Vintage Airplane - Aug 2003

8/20/2019 Vintage Airplane - Aug 2003

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VOL.

31

,

NO.8

AUGUST

2003

2 VAA

NEWS/H.

G.

Frautschy

4

JOHN

MILLER RECALLS

My

SECRET BARNSTORMING

SYSTEM

REVEALED

/John Miller

7 MYSTERY

PLANE

8 THE LOCKHEED CONSTITUTION/R

ichard C

Hil l

10

TYPE

CLUB

NOTES

TAIL WHEEL SHIMMy/

Gilbert

Pierce

12

TYPE CLUB NOTES

My

THOUGHTS

ON

RADIAL ENGINES/Robert G.

Lock

14

THE LUCKY

CESSNA

Russ

FARRIS

'

170B/Budd

Davisson

18

EAA AIRVENTURE MUSEUM HOSTS EXHIBIT

OF

CHARLES LINDBERGH'S

LIFE/Dick Knapinski

19 58 YEARS TOGETHER IN THE COCKPIT

A WWII

TRANSPORT CREW

STICKS

TOGETHER!

H.G . Frautschy

20 TAILWHEEL TRANSITION TRAINING , PART 2

WHEEL

LANDINGS, OR

101

WAYS TO

START

A

RELIGIOUS

WAR/

Donovan Hammer

22

THE VINTAGE INSTRUCTOR

AFTER THE PROP STOPS/Doug Stewart

24 PASS IT TO BUCK

25

CALENDAR

28 NEW

MEMBERS

29 CLASSIFIED ADS



STRAIGHT e

L

EL

Y

SPI BUTCH

JOYCE

PRESIDENT

VINTAGE ASSOCIATION

Preventing unnecessary expense

Now

that

it's summer, many of us

down here in the South now have to

deal with the heat. While the high tem

peratures

are

uncomfortable and

we

spend as much time wiping our fore

heads

as we

do

talking, some of our

fellow members are dealing with some

thing even

more

uncomfortable

and

difficult. The

high

water in

Indiana,

Ohio, and Kentucky has been flooding

homes and businesses in

the

heart of

the Midwest. Our hearts go out to them

as

they deal with the aftermath, spend

ing their days cleaning out the mud and

muck from their homes and belongings,

Let's all hope for better weather in the

weeks to come,

On

the EAA

AirVenture

Oshkosh

front, we do expect a large turnout of

antique

aircraft this year. We'll be re

porting

on these

great

airplanes

in

future issues of Vintage Airplane We've

heard from many folks

who want

to

be sure to attend EAA AirVenture to

celebrate the 100th anniversary

of

powered

flight, and if you're one of

those

new

members

attending

the

convention who

- are reading this col

umn for

the

first time, I'd like

to

take

this opportunity

to welcome you to

the Vintage Aircraft Association, and

to encourage you to stop by the Red

Barn and say

hi,

Also, feel free to

maintenance

is

not often taught to

new pilots as

they

work toward

their

new pilot certificate, so it's up to us to

help fill in the gap.

In past years, the

most

common

accident with our category of aircraft

was

the

hand-propping accident.

When someone

hand-props

their air

craft and

t

gets away from

them due

to their inattentiveness, we have a sit

uation

where we'll see

an

insurance

claim.

At the

very

least it will be a

claim for the airplane that was started

without being restrained, or, God for

bid, it will also involve someone else's

airplane,

and

perhaps

even

a person.

Thankfully, due

in part to increased

emphasis in our publications,

web

site,

and

during

the

safety

program

presented each year

at

EAA

AirVen

ture

by

VAA

Director

Steve Krog,

we've seen a decline in those types of

accidents. Great job, everyone; let's

keep t up

That's

the

good news. The bad

news is that

there

's been an alarming

increase in

the number

of

ground

loop accidents. Just this year alone we

have had

no

less

than

10 PT-1? losses,

and

almost every loss

has

averaged

$100,000. That is a $1 million loss to

the

insurance

company. And these

acciden ts

are

not confined

to

Stear

sure

to

get

recurrent

training as well.

Sometimes bad

habits

creep

into

our

technique and then jump up and bite

us at

the

worst

moments

. Find that

experienced

instructor

and get to

work

polishing

up your

technique. I

have friends that were great stick and

rudder

pilots, but their

ability to

properly

judge

a

situation

was not

very good. A good instructor can help

you

with

that

as well. Another great

way to gain experience is by reading

articles and books on piloting tech

niques. An occasional rereading of

Wolfgang Langewiesche's Stick and

Rudder can go a long

way

to

clearing

out the mental cobwebs.

