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AUGUST2002OL. 30,NO 8
STRAIGHT
&LEVELlButchJoyce
2
VAANEWS/H .G.Frautschy
4 MYSTERYPLANE/H
.G.Frautschy
6
OLD -FASHIONED
INSTRUMENTTRAINING
NEEDLE,
BALL,AND AIRSPEED
HOME ON THE
RADIO
RANGE/BillDunn
8
TYPE
CLUB
NOTES
ACCURACY IN IGNITION
TIMING/SteveCuny
10 BIPLANE
BASH
IN
BARTLESVILLE
THE
2002
EDITION OFTHE
BIPLANE
EXPO/
CharlesW.
Harri
s
13 WHAT OUR MEMBERS
ARE
RESTORING
14
A
CRATE AND
A
SURPRISE!
A
TRUCK
,
AND AN AMERICAN LEGENDOLD
RHINEBECK AERODROME
'S
CURTISS
JENNy/Ted
Sacher
20 A
DIFFERENTCUBGEAR/Paul
H.
Keller
22 PASS ITTOBUCK/BuckHilbert
23
CAN YOU
'
TOP'
THIS?
KEEPING
THE PAINT SHOP
NEAT/Frank
P Sperandeo
24
CALENDAR
6 NEW MEMEBERS
28
CLASSIFIED
ADS
WWW.VINTAGEAIRCRAFT.ORG
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STR IGHT
e LEVEL
This
month s
issue will be
in
the
during
EAA AirVenture
Oshkosh 2002, and if you've joined
the Vintage Airplane Association
(VA
A)
while at EAA AirVenture, this
is your first issue. Welcome We ap
preciate
each and
every
member,
and we hope
that
your visit to
the
Vintage area is a
pleasant experi
ence. Let us know if you have any
suggestions or requests.
We'll have the awards list in next
month s issue, and it will be posted
on the www airventure org website af
ter the convention ends.
So many people have been telling
me that they are coming to this
year s
event
that I m
looking
for
ward to a great convention.
I predict that
if
we have good
weather, we will see a record year. I
generally arrive on
the
Friday before
EAA AirVenture starts.
That
way I
can
have my
area
of responsibility
up and
running
when EAA AirVen
ture
begins.
Plenty happens
even
before
I arrive.
Many
volunteers
work for weeks ahead of time to
have their areas set up. With all of
the
effort we put into
our
annual
Y ESPIE BUTCH
JOYCE
PRESIDENT
,
VINT GE
SSOCI TION
News and Views
While doing an annual
inspection
on the Luscombe, I recalled that the
generator had stopped working and
needed repair. I removed
the
genera
tor and discovered that it was totally
trashed. I chose to replace
the
gener
ator
with a Jasco
alternator
(Skytronics). f
anyone
out there has
a
copy of
an
FAA
field
approval
for
this installation, I sure would appre
ciate it if you could
send me
a copy
to help with my field approval.
So
many people
have
been
tell
i
ng
me th t they are
coming to this
year s event
Anyway, I
found
that I
couldn t
get
the
new unit mounted onto
the
engine with the engine still bolted
in place on the engine mount. (Once
to
remove
the windshield to re
move the old panel and put
the
new one
in place. Then I thought a
new windshield
would be
nice. Af-
ter
looking
at the engine hanging
on
the
hoist,
t
would
be a good
idea to go
ahead and
install
the
new
0-200
STC for the C-85, with
new
cylinders and lightweight
turnkey starter.
You can see
what
I ve started ,
and the list will go
on
and on, as it
has
in the
past with other projects.
I
hope
I can
complete this
work
during the fall
and
this winter, so
that I will once again have
the
Lus-
combe to fly
in
the spring
of
2003.
There are
other
items
or
projects
that I ll work
on with the Lus
combe,
but
those are projects that I
can
complete while
the
aircraft is
flying. I think it is
great
to be able
to
scoot
along
at
110
to
115
mph
on
5 gallons of gasoline and arrive
in
comfort.
I wonder how a small
autopilot would work out?
http:///reader/full/www.airventure.orghttp:///reader/full/www.airventure.org
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V NEWS
COMPILED BY H.G FRAUTSCHY
FRIENDS OF THE RED BARN
CONTINUED INCURSIONS
THRE TEN
FREEDOM
OF
FLIGHT
Even with
our
late
printing
date
for the July issue, it was inevitable
that
we'd miss printing the name of
at
least one
of our members
who
stepped up
and
joined the VAA
Friends of
the
Red Barn-2002. Our
thanks to VAA member Roy
A.
Mc
Galliard
, Morganton, North
Carolina, and the Microsoft Match
ing Gifts Program, Princeton, New
Jersey, for the ir generous support of
our 2002 campaign.
EAA ADDS
PILOT
SERVICES
PAGE
TO
WEBSITE
EAA recently added a new Pilot
Services page to its
website
that
combines several online features in a
convenient location. Before a flight,
pilots can find the latest temporary
flight restrictions,
NOTAMs,
or
FAA
waivers and then plan their flight us
ing the popular EAA Flight Planner,
provided through AeroPlanner com
Federal officials recently informed
EAA s
Washington, D.C., office
that
three recent airspace incursions by general aviation
aircraft-two
by ultra
light aircraft-occurred in Camp David's restricted airspace
when
the
president was there. While the incursions were labeled accidental, their
effect was profound.
In
our
country's
present
state of awareness for terrorism, agencies re
sponsible for our nat ion's security will not tolerate continued operational
errors and indiscretions by pilots. At risk are the very freedoms of flight
through expanded
TFR
airspace
or
increased penalties for violations-if
incursions into sensitive areas continue.
Since the terrorist attacks of September II, EAA s website has provided its
members with full-color, online maps and sec tional charts of all current U.S.
temporary flight restrictions. EAA strongly urges pilots to log on, search for
active
TFR
areas in their route of flight, and make absolutely certain to avoid
all sensitive areas.
Be
fully informed before and during your flight.
Other
features include search ca
pabilities for
flight
instructors
through links to instructor directo
ries on the NAFI and Ultralight
websites. The Pilot Services button
is located along the left side of EAA s
home page at
www eaa org
PHILLIPS DON TES REFUELER
TO EAA S P ONEER
RPORT
In
recognition
of
the
unique
role
EAA
plays in presenting an
interactive aviation
experience to visitors
of EAA s
AirVenture
Museum, longtime
aviation supporter
Phillips 66 has do
CLASS A·B·C EXTINGUISHERS
DAMAGE
AIRCRAFT
This information comes from the
newsletter
the State
rkansas De-
partment
Aeronautics
We
are
beginning to
see
an
epi
demic of Class A-B-C all-purpose fire
extinguishers
on
airport ramps
and
airport service vehicles, including
fuel trucks servicing our aircraft.
This poses a severe aircraft dam
age problem for all aircraft operators.
The A-B-C extinguishers have excel
lent firefighting capability, but the
monammonium-phospha
te chemi
cal
agent
melts and flows when
it
comes into
contact with
heat. This
is how it gets its Class A rating. This
http:///reader/full/AeroPlanner.comhttp:///reader/full/www.eaa.orghttp:///reader/full/AeroPlanner.comhttp:///reader/full/www.eaa.org
8/20/2019 Vintage Airplane - Aug 2002
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control of the fire early
and
mini
mize the damage. As you can see
the use of an
A-B-C
extinguisher on
a small aircraft fire may extinguish
the
fire
but it still cau
ses as
much or
more damage than the fire itself. We
can save the aircraft from the fire
but
lose
it to
the ex tin gui shing
agent.
This is a serious education prob
lem
that
we as
aircraft
operators
must face .
We
have
had
excellent
cooperation from the
contractors
and
airport fire departments that
have been contacted concerning the
problem once the problem was ex
plained
to
them. Please pass the
word along to your airport operators
and servicing contractors that A-B-C
extinguishers should
not
be located
where they might be used on an air
craft. Use
B-C
extinguishers instead.
.......
FRONT COVER: The Curtiss Jenny is truly
one
of
aviation's greatest icons.
Ted
Sacher took this photo
of
the Old
Rhinebeck Museum's
Cu
rtiss Jenny, fresh
from
its
restoration, which included
the
installation
of
a
180
hp Hispano-Suiza
(Hisso) engine.
BACK
COVER "Belgian Aces" is the title
of EAA Master Artist Bill Marsalko's water
Nominating Someone
for the EAA Vintage all of Fame
To be considered for induction into the
VAA
Hall of Fame during 2003, petitions MUST be received
by September
30,
2002.
If you wish to nominate
an
individual who
you
believe has made a significant contribution to
the advancement of aviation between 1950 and the present day, please make a copy of the
form below, fill it out, add supporting material, and send it to :
Charles
W.
Harris
V Hall of Fame
P.O. Box
470350
Tulsa,
OK
74147-0350
Be as thorough and objective as possible . Attach copies of materials you deem appropriate
and helpful to the committee .
