SHORT WING PIPER NEWS

March-April 1985

Plane of the Month

This Is flying as It was In "the olden days". Back to basics, uncomplicated and shared by friends. This PA-17 was painted In a red­white-blue centennial scheme. The "Armstrong" starter required the assistance of a knowledgeable friend to get those 65 ponies galloping. At many airports today you cannot find one soul who could safely prop a starterless plane. A number of mods have been made on our cover plane. Even though It lacked a starter It must have had a generator to furnish power to light the dual ''Trl-Pacer type" landing lights. The visibility was fantastic-look at those large side windows and the skylight. We hope the present owner of 4664H sees this and gives us a current report on the plane.

2

SHORT WING PIPER NEWS The Voice of the Short Wing Piper Pilot

January -February 1985 - Vol. 7, No. I

, -STAFF­

PUBLISHER Robert H. Fuller

EDITOR-IN-CHIEF Edwin F. Wach

ADVERTISING MANAGER George Fruehauf

MEMBERSHIP CHAIRMAN Larry D. Smith

CHAPTER DIRECTOR Robert H. Fuller

CHAPTER COORDINATOR Steve Marsh

FEA TURE EDITORS Franklin Rush Dave Harmon

HISTORIAN/LIBRARIAN Lonnie McLaughlin

The Short Wing Piper News is published bi-monthly by the Short Wing Piper Club, Route #11,708 West Annie Drive, Muncie, Indiana 47302. Application to mail at Second-Class postage rates i. pendina at Muncie. IN and additional mailing offices. Membership rates are 52' per calendar year. of which 5 I' i. fort he subscription to the Short Wina Piper Newt Pay in U .. currency only. POSTMASTER: Send address chanlC' to The hon W1na lper New , Route #11, 708 West Annie Drive. Muncie. Indiana 47302

SHORT WING PIPER NEWS March - April 1985

-TABLE OF CONTENTS-President's Message

Letters to the Editor Happiness is Two Tri-Pacers in the Shed

Notes From The Librarian Touch and Go

Regional Chapter News River Ranch Details

Convention Suggestions Chapter Locations

Mr. Mechanic Shop Talk

"Tail-Dragger" Tips Members' Suggestions

Soukup Window Modifications The Last Flight

Has Your Airplane Been Stolen? How Are Things In The Mogas Field?

Insurance Univair Personnel Promotions

On Cloud Nine In A Clipper The Oil Dumping Mystery

Sun Visor Woman Earns Aircraft Mechanic

License Auto Fuel STCs

Can You Name These Mystery Planes? Classified Advertising Notice

Tri-Pacer History Book Planned Vagabond News

Those Were The Days Lycoming Exhaust Valve Replacement

Harry Landing's Adventures Tri-Pacer Weight and Balance

Hartzell Propeller Specs Our Readers Suggest

General AviationlQld Style) Is Not Dead -- Help Wanted

Another Pucker Flight A Case of Non-Instrument Blind Flight

More on Spins Memories of a "Fly-Chaser" Pilot

Don't Sell It - Recovery It - Epilogue How To Sweat On A Cold Day

Wolf Lake Wilderness Camp "Fly-In" Field Experience Info-Bendix Float

Needle Valves The Man Who Makes Me Think Young

Aircraft Covering Misinformation "The Forever Fabric"

More Suggestions Classified Section

4 Robert Fuller 6 11 Bob Folsom 13 Lonnie McLaughlin 21 Ed Wach 23 37 38 Tom Irlbeck 40 41 Franklin Rush 45 Ed Wach 51 Al Milana 53 54 Robert F. Soukup 63 Larry DeWert 64 Dan Marsh 65 66 Robert Doenges 66 67 Raymond A. Walsh 71 Walter R. Beyer 73 Frank Willis 75

77 80 Dave Harmon 81 81 R.J . Cravey, Jr. 82 Dave Harmon 87 Dave Harmon 92 93 94 95 96 101 Ed Wach 103 lOhn Denison 104 Eugene Hurtubise, Jr. 107 Elon H. Cary 108 William L. Havener 109 Harry V. Wenger 112 114 Clem Hoerner 114 Peter and Pat Fredrickson 116

118 Robert N. Buck 122 124 Ronald E. Civra 125 126

82

By Dave Harmon

VAGABOND NEWS

I hope everyone bought at least one new present for their Vagabond for Christmas.