This issue

of Vintage Ai plane

will

be an educational issue"

with

multi

ple

columns

dealing with the issue of

tailwheel maintenance and the use of

them in handling tailwheel landings.

There

are

plenty of opinions

on

the

proper operation

of

airplanes

eqUipped

with

a

tailwheel,

so if you

have

a

different

view, please

don't

hesitate

to

drop us a note.

VAA Chapter 10 located in Tulsa,

Oklahoma, has always

been

very ac

tive, and it

has

promoted the VAA

mission for

many

years. I would like

to personally thank them , on behalf



V

NEWS

2 3 H A L L

O F FAM

INDUCTEES

Our congratulations to thi s

year's inductees into the VAA

Hall

of Fame ,

the

late

Nick

Rezich, of Chicago a

nd

Rockford,

Illinois,

and Al

Kelch of

Mequon

,

Wisconsin.

Nick soloed

in

a Waco

RNF

in

1933 ,

and

from that

point on

was immersed

in aviation

both

as a profession and a hobby until

his

death in 1981. One

of

the

earliest

EAA members

(EAA 225),

Nick had a

soft

spot in hi s heart

for the antiques,

and

he served

the

newly formed Antique/Clas

sic division as its first treasurer.

Along

with his

brothers,

Mik e

and

Frank, Nick was always help

ing

out

at

EAA

conventions,

serving as the voice of

EAA

from 1956

until

his passing.

Al Kelch was also an

early en

thusiast of

aviation,

co

l

lecting

antique airplane

artifacts

as

a

youngster. He's never stopped

,

and his

amazing

collection

of

ar

tifacts

and

d

oc

u

ments served

him

we

ll when he

became

o n e

of the ch

arter

m embers of the

Ant ique/Classic

division

wh en it

was

formed in 1971. He

served

as a di rec t

or

for a n u m b er

of

years, and

,

assisted by

h is

wife,

Lois,

was the editor of Vintage

irplane

from

J

anuary

1

976

t

hrough February 1978

. In

addi

t ion to

running

a su cce s

sful

manufacturing company, Al was

ab le to

devote time

t o restore

more

th

an 16

airp

lanes,

many

of

them rare artifacts

like

t

he

Franklin

Sport

and a pair

of

American

Eagles.

Al

was also

in

strumental in creating

the

VAA

judg i

ng

gu idelines

st

ill

in

use to

day at fly-ins

around

the

world

.

There's

p l

enty more to

l

earn

abou

t t h

ese two accomplished

gentlemen,

and

following

their

induction

at ceremo

nies in

Octo

ber 2003, we'

ll

have more

complete

biograp h ies

of Nick

and

Al in a l

ater

issue of Vintage

Airplane

BOB

CARR S AERONCA CHIEF-STYLE

SPINNER.

f you're an Aeronca

owner looking for a new

spinner

,

Bob

Carr,

506

Heavitree

Garth,

Severna

Park, MD 2114,

can

help.

For a

number

of

years Bob

has

been able

to suppl

y

an

ac

curate

spinner,

true

UPCOMING EVENTS AT THE

EAA

AIRVENTURE MUSEUM

British Car Airplane

Day

August 23, 2003

More than 100 classic British cars

are expected to be on display at this

special event to celebrate the finest

in British automotive

and

aeronau

tical styl

e

In addition, there will be

a special display of British airplan

es

from

the

Museum's collection,

and

a number of visiting airplanes have

been invited to participate .

Th

e

event

is

included in regular Mu

seum admission.

Owners of British-bu ilt cars and

airplanes,

please

contact

Mar

y

McKeown

at

mmckeown@eaa org or

920-426-6880 for more informa

tion

about attending the event.