The person you nominate can be a citizen
of
any country and may be living or deceased.
The contribution could be in the areas
of
flying, design, mechanical or aerodynamic develop
ments, administration, writing, some other vital, relevant field, or any combination of fields
that
support aviation.
You
can also obtain a copy of the form online at
www vintageaircraft orgjprograms/
hol orm html
Person nominated for induction into the
VAA
Hall of
Fame:
Name: ________________________________________________________ __
Street: _____________________________ City: ______________________ _
State:
__________
ZIP
:
_________
Phone:
____________________________
_
Date
of
Birth: If Deceased , Date of Death: ___________________
Name and relationship
of
closest living relative:
____________________________
_
Street: _____________________________ City: _______________________
State: _____________ZIP : _______ Phone: ______________________________
E-mail Address: __________________________________________________ __
Time span Idatesl of the nominee's contributions to aviation:
(Must be between
1950
to
present day
.)
__________________________________
_
Arealsl of contributions to aviation: ______________________________________ _
color painting featured on our back cover.
Here's Bill's key to his artwork:
Describe the eventlsl or nature of
activities
the nominee
has
undertaken in aviation to be
worthy
of
induction into the
VAA
Hall
of Fame: ________________________________
_
Describe other achievements the nominee
has made
in other related fields in aviation:
http://www.vintageaircraft.orgjprograms/http://www.vintageaircraft.orgjprograms/
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BY H F R U T S C H Y
MAY'S
MYSTERY
PLANE
BUNYARD BAX-3
T
e May Mystery Plane,
which came to
us
from the
collection of Charles
Trask,
was
a tough one.
Jack Erickson, of State College,
Pennsylvania, sent
us
this
e-mail:
"It is the Bunyard BAX-3 Sports
man, designed by Kenneth Bunyard
and built
by
the
Bunyard Aircraft
Company of Flushing, Long Island,
New York. Details are in Jane s All the
World s Aircraft for 1947 and 1948.
There also was a BAX-4 version pro
posed, but I cannot remember ever
seeing a photo of it."
Russ Brown, of Lyndhurst, Ohio,
sent
us
this letter:
liThe May Mystery resting on retracts
on a snow-spotted dock is the 1946
1947
Bunyard Sportsman
BAX-4. The
photo
in
the
May
issue is
of
the BAX 3-
HGF.)
liThe
January
1947
Aero
Digest
Direc-
THIS
MONTH ' S
MYS
T ERY PL A N E
COMES
TO
US VIA
THE
COLLECTION OF
PETER BOWERS ,
SEATTLE, WASHINGTON .
tory
data shows this modern Colonial
Skimmer-like form
offered
outstanding
performance at only $3,245, FOB
Wi
chita!
But
1947
was
a very bad
year
to
sell any airplanes. It's a pity this op
tional color scheme beauty
is
not
at
Oshkosh for H.G.
to don water wings
and swim around for
color
photos."
nother correct
answer
was re
ceived from Ralph Peterson, of
Dothan,
Alabama.
SEND YOUR ANSWER TO: EM, VINTAGE
AIRPLANE ,
P.O
. B
OX 3086, OSHKOSH
,
WI
54903-3086. YOUR ANSWER NEEDS
TO
BE IN NO LATER THAN S
EPTEMBER
15 FOR
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Old-Fashioned Instrument
Training:
Needle, Ball, and
Airspeed
Hom on the Radio Range
WRITIEN
AND
EXPERIENCED Y BILL DUNN
I
was time for a
change in
my
life, so I
asked Fred McGlynn,
who
owned the FBO
what
he thought
I
ought
to
do next. I really didn't want
to instruct in Taylorcrafts.
Not that it wasn t
a
good
job and there was
nothing
wrong with Taylorcrafts.
Mine
had
served me well.
McGlynn advised me to en
roll
in
Northeast
Airlines
Instrument School (we
called it liNE ). He had
taken the course
and
had
purchased a
DGA
Howard
to teach instrument flying. I
took
his advice.
I was still nineteen years old when
I
enrolled
in
NE
in
Boston.
t
was
November 1941.
Logan Field was Boston's munici
pal airport and that was where NE
had their school. Logan was a big
square field covered with cinders. t
Bill
Du
nn wi th his Grumman Widgeon
--
stood high on a rise where you could
see the airport off to
the
west. There
was a lot of water in between. Today
the
airport has been expanded, with
its long runways almost reaching all
the
way to Winthrob.
Bob Hinman, who
used
to
in
struct for Shorty Williams at Amboy,
was just finishing his course
with
was married and
his
wife
lived in Portland, Maine.
He
had a little boy about three.
Herb was a
bachelor.
Ray
Remick was one of the fun
niest guys I ever met
in
my
life. He was a little guy about
five-foot-five.
He
apparently
inherited
a
lot
of money
and
had a very pretty wife.
Ray and I drove to Portland
in his Buick Roadmaster
convertible one
weekend.
Ray
rented a small seaplane,
and we flew out
to
Mon
hegan Isle. When we
returned
his wife,
June,
was waiting for us on the beach.
She
informed us that
we were at
war with Japan. t was December 7
1941,
and
the
Japanese had
at
tacked Pearl Harbor. Where in
the
heck was Pearl Harbor?
When
Ray
and
I returned to
Boston that
night
it
was blacked
out. t
hadn t really
sunk in yet
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me. Everything clicked as I had been
taught , and I got two perfect cones
of silence (the area of no signal di
rectly above the radio beacon) over
the range station.
As
I recall, it was
the first time
that
had happened
to
me I was pleased
to hear
that the
CAA flight
examiner told
my in
structor that it was the best flight he
had
ever
sat
through. Years later,
whilst
taking
a flight
with
a naval
instructor while
under the
hood, it
wasn't all that great. (The hood was
a large canvas covering, like a tent,
that
completely
enclosed the stu
dent, so there was no peeking )
Northeast moved their instrument
school to Burlington, Vermont,
in
March, and
Herb, Ray,
and
I got
jobs as instructors. We started
out
as
Link trainer instructors and
shortly thereafter started flying
the
Stinson Gullwings.
Instructing in the Gullwings was a
great
experience . I had never
in
structed any flying before and I soon
learned that if you really want to
learn
something, teach
it. I
found
that I was not only teaching the stu
dent, but myself
as
well. In the plane
the instructor would make the take
off
and
landing because the only
brakes were on the left, and they were
heel brakes. I had heel brakes
on
my
Taylorcraft, so it
was
no big deal. The
big Stinson had flaps, which were a
new thing to me, and being some
what fascinated with them, I had to
try something new. I found that
as
you were flaring to land, if you bled
the flaps off slowly
as
you came back
off the runway into the grass. Fortu
nately, it didn't ground loop and the
grass was friendly, and there was no
damage. I
then
understood
the
com
pany policy. That escapade was mild
compared to a couple that followed.
One day we were making our ini-
One day I
let a particularly
sh rp
student
try a landing
from
the
left se t .
tial
approach to
the range station.
One student was under the hood in
the left seat and the other student
was sitting in
the
back. t was my
job
not
only to observe
the
student's
performance
but to
watch
out
the
front window for
other
traffic. The
student in the back would watch
out
his window for traffic from the left.
However, the three of us were con
centrating on the job that
the
student
under
the hood
was doing.
Actually,
the
two
of
us were
under
the hood with the student doing the
flying instead of watching outside as
we
were supposed to be doing.
We
were approaching
the
range
station
from the south on the
SW
pened to look out the window. There
right on
top
of us coming right
straight
at
us was
the
orange Gull
wing. I almost did a snap roll to miss
it." Of course, it was us.
Ray was
one of the coolest pilots I
ever knew. Later he became a cap
tain with Northeast. t would
not
be
in his character to overexaggerate or
dramatize. He was really shaken by
this close call. A close call
that
I had
known nothing
about. Needless
to
say, I didn t spend
much
time after
that under the hood wit h the stu
dent. I became almost a part of
that
windshield.
One day the plane
that
I was fly
ing
developed a
rough
engine.
t
had
a very pronounced knock
and
I
reported
it. The
next
day
I
was
scheduled
to
fly the
same
plane .
When I fired it up, it still had the
knock
. There were two
mechanics
standing nearby, and I waved
them
over. I asked them if they could hear
the
knock. They said that
they had
checked it
out
and that it was okay.
Being
young and stupid
I
went
ahead and flew it.
I was over
beautiful
downtown
Burlington, Vermont, sitting in the
right-hand seat having switched with
the
student.
The hood was up
and
the student in the back seat had his
earphones on, as both of us up front
did. Suddenly something let
go
in the
engine and all hell broke loose . The
cowl started to rock like it was going
to depart. I closed
the
th rottle
and
turned toward the airport.
I had to get into that left seat and
8/20/2019 Vintage Airplane - Aug 2002
9/36
ing altitude.
The airport was
dead
ahead, but out of
our
gliding range.