After Christmas I took the family to Pompano Beach, Florida in one of those large aluminum pachyderms. It is similar to the Tri Pacer since it has one of those funny little wheels on the front instead of the tail. During my stay we went to a restaurant called the "94th Aero Squadron", and I'm sure Iris Morris and the Florida bunch have visited this restaurant or another "94th Aero Squadron" somewhere else in Florida. This particular one is located at Ft. Lauderdale and it is certainly a unique restaurant with excellent food. On the following pages you will see pictures with my comments on this restaurant.

In New Jersey we have a home field here called "Hanover", which would need very little to make it into a "94th Aero Squadron", since it already looks like its been bombed out and neglected for many years. So many of our airports are being sold for land development or factory locations because small airports simply cannot economically make it on their own. Looking at the "94th Aero Squadron" restaurant I got a brainstorm and thought why couldn't restaurants be put on these older grassroots fields? I think it's a wonderful idea and in the last issue of Short Winged Pipers there was an article on how to get financial help through State & Federal programs for just this type of thing. I think we need to pursue this topic and I'm going to make a point to call my New Jersey Aircraft Department. I would also like someone to help to see about the Federal aides. Maybe these grassroot airports can be saved after all!

My Vag is home now, the fuselage sits in the backyard covered in plastic for the winter, the engine has been filled with oil right up to the top of the filler neck, the spark plugs removed, and the jugs filled with oil. Hopefully this will keep the rust out until spring. It needs fabric and some welding in the tailpost section, the wings are hanging in the garage on the ceiling. I'm chaffing at the bit, can't wait to get to them, they need fabric, painting and maybe another wing tank. Hopefully if! really work hard I'll have the ship ready for the Short Winged Piper Fly-In at River Ranch. If Jim Jenkins has his Vag ready to go it would be an interesting race for Jim and I to fly to River Ranch keeping close track of our time in the air. If Jim is willing, I challenge Jim to a race. I know, Jim, you have a 0200 in that Vag now and you have kept it very light. However, I have a few tricks up my sleeves even though I'm only using 85 horsepower and somewhat heavier. I would like you to accept this challenge and I'll buy a beer at River Ranch if you win. Remember, that's if you win, HA-HA!

Tell Your Friends About The SWPC

Vag Letters Dear Dave, I appreciated your

note and photo- it certainly looks great. I like the paint job, just like it was before the rebuild.

One thing your letter did was prick my conscience. I have been trying to settle down and tell the tale of our rebuild because it was quite interesting. It was a mammoth task- not for me the work, but supplying the cash! It ended up costing nearly twice as much as the cost of the airplane in the first place.

I kept a record and took photos during the rebuild, and so now I will settle down and recount it all.

I enclosed a copy of a photo of my Vagabond's latest playmate. You might like to include it in your mystery plane section. (The next paragraph of the letter has been deleted to add to the mystery, and will be printed in the next issue after your readers have had a chance to try to identify the plane.)

Once again, thanks for the note. If you or any Vagabond owner is in the UK, get them to phone me. If they call from London the number is 95-54534 days, and 71-33438 in the evenings, or if they call from outside of London call 07535-54534 or 08956-33438 (we have a crazy phone system). I would be glad to show them the airfield, and ifthe weather is OK, go for a flip. Will write again. I will be at Lakeland this year, will you?-Harry Fox, 24 Wood Stock Drive, Ickemham, Middlesex, England, U.K.

Dear Dave, I have learned more about SWP's

during the short time I've been a member of SWPC than I have from all the certificate type data sheets and

83

supplemental type data sheets. Could you please run this notice in a copy of SWPN? Thanks.

