized by

and reporting to the Egyptian Min

ister of National Defence. Misr was

formed in association with the Brit

ish aviation company Airwork Ltd.,

as

indicated

on

the hangar sign."

And from

Wes

Smith

in

Spring

field, Illinois,

we

received a longer

note, extracts of which follow:

"The March 2009 Mystery Plane

is

one of two Percival Q.

6s

P

.16As)

How Long s That Airstrip

ontinued from

p ge

The photo in Figure 3 shows those

items. The bare essentials include a

machete for

cutting

brush,

an

axe

or hatchet and a small saw for cut

ting small trees, and a small shovel

for filling in ruts or for digging out

rocks, etc., in the airstrip.

These items are

necessary

be

cause once you are on the ground at

your off-airport landing strip, you

may have

to

enlarge

or

lengthen

the strip for

taking

off. Most air

planes we fly require a longer take

off

run

than a

landing

run. Large

flaps allow us to get in on a steep

approach

for a short field. But for

taking off, you

must

consider ob

stacle

clearance and

the

longer

takeoff

run

. Therefore you have to

be prepared to remove

brush and

small

trees

if necessary

in order

to take off safely. I have

had

to do

that

many

times

in

Alaska.

Another

consideration

is that

when you

pick your off-airport

landing site, your initial

airborne

inspection

may have missed

a

destination. I f there is no key geo

graphic feature nearby, then you

should

include a distance and a

magnetic

bearing from some key

geographic feature to your land

ing site.

If

you know it, a latitude/

longitude fix would be ideal.

You must also include how long

you will be at your off-airport site.

And

most

important

of all, tell

someone where you are going.

Survival

Sometimes even

the

most

care

ful observations of an off-airport

landing site may miss

some

ob

stacle,

or

your airplane battery

goes dead, or

there

is some other

reason

like

you have

misjudged

the airstrip length and

you

just

cannot

take

off after

you

are on

the

ground.

That

is

when

you will

need your

survival kit . So be sure

to

pack a good survival kit

when

ever

you venture out into the

off

airport world.

Rule

No

3: Always file a flight

plan and

carry

a survival kit and tell

someone where you

are

going



ME OIS

continued from page

5

Cribbage Boards

Handcrafted from wood, they include game instructions, pegs,

cards and historic information about the plane. Game board can

be removed from airplane for playi ng.

Nieuport

28C

1 52652955

149.00

Spruce Goose 52652956

Men's Cotton Golfshirt

Green

with

Tan

details

the Lithuanian airline Lietuvos

Linijos), and two were sold to the

Egyptian government, delivered

in camouflage. King Ghazi I's ird

o Eden was painted in a strik-

ing red and yellow color scheme,

with

yellow

fuselage trim, wings,

horizontal

stabilizers,

and eleva-

tors

. The words ird

o

Eden

were

inscribed as copperplate under the

cockpit window.

King Ghazi I

(actually Ghazi

Bin Faisal) was as interesting as

the aircraft he flew in. Born on 12

March

1912,

Ghazi was the

only

son of Faisall. He was raised by his

grandfather

Hussein

Bin Ali,

the

Grand Sharif of Mecca. He left the

Hijaz from Jordan in 1924 and was

appointed the

Crown Prince of

Iraq.

When

his father died in 1933,

Ghazi succeeded

him

to

the throne

and also became the

head of

the

Iraqi navy, army, and Royal Iraqi

Air Force. He was

reputed

to

be

a



EM alendar of Aviation [vents Is Now Online

EAA

's on

ine

Ca lend ar of Events is he '

go-to

spot

on

the

Web

to

lis

t

and find av

iation even

ts

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area.

The

use r

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sea

r

chable format

makes it

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perfect

web-based tool

for

planning

your local

trips

to a

fly

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In

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's

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search for

events

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given ti

me

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certain

radius of any

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and

you can

further

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fi

ne your

search

to

look for just the types of events

you

'd ike to attend .

We

invite you to access the EAA online Calendar

of Events at

http

www e orgjc lend r

Upcoming ajor Fly Ins

Golden West Regional Fly-In

Yuba County Airport (Myv), M

arysville, CA

June

12-14, 2009

www

.GoldenWestFlyln.

org

Arlington Fly-In

Arling

ton Mun

icipal

Airport (A

WOl.