Well,
the
prop was still windmilling
and
I decided
to
turn
it
a
tad
faster
and try to make the field. When I ap
plied power the roughness and the
shaking of the cowl was terrifying. The
cabin
was
now starting to fill with oil
smoke but the
field was
almost within
range. The engine kept
running and
somehow
we
made
it.
The
folks on
the
ground
told me
that the
plane
was
pouring out so much smoke that they
thought it was
on
fire. After landing
we
noted
that oil dripping from the
bottom
of
that fabric fuselage had
gone all the way back to where it was
dripping off the tailwheel.
MyoId time friend,
Fred
McGlynn,
told me later
when
I told
him
about
it
that I
had been extremely
lucky
that
it didn't catch fire. With all that
hot oil
and constant
combustion, it
could have exploded into
the
biggest
fireball ever seen
in the
state
of Ver-
mont. He said that I really should
have pulled
it up
and stopped the
prop after
turning
off
the
ignition. I
suppose that with my past barnstorm
ing experience, I would have had
as
good a chance as anybody in putting
the plane down in somebody's back
yard and walking away from it.
The
engine, of course,
was
de
stroyed. There
were pieces of it
blasted back
into the
firewall.
The
two mechanics
who
had worked on
it
came
up
to me
later in the
day
and showed me a little piece
of
pis
ton
pin lock that they had found
in
the
base.
The chief mechanic told
Ray told
me
about a funny little
trick that he had pulled
on
his stu
dents
and
I gave it a go.
Without
the
student knowing
it
, I
put our
re
ceiver on intercom. Then I would
call the tower and ask for taxi in
struction for
the
take off. I would be
I have
always flown
wit
the
adrenaline
pumped up a
few notches
facing
away
from the student and
would
change
my
voic
e
and
call
back as the tower operator. I
would
then advise Stinson such and such
to hold your position
as
there
is a
flight of six B-24s approaching from
the
south. The
student
hearing this
went ape. He asked me, "
Did
you
hear that? Did you hear that? B-24s?
B-24s?" He almost jumped
out
of
the
plane
to
get a better look. B-24s
were our newest bomb er and he
couldn t
wait
to
see
them.
The trick
worked
like magic. Years later I
pulled
t again
on a buddy
over in
the Philippines.
Anne and I moved from our little
house in Essex Junction into a big
Colonial Airlines was getting a mili
tary cargo contract and was hiring
pilots.
t
would be
an
opportunity to
go
with
a smaller line
and
get better
seniority established.
So
Herb
and I went
off to
New
York. Colonial hired us
and
we
checked into
the
Sanford Hotel in
Flushing, New York , on Long Island.
Colonial
flew its passenger
run
be
tween New
York
and Montreal, with
stops at
Albany, New
York ,
and
Burlington, Vermont.
When they
started the
military cargo
runs, t
was
to Dayton, Ohio
, with many
stops
in
between. We flew into
Mitchell Field on Long Island;
Newark, New
Jersey; Harrisburg,
Pennsylvania; Rome, New
York; Buf-
falo, New
York
;
and
Detroit.
On the
cargo
runs
we flew Lock
heed
C-60s, Douglas C-47s,
and
we
also
had
a couple
of
old DC-2s. The
DC-2s were
the
last of a great breed.
There weren t many around. That's
for sure. Looking back I feel very
privileged to have been able to get
some time
in them.
They
were just
about
the
most stable flying ma
chine that
I have
ever
flown.
Of
course
they had some drawbacks.
The gear
and the flaps had
to
be
pumped
up
and
down
by hand. The
brake system was worse than
the
old
Standard with which I used to barn
storm. Both of these hydraulic
systems led to the demise
of
the two
DC-2s
that
Colonial owned.
My first trips with Colonial were
on
the passenger runs to Montreal. I
flew with some great
captains
and
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CLU NOTES
ACCURACY
IN
IGNITION
TIMING
By
STEVE
C
URRY
RADIAL
ENGINES
LTC.
From the Eastern Cessna 190/195 Association newsletter, edited by Cliff Crabs.
I
n the last issue we discussed
the
necessity of accurate engine valve
timing and looked at a protractor
made
from PVC plumbing
parts
and
a
VW
timing disc
that
will
help
to accomplish
that
job. This
month
we will look
at
a variation on
that
tool suggested by your editor, Cliff
Crabs, which will enable us to do
the
job with
the
propeller installed.
Figure I shows the tool installed
on
the cylinder of
a
Hamilton
Stan
dard 2B20 propeller.
It was necessary to enlarge the in
side diameter of the 3-inch to 4-inch
threaded rod end was fitted with a 9
inch
30-pound
test stainless
steel
fishing leader with a 2-ounce sinker
weight. As the prop is rotated the
fishing leader and weight (read tim
ing pointer ) always remains vertical
and provides a sharp line with which
to read the protractor.
USING THE
TIMING
DISC TIME RITE
In order to time
the
magneto
and
distributor to the engine accurately,
it will be necessary to compensate
for
back
lash in the engine. This
We
will use
the
Time Rite or other
top
dead center indicator
only
to
ac
curately find top dead center (TDC)
of the No.1 piston, so it will not be
necessary
to
have
the
specific Jacobs
Time Rite Card-any mark on
the
front of the
Time
Rite will do (See
Figure
2).
A.
Install
the
Time Rite or similar
indicator in the No.1 spark plug
hole.
B. Bring the No. I piston to
roughly
TDC
on the
compression
stroke (watch for the Time Rite arm
8/20/2019 Vintage Airplane - Aug 2002
11/36
NYLON THUMB SCREW
SPACER
HElM BEARING
30# TEST LEADER-
3 X4
PVC FEMALE ADAPTER
2
Z
SINKER WEIGHT-
3 X4
PVC CLOSET FLANGE
1/8 ALUMINUM PLATE
INDICATOR
TIME RITE TOOL
SECURE TEST LEADER
TO HElM BEARING
USING INSPECTION
HOLE.
BUG-PACK #4503
DEGREE WHEEL
FIGURE 1
MAKE A RANDOM MARK
ON THE HOUSING
FIGURE 2
until
the
Time
Rite pointer
again
lines up with our arbitrary mark on
the housing.
G.
Again, note the reading
on
the
timing disc.
The difference between the read
ings taken in steps E and G divided
by two gives us the amount the pro
tractor will need to be moved to
compensate
for the engine's inher
disc
is
zeroed. Just to shore up that
confidence, let's check it
on both
sides of TOC again-the
readings
should be the same.
You
are
now
finished using
the
Time
Rite.
Rotate the
crankshaft
clockwise (viewed
from the
front)
back
to about
45 degrees BTDC.
Again be sure that it is on the com
pression stroke, then carefully
BTOC to double-check your work.
According
to the acobs Overhaul
Manual
the
distributor
is
timed
to
1 degree BTDC (R755-A2 & B2 in
the
retarded position.
Since
the
distributor
is a 15-degree distribu
tor,
this
will give us
30
degrees of
engine advance.
Theoretically,
the
distributor will fire at 31 degrees
BTDC along with the magneto. We
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Biplane
Bash
in
Bartlesville
Huge
Success!
The 00 edition
of
the Biplane Expo
CHARLES W HARRIS
All photo
s courtesy of the National Biplane Association. Photographer was Rick Bryant Phd.
The 16th
annual
Bi
plane
Expo on
May 31
and June
1
was
a
roaring
success!
A
near-record number of 405 total aircraft at
tended the colorful aviation event in
Bartlesville,
Oklahoma
of
which
approxi-
mately 115 were biplanes.
The various airplanes and aircrews came from all over
the
United States and from as far away as Florida, New
Opening ceremonies on Friday morning May 31
2002 at
the Memorial Plaza marked
by
a five-biplane formation overflight as the national anthem played . .. impressive. The
Biplane Expo is in the background.
Laird-built Super Solution racing biplane that won
th
e
1931 Bendix
Transcontinental Air
Race from Burbank,
California, to Cleveland, Oh io . The legendary Jimmy
Doolittle flew the aircraft and then proceeded to set a
new transcontinental speed record for
the
era by contin
uing his flight on
to
Newark, New Jersey. The re-creation
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13/36
Jim
Moss' show-stopping brand-new buildup of the Matty
Laird-Jimmy Doolittle
1931
Bendix Race-winning Laird
Su
per Solution was a sight to behold
Robert Ragozzino of Norman, Oklahoma, was the Biplane
Expo's guest of honor. Robert was the first person
in
his
tory to fly an open-cockpit biplane solo around the world.
He
did it from
June
1, 2000, to November 17 2000.
brothers' many experimental airplanes just prior to their
adding an engine and propeller when they created their
1903 first-powered flight machine.