HELP! Has anyone installed an A-80 Cont. in a Vagabond? I need paperwork and or what problems. Urgent! - Roy L. Shirlen, 21~ West Rd., Altavista, VA 24517, Phone 804-369-5120 Dear Roy,

Thank you for the nice comments on the Short Winged Piper booklet. To the best of my knowledge I don't know of anyone with a Continental A-80 installed in a Vagabond, PA-15 or PA-l7. However, it would nat surprise me that there are more than one flying around. Since the PA-I7 came standard with the A-65 it would be a rather simple thing to convert the engine to 80 hp since none of the changes would be recognizable from the outside of the engine. As you probably know difference in the A -80 and the A -65 is in the compression ratio which is 7.5:1 as apposed to 6.3:1. The timing is 29° before top dead center on the right magneto, the left mag is timed at 32° before top dead center. The compression ratio is obtained by different pistons and have 5 piston rings as opposed to 3 rings an the A-65 and A-75. Another difference is that the A-75 and A-80 engines the exhaust valves are stellite faced, however these valves are identical in size to the exhaust valves of the A -65. Another change on the A-80 was in the connecting rod cap. This cap has a drilled hole to allow for better lubrication to the rod bearing. As you can see all these changes are internal and I'm not sure why you'd really want to get involved with paperwork. I say this only because the FAA is really "out of tune" with the older planes and its much easier for them to say NO, than

82

By Dave Harmon

VAGABOND NEWS

I hope everyone bought at least one new present for their Vagabond for Christmas.

After Christmas I took the family to Pompano Beach, Florida in one of those large aluminum pachyderms. It is similar to the Tri Pacer since it has one of those funny little wheels on the front instead of the tail. During my stay we went to a restaurant called the "94th Aero Squadron", and I'm sure Iris Morris and the Florida bunch have visited this restaurant or another "94th Aero Squadron" somewhere else in Florida. This particular one is located at Ft. Lauderdale and it is certainly a unique restaurant with excellent food. On the following pages you will see pictures with my comments on this restaurant.

In New Jersey we have a home field here called "Hanover", which would need very little to make it into a "94th Aero Squadron", since it already looks like its been bombed out and neglected for many years. So many of our airports are being sold for land development or factory locations because small airports simply cannot economically make it on their own. Looking at the "94th Aero Squadron" restaurant I got a brainstorm and thought why couldn't restaurants be put on these older grassroots fields? I think it's a wonderful idea and in the last issue of Short Winged Pipers there was an article on how to get financial help through State & Federal programs for just this type of thing. I think we need to pursue this topic and I'm going to make a point to call my New Jersey Aircraft Department. I would also like someone to help to see about the Federal aides. Maybe these grassroot airports can be saved after all!

My Vag is home now, the fuselage sits in the backyard covered in plastic for the winter, the engine has been filled with oil right up to the top of the filler neck, the spark plugs removed, and the jugs filled with oil. Hopefully this will keep the rust out until spring. It needs fabric and some welding in the tailpost section, the wings are hanging in the garage on the ceiling. I'm chaffing at the bit, can't wait to get to them, they need fabric, painting and maybe another wing tank. Hopefully if! really work hard I'll have the ship ready for the Short Winged Piper Fly-In at River Ranch. If Jim Jenkins has his Vag ready to go it would be an interesting race for Jim and I to fly to River Ranch keeping close track of our time in the air. If Jim is willing, I challenge Jim to a race. I know, Jim, you have a 0200 in that Vag now and you have kept it very light. However, I have a few tricks up my sleeves even though I'm only using 85 horsepower and somewhat heavier. I would like you to accept this challenge and I'll buy a beer at River Ranch if you win. Remember, that's if you win, HA-HA!

Tell Your Friends About The SWPC

Vag Letters Dear Dave, I appreciated your

note and photo- it certainly looks great. I like the paint job, just like it was before the rebuild.

One thing your letter did was prick my conscience. I have been trying to settle down and tell the tale of our rebuild because it was quite interesting. It was a mammoth task- not for me the work, but supplying the cash! It ended up costing nearly twice as much as the cost of the airplane in the first place.

I kept a record and took photos during the rebuild, and so now I will settle down and recount it all.

I enclosed a copy of a photo of my Vagabond's latest playmate. You might like to include it in your mystery plane section. (The next paragraph of the letter has been deleted to add to the mystery, and will be printed in the next issue after your readers have had a chance to try to identify the plane.)