Arlingt

on,

WA

J

uly

s-12, 2009

www .NWE4A.org

EAA AirVenture Oshkosh

Wittman

Regional

Airport

(O

SH

),

Oshkosh, WI

July 27 -Augus

t 2, 2009

www.AirVenture.org

Colorado Sport International Air Show

and Rocky Mountain Regional Fly-In

Rocky Mountain M

etropolitan

Airport (BJC), Denver,

CO

Augus

t 22-23, 2009

wwwCOSportAviation.org

Mid-Eastern Regional Fly-In

concept that

these

programs can

flourish, and the local tax-paying

citizens will forever have a warm

spot in their hearts

for

their

local

airport and its

leadership.

With

out the

county

airport leadership's

work, it's unlikely

we'd

be

on this

airport.

All of

us in

VAA

37 clearly

understand

their efforts, and they

are all sincerely appreciated

by the

entire

membership

of this chapter.

The

EAA

chapter network

is

an

awe

some opportunity

to create some

thing special, and

my

sincere

hope

is

that

in

some small way I have in

spired you today to invest some en

ergy to inspire somebody tomorrow

with the awesome opportunities of

aviation

the EAA

way.

continued from

IFe

Stay tuned to this channel, as I will

talk next month about

some

new

member benefits

that

I believe you

will find useful,

as

well

as

exciting.

As

always, please

do

us all

the fa

vor of

inviting

a friend

to

join the

VAA,

and help keep us

the

strong

association we have all enjoyed for

so

many

years.

VAA is

about participation:

Be

a

member

Be

a volunteer

Be

there

Let's all pull

in

the

same

direc

tion

for

the good

of

aviation. Re

member,

we

are better together.

Join

us

and

have it all.

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http://slidepdf.com/reader/full/www.AirVenture.org

http://slidepdf.com/reader/full/wwwCOSportAviation.org



BY BILL

H RE

Dear H.G.,

Your article

in

the February Vin-

tage irplane magazine identifies

November s Mystery Plane as the

Sikorsky and Gluhareff UN-4 as de

signed

in

late 1926/early 1927. The

picture

of this machine reminded

me of

a

similar

photo

in

viation

History

in

Greater Kansas City pub

lished

by the editors

of

the

former

istoric

viation

magazine.

Although

this publication must

be

over S

years old, I was able

to

contact the

listed associate editor,

Mr.

Nat Cassingham

,

who

gave me

permission

to

copy and send you

viation

History

in

Greater Kan-

Gebhart. The rest of

the

summer,

the



Someth ing to buy

se l l

or

t rade?

Classified Word Ads:

5.50

per

10

words, 180 words

maximum, with boldface lead-in on first line.

Classified Display Ads : One column wide (2.167 inches)

by

1, 2, or 3 inches high at 20 per inch. Black and white

only and no frequency discounts.

Advertising Closing Dates:

10th

of second month prior

to desi

red

issue date (i.e., January

10

is the closing date

for the March issue).

VAA

reserves the right to reject any

advertising in conflict with its policies. Rates cover one

insert ion per issue. Classified ads are not accepted via

phone. Payment

must

accompany order. Word ads may

be

sent via fax (920-426-

6845)

or e-mail (c1assads@eaa.

rm

using credit card payment (ali cards accepted). Include

name

on

card, complete address, type of card, card number,

and

expiration date. Make checks payable to

EAA.

Address

adve

rtising correspondence to

EAA

Publications Classifi

ed

Ad Manager, P.O. Box 3086 , Oshkosh, WI 54903-3086.

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VINTAGE

AIRCRAFT

ASSOCIATION

OFFICERS

Presid

ent

Vice-President

Geoff Robison George Daubner

1521

E.

MacGregor Dr. 2448 Lough

La

ne

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27

260·493·4724 262·673·5885

cilie 7025@aol com

gciaubner@eaa

.

org

Secretary Treasurer

Steve Nesse

Char

les W. Harris

2009 Highland Ave. 7215 East 46 th St .

Albert

Lea, MN

56007 Tulsa, OK 74

14

7

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stnes2009@ live com

cw

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DIRECTORS

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lll

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nni

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Web

Site

s:

www.vin

tage

air

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HI

JON:

HERE

I M 50

YE RS GO ON S ~ r ~ J A Y

MORNING

M RCH

26 1939

OFFICI L

T THE CONTROLS OF OUR -FIRST

TSO

NX2G784 ON ITS

M IDEN

FLIGHT.

W RM REGARDS

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