While biplanes were the primary focus, t was an
amazing paradox of comparison to observe a fully air
worthy, full-size replica of Clyde Cessna's first airplane,
the Silver Wing
a 1912 model, Bleriot-styled, Toyota
Major
Award Winners
for 2002
Grand
Champion
Open-Cockpit
Biplane
1928
Trave
l
Air
4000
N6116
Owner/Pilot:
Les
Gropeter
Creve Coeur, Missouri
Reserve Grand Champion Open-Cockpit Biplane
1930
Waco
ASO
N662Y
Owner/Pilot/Builder:
Dave and
Jeanne
Allen
Elbert, Colorado
Grand Champion Cabin
Biplane
1941 Waco SRE
N58785
Owner/Pilot: I
and
Jeff Womack
Jackson,
Louisiana
Reserve Grand
Champion Cabin
Biplane
1943 Beech Staggerwing
N333
E
Owner/Pilot/Builder: Jerry and Jack Miller
Ft.
Collins,
Colorado
Grand Champion Experimental Biplane
2001
Hatz
N22 HZ
Owner/Pilot/Builder: Mike
Foote
Olathe, Kansas
Reserve Grand Champion Experimental Biplane
2000
Laird
Super
Solution
N22
ML
Owner/Pilot/Builder:
Jim Moss
Graham, Washington
Chainnan s
Award
1940 Waco UPF-7
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The crowning cabin achievement
of
the Waco era was
AI
and
Jeff
Womack's
1941
Waco
SRE
cabin biplane. It was
voted
Grand
Champion Cabin Biplane.
The
airplane was previously owned
by
astronaut
Frank
Borman.
Dave and Jeanne Allen of Elbert, Colorado, earned Re-
serve
Grand Champion in the Open-Cockpit
Biplane
category for their ferry-time-only 193
Waco
ASO (look at
that grass, sky and smiles ).
On Thursday evening, May 30, the National Biplane
Association hosted 1 An Evening
with Robert
Ragozzino, during which Ragozzino narrated a visual
display
of
his 23,OOO-mile
around-the-world
flight
in
2000. On Friday evening, May 31, the Biplane Expo rec-
ognized Robert in
an
honors tribute with major awards
and acknowledgments of his accomplishments.
Both Robert's around-the-world flight Boeing/Stear
man and Jim Moss' sensational re-creation of the Matty
Laird/Jimmy Doolittle Super Solution were prominently
displayed on
the airport
ramp for all to see. The West
Milton, Ohio-based Wright Brothers Aeroplane Com
pany
re-creation
of
the 1902 Wright
brothers
flying
machine joined these historic airplanes.
The attending public
was
again in 2002, afforded the
opportunity of an open-cockpit biplane ride through
the
efforts
of
retired Air Force Col. Joe Kittinger
and
a
1929 New Standard biplane. Kittinger, who holds
the
world's record for high altitude parachute jumps and
8/20/2019 Vintage Airplane - Aug 2002
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WHAT
OUR MEMBERS ARE RESTORING
BY H FRAUTSCHY
Longtime
members
may recall Gerolamo Gavazzi ' s
restoration of
a similar
Ca.100
on floats in
the
early
1990s. He
's done it again , restoring a landplane version
of
the
Ca
.
100
, complete with
another
e
xc
eedingly rare
130
-hp Columbo S.63 engine . Both airplanes are the only
examples
of
Italian civil aircraft from the pre-World
War
era still flying. As a youngster, Gavazzi began to learn to
fly
in
the
float
-equipped
Ca.100
and he has continued
his love
affair
with the type over the ensuing decades.
The
unusual wing structure , with the upper wing spanning
8.355
meters and the longer lower wing spreading out a
full
10
meters
,
gives
the Caproni an interest
ing profile.
This
particular
Ca.100 was used during the post-war period for skywrit
ing and banner
towing
before being grounded
in 1962.
Th
e restoration was started in
1996
and completed five
years later. At the conclusion
of
its
test
flight ,
it
became
the oldest flying airplane in Italy.
The
two Ca .
100s
owned
by
Gavazzi are the only ones flying
out
of
a total
of
five
Ca .
100s
known to exist.
Tiger oth
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CRATE,
ANDA
SURPRISE
O
d Rhinebeck Aerodrome's
Curtiss Jenny is a 1918 orig
inal and an
American
legend. So
many
things go
into an
aircraft:
purpose, design,
realiza
tion, and its truth. How it flies and
how it works in life are its
truth.
And if it lives
long
enough
(and
doesn't kill too
many
of its pilots),
it can develop a classic reputation .
and her pilots know her quite well.
Yet from the start,
she
surprised
even Cole Palen. Moreover,
the
pi
lots are still trying to figure her out.
lilt
is
a big biplane," Ken Cassens
said one afternoon while working
on the ribs of a Ryan's wing. He's
one of the pilots. "Emphasis on big.
It's
heavy on pretty much
all
the
controls
except the elevators;
from Florida in a rail car crate. When
he opened i t and laid out the pieces
on the turf of the Aerodrome, he
later
commented, "I thought
it
looked a little funny. After I stared at
all those parts, I began to realize tha t
I didn't have a Standard, I had a
JENNY
And
that's MUCH better
than a Standard . Everyone knows
the Jenny "
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she was beat, but that was all right,
too.
Jennies
lived that exact same
way 80 or so years ago
when
barn
stormers tried all the chea p tricks
they knew to keep her in the air. But
ORA s
Jenny flew safe up until the
day the gang wanted to retire
her.
Retire her? It was
only
a quickly
passing thought.
people that she
would
soon fly
again . You should
have
seen the
look on their faces when they heard
that. t was
as
if an old friend would
be back soon.
But how beat was she? I mean, if
it is
a
crate in the air, what does
it
matter that the Jenny looked
a
bit tired?
SEEM SO
MUCH
AS
TO TAX I
AS
TO
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18/36
The
Jenny's instrument panel located
in
the aft
cockpit. From lower left to right: starting booster
switch, Jones tachometer, Dixie magneto switch, fuel
pressure (small gauge),
and
compass.
Oil
pressure,
oil temperature, water temperature, and lower right, Nope, there is no mistaking the Jenny for any other bird in
an
altimeter.
And
yes, the stick
DOES
look like the the air. What large numbers on the fuselage! Perhaps to dis-
handle
of
a baseball bat! What a comforting sight for
courage the
Navy
trainees from flying too low? Remember the
an
American
boy
learning to fly
in
1918
ing gear wood; the
engine
mounts
are all brand new; the cabane struts
are
all
brand
new.
These are the
high-stress areas, so we decided that
it would be the thing to do."
Dick
continued.
"But we
kept
as
much
of
the
original structure as we
could. And now,
with
her all
re
stored,
the
ailerons right we think ),
and everything in
place,
do you
know
she flies
almost the same
as
the day
we
grounded
her? Really,
there 's not that much of a differ
ence It makes
me
realize how solid
and
dependable
the Jenny
is. I
can
really understand barnstormers tak
ing the shirt off their back and
ripping it to make patches for
the
holes
in the
fabric. I
can
see
them
old rule for minimum height restrictions
in
flight?
Petrol gauge. One
would think that it is
British made (petrol
VS.
fuel), but this
gauge is American. It
was made
by
the
Boston Auto Gauge
Company. Another
odd thing: it seems
to
be
marked back-
wards, with the "full"
area to the far right.
kind
of
forget:
not
all
legends
are
nimble
and swift. "The Jenny
was designed as a trainer by Curtiss;
in fact a primary trainer. So it had to
be slow, predictable,
tough and
reli
the Jenny. After WW I was over, Jen
nies and the notorious OX-5 engine
were a
dime
a dozen . Well, almost.
8/20/2019 Vintage Airplane - Aug 2002
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syou
can also see on the wings
there are plenty
of
wires on
the
aft
surfaces. Curtiss must have owned
stock
in an
aircraft wire factory. But
these are big surfaces to move so
'Well, they were all wooden and
old,' and put out
an
order to destroy
them all.
That's when they started
regulating things;
pilots had to get
their licenses ...
Waldo Pepper time.
Yeah, exactly;
that
was
the
whole
idea of that movie, to show
that
the
development of
aviation led to the
development of regulation. Fortu
nately,
though,
we were able to find
the parts we needed, and we kept al-
most
all
the
original
hardware
and
reused it.
Yup, and
we even kept
the
original stick; it's shaped just like
the
grip
on
a baseball bat.
(How reassuring for a young cow
boy
from Texas
of
1917 to see
in
a
cockpit,
the
familiar shape of a base
ball-bat handle. Now
how
American
can
that
be?)
Well,
it's pretty much
all
original,
said Ken. There's new wood work in
the landing
gear struts. Larry Potter
built those up; that's ash. The cabane
struts there in the fuselage in the cen
ter
section
are all new;
that
wood's
spruce. And we rebuilt the center sec
tion [top wing]; the only original part
is
the
hardware
and
the middle rib;
there are three ribs
there.
And the
trailing edge in the center section is
all
original, too. The top wing panels had
extensive restoration;
the
leading
edges
are new.