Once again, thanks for the note. If you or any Vagabond owner is in the UK, get them to phone me. If they call from London the number is 95-54534 days, and 71-33438 in the evenings, or if they call from outside of London call 07535-54534 or 08956-33438 (we have a crazy phone system). I would be glad to show them the airfield, and ifthe weather is OK, go for a flip. Will write again. I will be at Lakeland this year, will you?-Harry Fox, 24 Wood Stock Drive, Ickemham, Middlesex, England, U.K.

Dear Dave, I have learned more about SWP's

during the short time I've been a member of SWPC than I have from all the certificate type data sheets and

83

supplemental type data sheets. Could you please run this notice in a copy of SWPN? Thanks.

HELP! Has anyone installed an A-80 Cont. in a Vagabond? I need paperwork and or what problems. Urgent! - Roy L. Shirlen, 21~ West Rd., Altavista, VA 24517, Phone 804-369-5120 Dear Roy,

Thank you for the nice comments on the Short Winged Piper booklet. To the best of my knowledge I don't know of anyone with a Continental A-80 installed in a Vagabond, PA-15 or PA-l7. However, it would nat surprise me that there are more than one flying around. Since the PA-I7 came standard with the A-65 it would be a rather simple thing to convert the engine to 80 hp since none of the changes would be recognizable from the outside of the engine. As you probably know difference in the A -80 and the A -65 is in the compression ratio which is 7.5:1 as apposed to 6.3:1. The timing is 29° before top dead center on the right magneto, the left mag is timed at 32° before top dead center. The compression ratio is obtained by different pistons and have 5 piston rings as opposed to 3 rings an the A-65 and A-75. Another difference is that the A-75 and A-80 engines the exhaust valves are stellite faced, however these valves are identical in size to the exhaust valves of the A -65. Another change on the A-80 was in the connecting rod cap. This cap has a drilled hole to allow for better lubrication to the rod bearing. As you can see all these changes are internal and I'm not sure why you'd really want to get involved with paperwork. I say this only because the FAA is really "out of tune" with the older planes and its much easier for them to say NO, than

84

to get involved. Technically and structurally there is absolutely nothing wrong with running an A-80 in a Vag. lnfact if Piper had done this to start with, used all A -80's in the -15 and -17 models they would have had a much better plane, much better selling and probably produced a lot more because there would have been a bigger demandfor them. Wouldn't it be nice if you could buy a Vagabond today with an 80 hp at a reasonable price. Something keeping with the price range of a small compact car, infact, when you think about it there's a lot less to an airplane than there is to a car. Why do they have to be so expensive? And why can't more people enjoy the flying that the Vag's have brought us.

Roy, tell us more about your Vagabond and send some pictures, we would love to hear your story and what you plan to do.-Dave Harmon.

(Cecil Ogles received this leiter last year. The writer is now a member of the SWpc.j Mr. Ogles,

I wrote you for the first time about three years ago, soon after I and my friend Vettorazzo had bought PP-DYG, our PA-17 "Vagabond" and I was very pleased to see my letter printed in "VAGABOND NEWS", which unfortunately for me, was the last issue you edited. Has anyone taken it over? If so, I would like to know.

Well, about one year after that, we acquired our second and only other Vagabond in existence in Brazil. This time a 1948 PA-15, which we were after for a long time. PP-DQR is the PA-15-205 and is in very good condition. She had been grounded for about 15 years and was totally rebuilt in 1978. She's covered with

ceconite,the engine is a C-90 and she's got a P A-20 fuel system, with two 18-gallon tanks in the wings, which gives her exceptiorial range and endurance.

She also had a modified nose cowl, 6:00 x 6 wheels and tires and a metal prop, all of which we didn't like. We had a new fiberglass cowl made after the one of the P A-17 and converted it back to original. The wheels and tires were changed for a pair of 8:00 x 4 with disk brakes and now we are having a new wood pf0p made for her. So now, she is mostly original except for the engine and tanks.

After we bought this second Vagabond we decided to dissolve our partnership. I have kept the PA-17 and Vettorazzo now owns the PA-15.