Good

01' Days

Au

gust 29-31,2003

Regu

lar flight and ground demon

strations

of

EAA's

fleet of

historic

vintage

airp

l

anes and

visiting an

tiq

u e

airplan

e

s;

guided tours

of

Pioneer

Airport;

living

histor

y

demonstrations; and vintage vehicle

displays are just part of this special

weekend at Pioneer Airport. There

will be free Young Eagles flights for

young

people ages 8-17;

hands-on

educational activities for youth; and

a Parade of Flight

each

da y at 2

p.m. Pioneer Airport volunteers will

be d

ressed

in

1920s

and '30s era

clothing

to

complement

the look

and

feel of

the

weekend. Good 01 '

mailto:[email protected]











FRIENDS O T H E R E D B R N

In addition to our

list

of contributors published last

month,

the

following members generously contributed

to

the

2003

Friends

of

the

Red

Barn campaign:

Silver Level

Jay

B

Esty Neenah, Wisconsin

Bronze Level

Marilyn Boese . Fort Bragg, California

Carl W Higgins Altoona, Wisconsin

Gordon L. Knapp Tampa, Florida

Jennifer S Ledman Gaithersburg, Maryland

Earl F

Livingston Albuquerque, New Mexico

Thomas M. Peterson Rockton , Illinois

David L Posey Woodstock, Georgia

Gift

Eugene and Bernice

Nabors

Berlin, Michigan

Our thanks again

to

all contributors who helped make

this

year's celebration of flight a great success

T R C K P R E S ID E N T I L

T F R s W I T H

E

F L IG H T

P L N N E R

With

President Bush

primed to

begin campaigning for re-election,

EAA and

AeroPlanner.com

have

created a new web service to make

it easier for

any

pilot to keep track

To view a

graphical

representa

tion

of TFRs ,

users

can select

Locate on Map,

Printable

WAC/Sectional

, " or Printable

GNC," which creates a PDF file for

easy, clear

printing. The

upgrade

also has powerful sort options, al

lowing users to pull out state TFRs,

already know

the

benefits

of

EAA

Flight

Planner, and

now

its even

better. Several new enhan

cements

create an even more usefu l flight

planning utility,

and

it 's provided

at no cos t to EAA members. EAA

members can also up grade

their

service for 10 percent off

the

regu

lar rate.)

Scheduled

for unveiling

at

EAA AirVenture

Oshkosh

2003,

new features include:

• Route-Around

Op

tion s (MOAs,

Water, Pro

hibit

ed, Restricted,

etc.) just by clicking on a few

boxes in the Options Menu.

•

Climb

and

Descent

Ca l

culated

into

Flight Plan: configured for

your aircraft

by

entering

a few

numbers

and EAA

Flight

Plan

ner provides climb

and

descent

rates . (AeroP lanner is working

on

an aircraft database that can

be used as a default setting, with

the option to customize.)

• Enha nc

ed

Navigation Options:

Minimum

clearance

above

MEFs; Preferred

separation

be

tween

points;

Maximum

distance to move point

from

VOR; Go direct to VOR if within

a certain amo unt of nautical

miles; Use VOR as waypoint i f

within so many nm; Include all

VORs within however many

nm;

Maximum allowable course

deviation

in

degrees; Maximum

d istance off straig

ht-lin

e course

in nm; and

Maximum

distance

between VORs.

• Fuel Stop Finder, including fuel

prices/types, airport specs, and

distance from route.

http://slidepdf.com/reader/full/AeroPlanner.com




JOHN

M .

MILLER

ATPNo.5945

I

soloed

in

my

own

Jenny, De

cember 25, 1923, and graduated

with a degree in mechanical en

gineering in 1927, mixing flying

with my studies. That year the new

air regulations started,

and

I quali

fied

for

an airframe and engine

(A&E) certificate, No. 2906. I did not

have funds for

another airplane

with which

to

qualify for one of the

new pilot

certificates, so I worked

for Gates Flying Circus as a me

chanic. I participated in a few of

their events, one of them

being at

Pittsfield, Massachusetts, which was

the biggest weekend in the history

of

the

Circus,

measured by

gross

take. (This was in 1927.)

I observed their methods

of

ad

vertising

and

publicity

and

devised

what I thought

would

be a better

way, but I did not reveal

my

idea,

preferring

to

keep it

to

myself for

when I could acquire a plane of my

own and go out barnstorming alone

to try it out.

After accumulating some money

while working for Gates, I

bought

the front cockpit. I tried barnstorm

ing with

it,

but

it

did not pay

with

only half a load, so I sold it in 1929.

That StandardJ-l, with the same en

gine, still existed in 1999, owned by

Jim Hammond

of

Yellow Springs,

Ohio.

I'm

97 now,

in

2003,

and

still

actively flying, with

ATP

No. 5945.

In

1929

the

newly designed New

Standard D-25

with

the Wright J-5

225-hp engine was available.

t

was

specifically designed for barnstorm

ing and carried four passengers,

facing forward,

in

the front

open

cockpit. I started

flying that type

and was able to successfully

apply

my idea of advertising and publicity

to

get large crowds to part with sub

stantial

sums

of money for short

flights,

VERY

short.