There
were
also a bunch
of false ribs that were missing that we
made up.
We
also made some new
fit-
tings; the ones
on
top of
the
cabane
struts are
all new.
We
changed the
wheels; we
put
the
right size wheels on it. They had
cracked
fitting or something, and
you got the
tank
pressurized, it's like
a spray can.
"Spraying raw fuel every
where ... Oh, goody.
"Yeah,
right. So uh,
this
is a
Wright-built
engine in
there,
and
what
Wright did was when
they
were making
the
engine,
they
made
some changes. They were making it
under license,
but, uh,
they
changed, oh, the
mag
drive set-up.
They
put the
mags
on an
angle
to
clear the engine
mount,
and they
also
put an
engine-driven fuel pump
on
it.
So
we have
the
engine-driven
fuel pump on
that;
now we have a
system that is more
correct for
the
airplane. The auxiliary pump is a
hand
wobble pump, so we can
pump
up
the
fuel for starting,
and
it's a full
type carburetor of course. And then
once the engine kicks over, it main
tains about three pounds
of
fuel
pressure,
and
that's all you need.
The old system with the pressur
ized
tank,
you had to have
a valve
on there and shut the vent
off
on
the tank, which
is
not
a
good
idea;
otherwise your air would just go out
the vent
So
there
was a situation
where they had a pressure gauge
on
it,
and
of course, you don't
pump up
too much pressure on
the
thing; you
only
get
three
to
four pounds
of
good pressure on the old system.
And, you
know,
i f you're flying
along
and not
paying attention, you
lose your head pressure, then you
could
run your carburetor
dry.
So
this way, we have a
fuel
pressure
8/20/2019 Vintage Airplane - Aug 2002
20/36
was gasoline, but I'm not sure that
they
had octane
ratings back
then;
maybe
they
did. But now a lot of
these old airplanes that are certified,
the
early ones, you
don't
have to get
an
auto fuel
STC,
because they were
burning car gas
even
before
they
had avgas. So it doesn't apply to
some of these early airplanes./I
Gas is gas. I
Yeah. You know, we
didn't
want
to get to the extent to being authen
tic
to where
it's
dangerous.
We
wanted to make it original,
but
we
wanted to make it mechanically
sound and upgrade it as close to mod
ern day standards as we
could.
For
instance, it's ridiculous to have eleva
tors scraping on the ground just
because there are no stops
on
the air
plane,
so we
put stops
on
them./I
(Why is it
the
head just begins to
shake back and forth when
you
lis
ten to these guys?) I
can't
believe
that they didn't
have
stops
on 'em
and
just let
them
bang on the
ground.
Hmm
So I wonder
why
Curtiss did that?/I I asked.
I
don't
know. Unless maybe
the
original ones
did
have stops, and
over the years they got taken off for
more travel; I have no idea. But if it
is a design deficiency in
the
airplane
we have, we try to upgrade it make
an improvement./I
The rudder doesn't have stops
on
it
either. That seems almost suicidal
to jam against the elevator in a situa
tion where you really want control./I
Well, the design of the airplane
wouldn't
be
suicidal; it wouldn't
Granddaddy:
one
of the first,
finest and most reliable V-8s
ever
made, the Hispano-Suiza powers the
Aerodrome's Jenny. This is a type
E-
4,
made
by the Wright
Company
under license.
It
puts out
180
de
pendable horses, especially when
you
consider
the alternative:
the
more anemic 90-hp
OX-5. The gray
tank is for the ali-to-rare 80-octane
aviation fuel, or, whatever. ( Gas is
gas for the Jenny.) Ed Hammerle re-
stored it. He pointed out i t s from
the mid-1920s, later than the Jenny,
which was built
in
1918.
Yeah, and it's common sense; it's
general practice; if the airplane was
going
to be certified, it
would have
all these things, so we might as well
upgrade it to a point where it was at
least a
little more
reliable,
mainte
nance free and all that, as far as we
can make
it./I
You still hand-prop this thing?/I
(Big
prop, big engine; big sweat.)
Yes. We put a booster mag
on
it.
Supposedly, according to
the
[Hisso]
skid. It swivels through 20 degrees
or so. The thing has got a little more
controllability
on
the ground
than
say something that has a rigid tail
skid. It's
the
same set-up
on
the
Spirit
ofSt
Louis /I
So,
is
the response positive when
you go to
maneuver
her in
the
air,
or
is
it
move the
stick to
the
right,
count three, and then she moves?/I
It's positive to the
extent
that it
will
eventually
give you what you
want.
You
do
have
a lag
there.
It's
certainly not to the point where it's
a problem, but it's just different. It's
like flying a Cub or a Champ, you
know; they're basically the same,
but
each
one has little different
characteristics, so it's hard to
group
everything into one. So you can't
re-
ally
generalize on
a
lot
of
these
things: most of
'em
are all individu
als, just like people. They all handle
differently; they all have their own
personalities./I
So she's easy to fly?/I
Yeah, it's not difficult, depend
ing
upon
the
wind conditions.
The
airplane
was a
trainer
for
the
mili
tary;
they
were taking guys
and
giving them three
to
four hours in
them
and then they'd solo, so it's
certainly
not
an airplane that' s tricky
to fly. It's just like a Stearman; it's a
primary trainer./I
And it is slow?/I
"Oh
yeah./I
What's its speed, usually?/I
Well, we have one
of
those wind
vane
air
speed indicators ; I don't
know how accurate it is; it shows
8/20/2019 Vintage Airplane - Aug 2002
21/36
"Stall speed
is
pretty reason
able; 55,
45?/I
Ken shrugged. "I have no
idea what she stalls at; you just
fly
the thing 'til it
lands./1
"Well, after she was rebuilt,
you took her
up
for some test
flights and things like that./1
Yeah./1
"What are stall characteris
tics like?/1 I' m
still
trying;
maybe a different tack. ..
"Actually, I never stalled it; nope,
just flew it around./1
"It's just one of those thing
that
we're
not
going to do aerobatics in.
You
get close to the ground and you
stall i t and make a full stall landing.
You
just get the feel of the airplane.
f the
thing ever got into a spin or
something,
I have
no
idea
what
it
would do,
so
you
don
' t get it into a
spin.
As
old as the airplane is, it's
one
of those things where you just
fly it straight and level and
make
some turns. You could take it up to
altitude and
feel
it
out
a little more.
But, why take a chance with an air
plane that old and
that
valuable just
to see how it would handle in a spin
or a stall?
"You should talk to Bill King i f
you really
want
to know
what our
Jenny flies like; he's flown
both the
'old' and
the 'new' one
here
much
more than 1 /1
So
I did.
Dick King is the other pilot. He
smiles a lot and chuckles often. He's
also wrapped those big hands of his
around
more
odd
fligh t
con
troIs
The new colors of the Aero
drome s Jenny
represents
a Navy
aircraft. This service branch (as well
as the Marines) operated Hisso-pow
ered Jennies, whereas the Army
operated Jennies that had the Cur
tiss
OX-5 engine.
There's
some
question if the fuselage should be
'battleship gray' or silver. This
one's
particular markings represent an
air
craft
based at
the Pensacola
Naval
Air Station.
notice when you sit in it.
"It flies similar to the old one. But
when we first got this new Jenny fly
ing, it
tended
to overheat. t still
does. The
radiator
may
not
have
quite enough capacity
for
the en-
gine that we have in it now. We have
a 180
hp
Hispano-Suiza (Hisso) en
gine in it. The
one
that was in it all
those
years was a 150 hp. And the
Jenny has an OX 5 radiator on it. It
may
cool down once the
engine
is
broken in a bit.
As
far as taking off
and
so on, it
takes off
and
flies pretty
much
the
same with this engine as it did with
the
other one
. Start
down the
run
way, things bounce around a little
and so on ...
1
(And then you're flying an
honest to goodness Jenny )
And you
usually keep
throttle on, pretty well all the
way in when you're making
the approach to
land,
until
you're right near
the
ground;
then you can throttle back.
The minute you pull
the
throttle all the way back,
it
slows down rapidly because of all
the
wires,
and
so
on.
So, you keep
the speed up, and
you're
all right.
And it works better if you're making
a turn if you can get the nose down
a little bit
and
gain a little speed.
Then
the ailerons are a little more
effective when coming around.
"I like
to
fly it. I think that it 's a
great airplane to
fly.
And there's
no
mistaking
that
airplane
for
anything
else. It's a Jenny, and there's nothing
else actually like it, and nobody who
knows airplanes would ever mistake
it for anything else./1
*Phew * Jenny, Jenny, Jenny. In
1970, Jack Lincke
wrote
a book,
Jenny
Was
No Lady
But here, I heard
naught but good. Solid, dependable,
slow and steady,
Jenny
introduced
more Americans to
the
reality of
personal flight
than
anyone aircraft,
ever. She casts a long shadow.