DYG has recently got new wheel pants from Wag-Aero and herengi.ne is being completely overhauled, With lots of new parts including pistons and hydraulic tappets. I have been planning on rebuilding the air frame later on this year and I thought maybe you could help me with any information you have about rebuilding Vags. Do they have any particular aspects which I should not overlook? What about AD's? Should I change the lift strut forks from 3/8 to 7/ 16? Is there a STC to approve a Vagabond for aerobatic flight? If not, what parts should I improve to make it stronger? What type were the original cowling latches? And the airbox and air filter on a PA-I7? Which was the original layout of the panel of the PA-15 and the PA-I7? Can you explain why my Vagabond no doubt being a P A-I7, has a metal plate on the back seat cross tube reading 15-375? This is the information I'd like to get, some of them being just curious.

We fly our Vags out of a 2000 feet high airstrip in Sonocaba, a city

85

These are the entire Brazilian Vagabond fleet. SWPC member Luiz Guilherme Richieri is shown behind his Vag on his home field at Sonocaba.

about 60 miles from Sao Paulo, where I live. Vettorazzo and 1 have a 65 ft. x 65 ft. hangar. There we keep the Vagabonds along with an Arrow 11 we own in partnership.

By this time, you might be wondering what these two guys do for a living. Well, we are both Boeing 727 pilots (in fact, we are still co-pilots) for V ARIG Airlines. We fly all over Brazil and South America, from Argentina to Panama and on our days off, we fly the Vagabonds and less often, the Arrow.

By the way, is there going to be a Vagabond Forum in Oshkosh this year? And next year? I tried very hard to come this year but it was not possible, maybe next time.

Thank you very much for the stuff you sent me last time and I hope you like the pictures I am sending. Very truly yours - Luiz Guilherme Richieri, Rua Do Estilo Barroco 798 Ap 33, 04709 Sao Paulo, Sp. Brazil.

Take Care When In The Air

.020 Undersize Grind For Crankshafts in Four-Cylinder Continentals

I subscribe to "Light Plane Maintenance" and in the October issue 1 read about "Engine Components Inc. (ECI) having approval to grind the crankshaft in the Httle Continentals to .020 under size as well as furnish the bearings. If this is true it could save a lot of crankshafts for another run. This is something you may want to check out with ECI.

I am sending a copy of the 1 st and 2nd page for your info. on where it came from as well as their copyright information. The grind information is on the 2nd page of the "Squawk Talk" section. If you already have this info., please just discard the attached info.-Franklin Rush, (Mr. Mechanic)

Thank you very muchfor this very informative and helpful information from "Light Plane Maintenance". I agree with the concept of grinding the crankshaft .020 under any crank providing it's not a chemically hardened crank, such as the nitrated ones used on the Lycoming engines.

84

to get involved. Technically and structurally there is absolutely nothing wrong with running an A-80 in a Vag. lnfact if Piper had done this to start with, used all A -80's in the -15 and -17 models they would have had a much better plane, much better selling and probably produced a lot more because there would have been a bigger demandfor them. Wouldn't it be nice if you could buy a Vagabond today with an 80 hp at a reasonable price. Something keeping with the price range of a small compact car, infact, when you think about it there's a lot less to an airplane than there is to a car. Why do they have to be so expensive? And why can't more people enjoy the flying that the Vag's have brought us.

Roy, tell us more about your Vagabond and send some pictures, we would love to hear your story and what you plan to do.-Dave Harmon.

(Cecil Ogles received this leiter last year. The writer is now a member of the SWpc.j Mr. Ogles,

I wrote you for the first time about three years ago, soon after I and my friend Vettorazzo had bought PP-DYG, our PA-17 "Vagabond" and I was very pleased to see my letter printed in "VAGABOND NEWS", which unfortunately for me, was the last issue you edited. Has anyone taken it over? If so, I would like to know.

Well, about one year after that, we acquired our second and only other Vagabond in existence in Brazil. This time a 1948 PA-15, which we were after for a long time. PP-DQR is the PA-15-205 and is in very good condition. She had been grounded for about 15 years and was totally rebuilt in 1978. She's covered with

ceconite,the engine is a C-90 and she's got a P A-20 fuel system, with two 18-gallon tanks in the wings, which gives her exceptiorial range and endurance.