Most

barnstorming at

that

time

was conducted

in the proximity of

fairs and carnivals, or at least on es

tablished airports or airstrips already

used by previous

airplanes,

and

where

the

local

population

was al

ready familiar with airplanes. The

methods of

publicizing

the usual

PA system would talk to the crowd

to

try

to

sell tickets for flights until

the plane was loaded with most of

its seats filled. The plane would then

take off and disappear in

the

dis

tance

for 10

to

20 minutes. The big

feature of the flight was its length

and the sights

to

be seen from the

air. While the plane was thus

out on

its cross-country trip, the crowd

would lose interest and begin to dis

perse.

f some of those so-called

barnstormers grossed 200

to

300

in a day, it was considered to be just

fine. Usually

the

price of

th

e flights

was at least 5 for a 1O-minute flight,

or up

to

as

much

as

15 for

the

longer rides. Hanging around an air

port in the hot

sun

to

watch

such

flying could get

to

be boring for the

crowd. After observing the opera

tion

of

the Gates Flying Circus

in

1927, conSisting of very short rides

for

only

2.50 per person, four at a

time, grossing 1,000

per

day or

more per plane, I could see the pos

sibility of going further with the

idea of very short

hops at a

still



~ P i . i i l w with airplanes

or

airstrip nearby.

such

a

field was found, it

would

be made suitable

for

flight

operation if necessary by grading, by

tree removal and

blasting of

rocks

and

stumps,

by opening of

fences,

and

by filling

or plank

bridging

of

drainage ditches.

I

got

to

be

an

ex

pert with dynamite, saws, axes,

and

shovels for there were

no

chain saws

or bulldozers

in those

ber

of the village

and

RFD

n \ . l ~

Fann

District)

boxes serviced

by

post

office.

The cards were

to be

mailed from

the

post office

at

which

they

were

purchased because the

post

office got credit for

volume

of

sales, and it was necessary to keep

the postmaster and

carriers happy

for all

the

extra work

they

were go

ing to do for us. The cards purchased

at each post office were kept

in

sepa

rate bundles and marked.

The New Standard

gets

refueled on the run

days.

All

this, of course,

had to be

arranged

by

contract with

the

owner,

and a fee was

paid

for a

weekend-usually

with

an option to return

for a

rain date or repeat date,

for

another

fee. An iron

bound written agreement

was

necessary because

when the

owner would

see

how much money

was taken

in

he might be

tempted to

raise

the

fee.

This

all

had to be done a week in ad

vance of

the

weekend

to

be used. A

location of this kind, away from any

previous flying operation,

was

called

virgin territory and

was

very impor

tant, but

not

difficult to find at the

time.

f

there

were room for car park

ing, a gate had to be made for

th

em

They were

then

taken to some lo

cal village printer and printed on

the

blank side

with the

advertising

and on the

address side

with

"Box

Holder"

and the name

of

the

post

office for each group o f cards to be

mailed from

the post

offices from

which

they

were

purchased and

from which they would

la t er

be

end.

wonderful new

$1

with a

Wright Whirlwind engine,

the

same

kind that

flew

Charles

lindbergh

across

the

Atlantic Ocean

in

1927, for

only one

dollar per per

son, "stunt" flying,

and

dead-engine

landings, sometimes a parachute

jump, too.

Arrows printed on

cardboard with

"FLY

$1

were posted on poles

and

trees

on

the

surrounding

roads

to

guide

the

cars to

the

field.

Posters

were

sometimes used,

but

were

not

at

all important. The

postal cards did it all.

At

the

field, steel posts were

driven

into the

ground

in

a long line parallel to

the

landing

area

and

ropes

were

strung along

them

to

keep

the

crowd back.

The posts and ropes also formed a

corral area

behind the

fence for

the

people who had bought tickets, and

a

chute

area was

formed outward

from the fence line to hold four pas

sengers for the next flight. Chains

were used

as

gates for the corral and

chute.

This was all very important

for

the

fast

action

that

would

take



When those cards arrived at each

farm or village

home,

they caused

lots of excitement, especially among

the children who

would urge

the

parents to take them on Saturday or

Sunday.

As

soon as

the

milking and

feeding was done, the family would

pile into

the

Model T

and

rush

to

the field, following the arrows and

holding the cards. Farm families get

up early, so they started arriving af-

ter daylight.