As I walked away from the Aero
drome, I got the sense that the
Curtiss
Jenny
is
their new pride and
joy, and, that they were still
scratching
their
heads about her.
It's amazing, really. What
with
all
that has been written about
the
01'
8/20/2019 Vintage Airplane - Aug 2002
22/36
Different
Cub
Gear
PAUL
H.
KELLER
These two views are of the oleo-style shock absorber for the Piper
CUb
. This absorber dampened the rebound action of
the internal spring
by
relying on the friction of a brake lining used inside the tube, instead of metering holes for hy-
draulic fluid. No fluid is used in this unit. While these units are not available, we present them as a thought-provoker.
During
the 1920s, I grew up on local aero club. I took flying lessons In August 1998 I visited myoid
the south shore
of
Lake Constance
in
our Bucker
Jungmann.
The club hometown,
and
it just so happened
in
Switzerland. Dornier built a fac
acquired a couple
of
surplus Piper
that an international
air show took
tory
on
the Swiss side of the lake to Cubs from the U.S. Army for
about
place. Representing the United States
manufacture the Flying Boat DO-X. 100 apiece. They needed some was the MATS Connie, a Corsair, a P
t also built a grass runway next work because
of
bullet
holes
and
5I, an Aircobra, a Stearman, some
door.
In the
'30s,
we had airline other damage. At the beginning we Pipers and Cessnas, and a few others.
service on
the
Zurich-St. Gallen
Al-
had a heck
of
a time starting the
To
my surprise, one of the local Cubs
tenrhein-Munich route. We were
65-hp
Continental. We were
had the shock absorber legs that my
also
on a mail route, Altenrein
spoiled by the Bucker, which had
friend Willy Kuhn
and
I developed
Basle. An open cockpit Klemm 25
an
inertia starter.
more than
50 years
ago. The
cross sec-
flew the route twice a
day
. A
lot of
One
other
big difference
we
no
tion drawing shows how it
works.
And
air history was made around
our
ticed
was
the landing
gear.
The Bucker
you can see the way
it
looks
on the
8/20/2019 Vintage Airplane - Aug 2002
23/36
TO
FIT
AN-BOLT
ON WHEEL AXLE
BonOM
FLANGE
WELDED TO OUTER TUBING
'
NYLON
S
P
CIAL BRAKE LINING
(M
CHINED)
AN-BOLT HOLDING
A ,;:,t:rillt:5l_Y
TOGETHER
DRAWING NOT TO SCALE CONE SLIDING FIT ON INNER TUBING
Translation
from
:
German
:
ie
FEDERAL POSTAL
AND RAILWAY DEPARTMENT
Air Office
Bern , March 23 , 1949
311.
61 -
Ni
Mr
. Willy Kuhn
Mech. Werkstatte
Rorschach/SG
Dear
Sir:
Subject :
New
shock absorber legs for the undercarriage
of the 'Piper Cub" plane .
We
have
finished
the
testing of the
shock
absorber
legs developed
by you
for the undercarriage of the "Piper
Cub
" plane and can advise you of the following test re -
sults :
The breaking
strength
determined on our test machine
in
Horgen is
3,130
kg.
As compared with the original con
struction ,
this
strength
must
be
considered satisfactory .
The
strengthening of the
bolt
eyes contemplated
for
the
mass production, which parts were the first
to
break in
the
test,
will ,
however
, in all probability increase the
breaking
strength to
about 4,000 kg .
The
work performed
until
the resting of the spring
is
about 75
mkg
, and the
work
given off upon the
release
from load is about
30
mkg
.
The work
consumed
by
the
damp
ing
is
thus
45
mkg
and
therefore 60 percent of the
total
work . The "pancake landings " carried out during the
flight
tests show that
upon
the release of the load the
and
oil
. In the case of the experimental leg , the spring
was
greasy.
Due
to the backward
and
forward
movements
,
the brake lining also became greasy,
and
the maximum work
dropped , in the
last tests,
to about
60 mkg
.
Summarizing ,
we would like
to say that on basi s of our
examination and the test flights made
and
attended
and
on
basis of the experience report of the
flight
teacher , Mr .
Kramer
(more
than 400 landings) , we have arrived at the
opinion
that
the undercarriage of the
"P iper
Cub
"
is
im
proved in every respect by the
installation
of your shock
absorber leg
.
The taxiing,
s tar t ing , and
landing is
softer
and
easier . The maintenance
is less
; the new shock
absorber leg
is
to
be
recommended
both
from
a
technical
standpoint and from a
flying
standpoint ,
particularly
for
training
.
As soon as the
mass
production legs have been examined
by our Mr . Rupp and provided with the stamp of the Air
Office , they
may be
used on any Piper Cub " plane (see
our enclosed
certificate)
.
We shall
invoice you separately for our
testing
fee of
Francs
30
.
Yours
very
truly
,
FEDERAL AIR
OFFICE
The Inspection Engineer
(Signed) Nicole
Enclosure mentioned .
Copy to Mr . S. Rupp
Zurich 48
EIDG . LUFTAMT FEDERAL
AIR OFFICE)
8/20/2019 Vintage Airplane - Aug 2002
24/36
P SS T TO
BUCK
BY
E.E.
BUCK
HILBERT, EAA 21 VAA 5
A v ry nice shot of the
C-3,
taken shortly after its restoration, by EAA pho
tographer Lee Fray. The colors are dark green with an orange stripe and
orange wings with green markings.
I've married off one daughter and
three sons. In each of those events
there was
the
knowledge
that
I was
gaining a son-in-law and their three
daughters-in-law. I've also gained
some further fringe benefits, grand
children.
There's only one little shred of
joy over this last one leaving home.
My
baby, my
Aeronca C-3
NC13556, has flown
the Funny
Farm coop to an avid antiquer who
has loved this airplane from afar for
almost 20 years. He was so smitten
with it
that
he reverse engineered it
and built
an 1/
Aeroncopy (an exact
P O
Box
424,
UNION,
IL
60180
father's lament
istics is in an article I wrote back in
September of 1973 for Vintage Air-
plane
To
encapsulate
some
of
the
highlights, I acquired
it
as a basket
case in
1964 after a
long search.
Aeronca Club President Erv Eschel
man and a number of other Aeronca
people had provided leads, and nine
years later I had a flying machine,
the realization of a line boy's dream
after being allowed to prop one back
in 1939.
The
one
bright
ray of sunshine
on the other side of this cloud is
the
fact that the
new owner
will love
and care for this little gem even bet
"The
story
began with a kid work
ing at the local
airport
way back in
1940. I saw one
there,
when I was
a line boy
at
the old
Elmhurst
Air
port outside Chicago. It was an
Aeronca C-3
Collegiate, transient,
on
the way through
to
Michigan and
someplace, with about the
sportiest
lookin' guy you
v r
did see flyin' it.
I think the clothes make the man,
and this was really a sporty
guy-
dapper
little
mustache, pulling on a
pipe,
golf
knickers, and real sport
two-tone shoes. The airplane didn 't
8/20/2019 Vintage Airplane - Aug 2002
25/36
C(Qt
Vou
Top
T ~ /
eeping the paint shop neat
FRANK
P SPERANDEO,
hate
pouring
paint out
of a gallon can,
much
less
the quarts and pints. The typical scenario
is
this:
the
paint
streams
down the
sides of
the
can
onto
the
table, fills up the "gully"
around the
lip sealing edge,
and
eventually hardens, making it difficult
to
ever re
seal the
can as
tightly
as
it
was
when it
was new.
Without a good seal, you
can t keep
the
product fresh.
What a mess Secondly, you can barely hit
the
mark
in
the center of your paint cup when pouring your spray
brew. Who needs this distraction when you are focused
on
doing
a
neat,
orange-peel-free paint job on
your
winged Piper? The cure? Metal can screw tops.
Gather up all the empty rectangular gallon cans used
by
auto
body
shops in your
area for
the
use
of their
screw tops. These tops are soldered in place and can be
removed
with
a small micro-torch. See
the
photos.
t
doesn't take a lot of heat
to
un-solder these tops from
the
cans.
Big Warning
Make sure
the
scrap cans are
free of flammable vapors before you
detach the tops
with the torch. There are no awards or medals
to
out
standing members with
the
most
pieces of
shrapnel
imbedded in
their
bodies while
heeding the call
of
restoration duties.
The tools
to
accomplish affixing the screw tops are
minimal. Hole-cutting tools, such
as
knockout punches,
sheet metal nibblers, and either an awl or a small pair of
tin snips will suffice. The photos tell more of the story. A
good source for hole-cutting tools
is
Avery Tools in
Ft.
Worth, Texas (800/652-8379). For soldering, you
can t
beat a micro-torch for that concentrated, small flame
8/20/2019 Vintage Airplane - Aug 2002
26/36
FLY-IN
CALENDAR
The following list ofcoming events is fur
nished to our readers as a matter of
information only and does not constitute ap
proval, sponsorship, involvement, control
or
direction ofany event fly-in, seminars, fly
market, etc.) listed. Please send the informa
tion to EAA, Att: Vintage Airplane,
P.O.