She also had a modified nose cowl, 6:00 x 6 wheels and tires and a metal prop, all of which we didn't like. We had a new fiberglass cowl made after the one of the P A-17 and converted it back to original. The wheels and tires were changed for a pair of 8:00 x 4 with disk brakes and now we are having a new wood pf0p made for her. So now, she is mostly original except for the engine and tanks.

After we bought this second Vagabond we decided to dissolve our partnership. I have kept the PA-17 and Vettorazzo now owns the PA-15.

DYG has recently got new wheel pants from Wag-Aero and herengi.ne is being completely overhauled, With lots of new parts including pistons and hydraulic tappets. I have been planning on rebuilding the air frame later on this year and I thought maybe you could help me with any information you have about rebuilding Vags. Do they have any particular aspects which I should not overlook? What about AD's? Should I change the lift strut forks from 3/8 to 7/ 16? Is there a STC to approve a Vagabond for aerobatic flight? If not, what parts should I improve to make it stronger? What type were the original cowling latches? And the airbox and air filter on a PA-I7? Which was the original layout of the panel of the PA-15 and the PA-I7? Can you explain why my Vagabond no doubt being a P A-I7, has a metal plate on the back seat cross tube reading 15-375? This is the information I'd like to get, some of them being just curious.

We fly our Vags out of a 2000 feet high airstrip in Sonocaba, a city

85

These are the entire Brazilian Vagabond fleet. SWPC member Luiz Guilherme Richieri is shown behind his Vag on his home field at Sonocaba.

about 60 miles from Sao Paulo, where I live. Vettorazzo and 1 have a 65 ft. x 65 ft. hangar. There we keep the Vagabonds along with an Arrow 11 we own in partnership.

By this time, you might be wondering what these two guys do for a living. Well, we are both Boeing 727 pilots (in fact, we are still co-pilots) for V ARIG Airlines. We fly all over Brazil and South America, from Argentina to Panama and on our days off, we fly the Vagabonds and less often, the Arrow.

By the way, is there going to be a Vagabond Forum in Oshkosh this year? And next year? I tried very hard to come this year but it was not possible, maybe next time.

Thank you very much for the stuff you sent me last time and I hope you like the pictures I am sending. Very truly yours - Luiz Guilherme Richieri, Rua Do Estilo Barroco 798 Ap 33, 04709 Sao Paulo, Sp. Brazil.

Take Care When In The Air

.020 Undersize Grind For Crankshafts in Four-Cylinder Continentals

I subscribe to "Light Plane Maintenance" and in the October issue 1 read about "Engine Components Inc. (ECI) having approval to grind the crankshaft in the Httle Continentals to .020 under size as well as furnish the bearings. If this is true it could save a lot of crankshafts for another run. This is something you may want to check out with ECI.

I am sending a copy of the 1 st and 2nd page for your info. on where it came from as well as their copyright information. The grind information is on the 2nd page of the "Squawk Talk" section. If you already have this info., please just discard the attached info.-Franklin Rush, (Mr. Mechanic)

Thank you very muchfor this very informative and helpful information from "Light Plane Maintenance". I agree with the concept of grinding the crankshaft .020 under any crank providing it's not a chemically hardened crank, such as the nitrated ones used on the Lycoming engines.

86 This presents a whole new problem grinding these chemically hardened cranks. Probably best left for the factory to handle that ;ob. However, ~n the Continental engines that do not use the nitrated cranks .020 under grind certaining is ci permissa­ble amount on these low stressed engines. Of course many of you know that this type of grinding has be~n> going on in the automotive industrl~s for a long, long time. When thIs Krinding operation is properly done

and fitted with correct oversized bearings it becomes an excellent solution to keep the old engines running. As many of you probaNv know the crankshaft is the most expensive item in your engine. Thanks again, Frank,for forwarding this informaticn to us. I'm sure many people were not aware of it, and this is one way the Short Winged Piper helps all of us, is the distribution of information like this. Thanks again. - Dave.

The gentleman manning the fryer is the co-host, the elder Jenkins, the father of Jim Jenkins the Vagabond King of the East. Waiting with an empty plate and tummy is long time SWPC member Jack Connelly.