Box
3086, Oshkosh, W I 54903-3086. Informa
tion should
be
received four months prior to
the event date.
AUGUST 9-11-Alliance OH-Ohio
Aeronca Aviators
Fly-In
and Breakfast.
Alliance-Barber Airport (201). Info: 216
932-3475 or
or
www.oaafly-in.com
AUGUST
IO
Toughkenamon, PA-EAA
Ch. 240, 28th Annual Fly-In/Drive-In
Pancake Breakfast. 8:00 a.m. New Garden
Airport
(N57).
Young Eagles'
Rally.
Admission free . Info: 215-761-3191
AUGUST
ll-Aubum,
IN-Hoosier
Warbird Fly-In/Drive-In
and
Airplane
Auction. Dekalb County Airport.
Pancake/Sausage Breakfast. Info: 574
457-5924 or
AUGUST
I7
-Cooperstown,
NY- K23)
Old Airplane Fly-In Breakfast
Sponsored by EAA Ch. 1070. 7:30
a.m.-Noon, rain or shine. Adults 4.00,
Children under 12 3.50. Pilots of
1962 or older aircraft eat free Info:
607 -54 7 2526
AUGUST
I7
-Spear{ish,
SD-EAA Ch.
806 19th Annual Fly-In, Black Hills
Airport/Clyde Ice Field. Unicorn
122.80. Aircraft judging displays.
Camping under the wing for early
birds
who
fly in on Friday. Sat.
Breakfast served by Civil Air Patrol.
FAA
seminar. SO Aviation Hall
of
Fame Induction Ceremonies 7:30
pm
Sat. Info: 605-642-0277 or
AUGUST I S Brookfield,
WI-VAA Ch.
11 18th Annual Vintage Aircraft
Display and
Ice
Cream Social. Capitol
Airport. Noon-5 p.m. Includes Midwest
Antique Airplane Club's
monthly
fly
in. Control-line radio controlled
models
on
display. Info: 262-781-8132
or 414-962-2428
AUGUST
23
-2S
-Mattoon, JL-6th
Annual MTO Luscombe
Fly-In.
Luscombe judging awards, forums
banquet. 50 cash to Luscombe that flies
farthest to attend. Info: 217-234-8720,
[email protected] or 217-253-3934
AUGUST 23- 2S-Sussex,
NJ
-Sussex
Airshow. Top performers. All typ
es
of
aircraft on display. Info 973-875-7337
or
www.sussexairportinc.com
AUGUST 4
Janesville-Beloit, WI-EAA
Ch. 60 Fly-In Pig Roast. Beloit Airport
(44C). 11 a.m.-2 p.m. Info: 608-365
1925
or
members.tripod.com
AUGUST 2
4-Crested
Butte,
CO-Ch.
881
CB Falcons Fly-In. Mountain flying
seminars,
FAA
Wings program, Young
Eagles flights. Crested Butte Avion
Airport (3V6) (OC02), Elev. 8980 ft.
MSL.
Info: 800-663-5374 or
AUGUST 3I
-Marion,
IN- MZZ) 12th
Annual Fly-In Cruise-In,
at the
Marion
Municipal Airport, 7-1 p.m. All you
can eat Pancake Breakfast. All types of
airplanes and vintage automobiles.
Info: www.flyincmisein.com
AUGUST I Zanesville, OH-EAA Ch.
425 Fly-In/Orive-In Breakfast. Riverside
Airport. 8 a.m.-2 p.m. Breakfast all day,
lunch items 11
a.m.-2 p.m. Fly Market.
Info: 740-454-0003.
SEPTE
MB
ER 6-7-Fresno, CA-EAA
Ch.
376 18th Annual End 0 Summer
Fly
In. Sierra Sky Park (Q60). Camping or
hotels. Fri. arrival registra tion 4-6:00
p.m.; dinner 6-7:30 p.m. ( 6). Sat. pan
cake breakfast 7-9 :00 a.m. ( 5); regis
tration deadline for aircraft judging 10
a.m.; tri tip lunch Noon-1:30 p.m.
( 6); awards 2:30 p.m. Info: 559-435
6349 or 559-439-5371 or
wesand
SEPTEMBER 7-Cadil/ac, MI-EAA Ch.
678 Fly-In/Drive-In Breakfast. Wexford
County
Airport. 7:30-11 a.m. Info:
231-779-8113
SEPTEMBER
S-Mt. Morris lL-Ogle
County Pilots Assn.
EAA
Ch. 682
Fly-In Breakfast at Ogle
County
Airport (CSS)(Barnette Field). 7-12
noon. Info: 815-732-7268.
SEPTEMBER I2-IS-Reno,
NV-4th
Annual Western Region Invitational.
Co-sponsored by Rolls-Royce North
America, NASM, Nat'l Aviation Hall
of
Fame and Reno Air Racing Assn. No
more than SO aircraft are selected for
each Invitational.
For
details on eligi
bility
and
judging criteria, entry
application, etc. contact Ann, 703
621-2839
SEPTEMBER I3-IS-Watertown, W I-
2002 Midwest Stinson Reunion.
(RYV).
Info: 630-904-6964
SEPTEMBER
I4-Hollywood, MD-EAA
Ch. 478 Fly-In, Open House, Young
Eagles
Rally,
and Pancake Breakfast.
Captain Walter Francis Duke Regional
Airport (2W6) . Info: 301-866-9502
SEPTEMBER
I4-Palmyra, W I- 88C)
Fly-In Lunch, noon-2 p.m. Info: 630
904-6964
SEPTEMBER I4-Andover, NJ
Andover-Aeroflex Airport (12N). EAA
Vintage
Chapter
7
annual
Old
Fashioned Fly-In. 10 AM-4 PM, (rain
date Sunday, Sept. 15). Antique, clas
sic and contemporary aircraft. Food,
prizes, Pilots' Choice and People's
Choice Awards. Everyone
is
welcome
so fly-in, drive-in or walk-in for a fun
day. Info:www.vintage-aircraft-7.org
or Bill Moore, popmoore@Webtv, 908
236-6619
or
Lou
Okrent, LOAF
HQ
@ATI.NET,
973-548-3067
SEPTEMBER I4-Andover, NJ-VAA
Ch. 7 Annual Old-Fashioned Fly-In at
Andover-Aeroflex Airport l2N) . 10
am-4 pm. Hosting a full range of
antique, classic,
and
contemporary
aircraft. Food, prizes, Pilots' Choice
EAA
FLY·IN SCHEDULE 2002
NEAA GOLDEN WEST
REGIONAL FL
Y IN
www·gwfly-in
.
org
September
6-8, Yuba
County
Airport (MRV)
EAA MID EASTERN
FLY IN
419-447-1773 (telefax)
September
6-8,
Marion,
OH
mailto:[email protected]:///reader/full/www.oaafly-in.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.sussexairportinc.comhttp:///reader/full/members.tripod.commailto:[email protected]:///reader/full/www.flyincmisein.commailto:[email protected]:[email protected]:[email protected]:///reader/full/Info:www.vintage-aircraft-7.orgmailto:[email protected]:[email protected]:///reader/full/www%E7%A7%B7fly-in.orghttp:///reader/full/www%E7%A7%B7fly-in.orghttp:///reader/full/www%E7%A7%B7fly-in.orgmailto:[email protected]:///reader/full/www.oaafly-in.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.sussexairportinc.comhttp:///reader/full/members.tripod.commailto:[email protected]:///reader/full/www.flyincmisein.commailto:[email protected]:///reader/full/Info:www.vintage-aircraft-7.orgmailto:[email protected]:///reader/full/www%E7%A7%B7fly-in.org
8/20/2019 Vintage Airplane - Aug 2002
27/36
Peoples· Choice Awa rds. Fly-in, drive
in, or walk-in for a fun day. (Rain
date Sunday, 9/15.) In fo: 908-236
6619.
SEPTEMBER 14-15-Rock Falls
IL -
North Central EAA Old Fashioned"
Fly-In
at the
Whiteside
Co
un t
y
Airport (SQI). Best Coun try Pancake
Breakfast 9/15. Forums, workshops,
fly-market , camping, air rally, awards,
food exh ibitors. Info: 630-543-6743
SEPTEMBER 14-15-
Bayport New
York-Antique Airplane Club of
Greater New York Fly-In. Brookhaven
Airport. Static display of vintage
homebuilt aircraft. Awards in various
categories. In
fo:
631-589-0374
SEPTEMBER 20-21-Bartlesville
OK
46th Annual Tulsa Regional Fly-In.
Frank Phillips Field. Type club
forums, static displays, exhibits.
Admission by
dona ti
on. Info: Charlie
Harris 918-622-8400
SEPTEMBER 20 -2 Grantville
N C
EAA
Ch. 1176 Aerofest 2002, Smith
Airpark (2SNC) Old-fashioned grass
field fly-in
and
pig pickin'. Vintage,
sport, ultralights. Ca
mping and
music
Fri. Sat. Info: 336-879-2830.
SEPTEMBER 22 Hinckley IL-Ch. 241
Fall Fly-In Breakfast. OC2)
On the
grass. 7 a.m.-Noon. Info: 847-888
2919
SEPTEMBER 28 Mi
llington TN-
(NQA) 6th Annual
Memphis
Plane
Pull. Benefits the children of the
Special Kids and Families, Inc . chari
ty. Teams pull a Boeing 727 in vari
ous categories of
competition.
Also,
EAA Midsouth Reg'l Fly-In
and
Young
Eagles event. Info:
sp kids@Wnm
.net or
SEPTEMBER 28
Hanover
I
N- 641)
Wood, Fabric, Tailwheels
Fly-
In.
Lee Bottom Flying
Fie
ld.
Cajun
Avgas
(IS Bean Chili). Beautifu l scenery,
great people, old planes. Info: 812
866-3211 or
WWl¥.LeeBottom.com
SEPTEMBER
28
-
29
Alliance
OH
American Military History Event.
Barber Airport (201) . Info : 330-823
1168
www.{[email protected]
OCTOBER 5 8 Wallseol1 OH-Ch. 149
Annual Mini Chile Fly- In . Fult
on
County
Airport USE). In fo: 419-636
WorkshopSchedule
August9-11.
2002 Griffin.
GA
TIGWELDING
August16-18
,
2002
Griffin, GA
RVASSEMBLY
August
17-18,
2002
Arlington,WA
Sept14-15,
2002
SHEETMETAL
COMPOSITECONSTRUCT
FABRICCOVERING
Denver
, CO
Sept27-29.2002 Corona,CA
RVASSEMBLY
Oct.
18-20
,
2002 Oshkosh
,WI
RVASSEMBLY
Oct
19-20
,
2002 Boston,
MA
SHEETMETAL
COMPOSITECONSTRUCT
FABRIC
COVERING
Nov2-3,2002 Minneapolis,MN
SHEETMETAL
mailto:[email protected]:///reader/full/WWl%E5%AE%8CeeBottom.commailto:www.%[email protected]:[email protected]:///reader/full/WWl%E5%AE%8CeeBottom.commailto:www.%[email protected]
8/20/2019 Vintage Airplane - Aug 2002
28/36
NEW MEMBERS
Armando Salles. . . . . . . . . . . . . Sao Sebastiao, SP, Brazil
Dr. W. B.
Carpenter
Calgary,
AB
Canada
Tony Barrett Fraserville, ON, Canada
Jeffrey
W.W.
Crawford . . . . . . . . . . . . . . . . . . . . . . . Burlington, ON,
Canada
Stuart Hesse. . . . . . . . . . . . . . . . . . . . . . . . Georgetown, ON, Canada
Elvey Rock. . . . . . . . . . . Monkton ON,
Canada
Daniel Weinberger. . . . . . . . . . . . Santiago, Chile
Satoshi Sone. . Kanagawa-Prefecture, Japan
Ray L Struik . Arnhem, Netherlands
H.
W.
Visagie Northern Cape, Republic of South Africa
Curt
Bogle. . . . . . . . . . . . . . . . Dayeville,
AL
Robert Holycross. . Livingston,
AL
Dane
S.
Knight. . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . Russellvill e,
AR
Harvey Belliveau. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gilbert ,
AZ
William Jensen. . Prescott Valley,
AZ
Larry Ryerson Mesa,
AZ
Christopher W.
Whitby.
. Prescott,
AZ
Gregory P Anderson . . . . . . . . . . . . . . Fo lsom, CA
James
S.
Carson.
. . . . . . . . . . . . . . . . . . . . . . . . . . Nevada City,
CA
Robert C. Co le .
Sacramento
,
CA
Lawrence Blake
Hannigan.
. . . . . . . . . . . . . • . . . . • . . .
Los
Gatos,
CA
Charles M. Hardison. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Madera, CA
Ron D. Headlee . . . . . . . . . . . . . . . . . . Moreno Valley, CA
Roger Hewett Lenmore, CA
Charles Jones. . . Ferndale,
CA
Norman
E. Jukes. . Burlingame,
CA
L Dean Miller. . San Jose, CA
Brent Mon e . . . . Santa Rosa, CA
George Phoenix. . . . Torrance, CA
Jay Ritter. . . . . . . . . . . . . . . . . . . . . • . . . . . . . Clovis,
CA
Kennon
S.
Shea. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Quincy, CA
Qwa
rd
ug
hes' Spruce C()()M
I don't know, Howard. Maybe
if
we'd
used Poly-Fiber we'd
Sanetaka Yokoyama . . . Los Gatos,
CA
Troy G. Zachary, Jr.. . . . . Rohnert Park,
CA
Eric Hayes . . . . Ft. Collins, CO
Preston B. Kavanagh. . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avon, CT
Mark
Scott.
. . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . • . . . . Bethany, CT
Henry J.
Wimbrow.
. . West Redding, CT
Gregory H. Bange. . . . . . . . . . . . . . . Newark DE
John MacKay. . .
Maitland
, FL
Paul
Okean
Pa lm Beach, FL
Eugene
E.
Rogers. . Tampa,
FL
Patricio Seidel . . . . . . . . . • . . . . . . . . . . Key Biscayne,
FL
Soren A. Campbe ll . . . • . . . • • . . . . . Cataula, GA
John
C. Talley. . . . . . . . . . • . .• .
•
. . . . Townsend, GA
R. Douglass Williams. . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . Mo reland,
GA
Keith
Mason.
. . . . . . . . . . . . . . . . . • . . . . . . . . • . . . . Wheatland
lA
Robert G. Troxel. . . . . . . . . . Parma, ID
William A. Borgstrom . . . Chicago, lL
Kenneth Ciolino. . . . . . . . . . . . . Lockport, IL
Robert E.
Coon.
. . . . . . . . . . . . . Warrenv il le,
IL
Robert
Newhouse.
. Rockford, I L
Ryder G. Olsen. . .
Burnham
IL
Terry Wilke . . . . . . . . . . . . .
Round Lake Beach, IL
Nancy Gingher . . . . . . • . Co lumbia City,
IN
George A. Lohmeier . . . . . . . . . . . . . Indianapolis,
IN
Joe K.
Richwine.
. . . . . . • . . . . . Marion, IN
Arthur Studenroth Hobart, IN
Todd Thomassen. . . . . . . . . . . . . Bloomington IN
Jeff
Mankin.
. . . . Mission, KS
J.
Anthony Stephen.
. . . . . . . . . . . Baton Rouge, LA
Noe l Tadin . . . . . . . . . . . . Sidell,
LA
Vance Gilbert. . . . . . . . . • . . . . . . . . . . . . . . . . . Arlington,
MA
Michael Purcell. . . •
.
. . . . . .
. . . • Florence, MA
John
Schut es . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . Brimfield , MA
Kenneth
Tootell . . . . . . . . . . . . . . . . • . . . . . Brewster,
MA
Thomas
W.
Cameron . • . . .
Lennon
MI
Bernard Co leman Gl
adstone
MI
Gary D. Mountain . . . . . . . . . . . . South St Paul, MN
Ronald
Schroeder.
. . . . . . . • . . . Bloomington MN
Kathie Ernst. . . . . St Louis, MO
Stephens
W. Horton. . St Peters, MO
Morrie L Eakin. . .
•
.
. . . • . . . .
•
. . . . . . Gautier, MS
John Carroll . . . . . . . . . • . . . • . . . . • . . . • . . . . • . . . Auburn, NH
Colbeth Kil lip. . . . . . . . . . . . Ossipee, NH
Mike Forney. . . . . Lambertville,
NJ
David
S.
Halliday. . Point Pleasant Beach,
NJ
Richard L Surgent Wa ll ,
NJ
Hans
Vandermeer.
. . . . . . . • . . . . Ridgewood,
NJ
Bruce Weber . . . Bloomsbury,
NJ
A
ll
en
J.
Pomianek New
Yo
r
k NY
Paul R. Scheerer . .
. . • . . . . . . • . . . . East Hampton
NY
Jon David Brausch . . • . . . • .
.•
. Avon Lake, OH
Donald E. Gray. . . . . . . . . . . . . • • . . • . . . . . . . . • . . . . . Cortland, OH
Stanley
Lindholm.
. . . . . . • . . . . . . . Westlake, OH
David J. Raney. . . . West Chester, OH
Vicki Rulli . . . . . . . . . . . . . Co lumbus, OH
Larry Lee
Smith.
. . . . . . . . . . . . . . Canfield, OH
Robert VanBalen • . .
•
. . . • . . . . . .
•
• . Somerset, OH
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THE JOURNAL OF
THE
EARLY