87

Those Were The Days By Dave Harmon

All of us have memories of fun times we have had at fly-ins and / or airp.Qrts, and we all hope to have a chance to relive these good times. The greed ofIand developers, the high cost of flying, and other problems have made some of these dreams of going back in time impossible. \

Among the me.mories I tre~sure are those annual affairs the Jenkins family hosted at Ansoma, ConnectIcut. There was plenty of good food stacked on the tables under the shelter of the tent. The hospitality was the best and the hangar flying and tire kicking was the greatest. It all made living a little bit better.

Alas, the Ansonia flying field with its grass runways and friendly atmosphere is no more. The planes and people are gone. 1 haven't been there for many.years, but it is probably an industrial site now. Cluttered, dirty, crowded, Impersonal and Inhospitable. Is this progress? The only thing I have left are. my memories a?d a few photographs of those gone but not forgotten g?od tImes. I would like to share some of them with you. The following pictures were taken at Ansonia at the Jenkins' fly-ins.

The happy and hungry aviators stoke up on the wide variety oftasty goodies.

Take Care When In The Air

86 This presents a whole new problem grinding these chemically hardened cranks. Probably best left for the factory to handle that ;ob. However, ~n the Continental engines that do not use the nitrated cranks .020 under grind certaining is ci permissa­ble amount on these low stressed engines. Of course many of you know that this type of grinding has be~n> going on in the automotive industrl~s for a long, long time. When thIs Krinding operation is properly done

and fitted with correct oversized bearings it becomes an excellent solution to keep the old engines running. As many of you probaNv know the crankshaft is the most expensive item in your engine. Thanks again, Frank,for forwarding this informaticn to us. I'm sure many people were not aware of it, and this is one way the Short Winged Piper helps all of us, is the distribution of information like this. Thanks again. - Dave.

The gentleman manning the fryer is the co-host, the elder Jenkins, the father of Jim Jenkins the Vagabond King of the East. Waiting with an empty plate and tummy is long time SWPC member Jack Connelly.

87

Those Were The Days By Dave Harmon

All of us have memories of fun times we have had at fly-ins and / or airp.Qrts, and we all hope to have a chance to relive these good times. The greed ofIand developers, the high cost of flying, and other problems have made some of these dreams of going back in time impossible. \

Among the me.mories I tre~sure are those annual affairs the Jenkins family hosted at Ansoma, ConnectIcut. There was plenty of good food stacked on the tables under the shelter of the tent. The hospitality was the best and the hangar flying and tire kicking was the greatest. It all made living a little bit better.

Alas, the Ansonia flying field with its grass runways and friendly atmosphere is no more. The planes and people are gone. 1 haven't been there for many.years, but it is probably an industrial site now. Cluttered, dirty, crowded, Impersonal and Inhospitable. Is this progress? The only thing I have left are. my memories a?d a few photographs of those gone but not forgotten g?od tImes. I would like to share some of them with you. The following pictures were taken at Ansonia at the Jenkins' fly-ins.

The happy and hungry aviators stoke up on the wide variety oftasty goodies.

Take Care When In The Air

88

A Vagabond lifts off of the grass heading for home on a warm summer day under a sky spotted with "fair weather Cu" clouds.

This Vagabond was a favorite of mine. The owner had a beautiful blue and white paint scheme, and the plane was appropriately named "Blue Max".

89

Another very clean Vag was this red and white plane. Where is 4178Hotel today.?

Look at those Vagabonds in the foreground. A reminder that in the '40s when they were built our pace was more leisurely.

The truck is an authentic antique. The plane in the background is a replica.

88

A Vagabond lifts off of the grass heading for home on a warm summer day under a sky spotted with "fair weather Cu" clouds.

This Vagabond was a favorite of mine. The owner had a beautiful blue and white paint scheme, and the plane was appropriately named "Blue Max".

89

Another very clean Vag was this red and white plane. Where is 4178Hotel today.?

Look at those Vagabonds in the foreground. A reminder that in the '40s when they were built our pace was more leisurely.

The truck is an authentic antique. The plane in the background is a replica.