A good pit crew was necessary,

consisting of a good ticket-seller,

one man to load the four passengers

and another

man

to unload the pre

vious four on the opposite side of

gers got in, for safety.

The sequence of action was this:

The loading

man

would have four

passengers ready in

the

chute, and

just

as

soon

as

the wing of

the

plane

passed

the

chute he would drop the

chain and urge the four passengers

to run to the plane and start climb

ing up on the lower wing and into

the cockpit,

which

was already be

ing vacated by the previous

passengers urged by the

unloading

man who had been waiting outside

of

the

spot where

the

plane would

stop. He would

run in

behind the

wing and urge the four previous pas

sengers to get out

and

climb down.

(_"_0"0-0"

-JOCiiiii

F 1 y l ~

Hibernia

Flats

Wabington Hollow

..

..

Sepl20 ' Sepl21

UPSIDEDOWN ·

JOHNNY MJLLER

U s. . . .

c.a./

Wil-u ........- ...-

. .. . . f_

Aerial

.....

Inverted

c r o b ~ p lying

.. l..........

Wriaf>t Whi,lwind Motor

...._ ...... Ii f

Lindber,h

four

new

passengers

together

from

the corral to go on the next flight.

By that time, about one minute after

takeoff, all would be ready for the

next unload/load sequence.

The flights were very short, about

one minute block to block, though

you may find it hard to believe.

About 50 flights per hour could be

made. That would be $200 per hour.

The flying would begin early

and

last until dark,

dew

to dew as a

harvester would say and we were re-



BY H.G.

F R U T S C H Y

M Y

S

M Y S T E R Y N S W E R

CHANCE VOUGHT UO 1

Photo ta ken in 1928 in I Monte , California ,

by

Mr.

Reed at the time of his very first airplane ride.

The May Mystery Plane was one of the many Navy

biplanes of the 1930s. Here's our first note:

li he

Chance

Vought

UO-l

May

Mystery

quiz al

lows

the

HGF airplane

spotter

class

to answer with

both type and color. This

is

code yellow top alert

Aluminum paint and blue-white-red trailing rud

der

stripes conform to 1920s

U.S.

Navy

markings.

Lewis

and

Vought began production of VE 7 two-seat

observation double-wing

bay

strut

biplanes

with

Wright-Hisso SPAD-like noses before

the end

of World

War I. The Chance Vought UO-l followed, beginning

with

SIN

A 6482, with the same VE 7 DH-4-like wing

THIS

MONTH S MYSTERY PLANE

COMES

FROM

LONGTIME MEMBER

JOHN

VETTE

OF

OSHKOSH, WISCONSIN.

SEND

YOUR

ANSWER

TO

: EAA, VINTAGE A IRPLANE, P.O.

Box

30

86, OSHKOSH , WI

5490

3-308 6 . YOUR ANSWER

NEEDS TO BE IN

NO

LATER THAN SEPTEMBER 1

0,

2003 ,

FOR INCLUSION IN THE NOVEMBER 2003 ISSUE OF VINTAGE

AIRPLANE.

YOU C N ALSO SEND YOUR RESPONSE VIA E-MAIL. SEND

YOUR ANSWER TO vintage@eaa .org .

B E SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS

(ESPECIALLY YOUR CITY AND STATE ) IN THE BODY OF

YOUR NOTE AND PUT "( MONTH) MYSTERY PLANE IN THE

SUBJECT LINE.

sair observation types, Corsair fighters, and ending

round

engine types

with the

Goodyear FG2s. Refer to

the book

United States Navy Aircraft since

1911 by Gor

don Swanborough and Peter M. Bowers published by

the Naval Institute Press.

White

hats

off

and

a

missing

man formation

for

Pete . Aviation has lost a most prolific contributor of

aero history with the passing to the

west

of Peter

Bowers."

Russ

Brown

Lundhurst, Ohio










RICHARD C HILL

~

During

the period

of

time

that

the Air

Force was working with the Consolidated

XC-99 parallel negotiations

were

con

ducted with

Lockheed which was

designing

another behemoth airplane

which would e called the Constitution

e Constitution was also

being developed to fur

300 mph and a cruise speed of 269

mph.

For scheduled long-distance

funds, I was in need of sustenance.

The school policy was such

that

I

cou ld fly only five hours a week, so

I had lots of time to waste. As a Ma

rine veteran, [ was able to sign up

as

a station keeper at

the

nearby Navy

Master Field. I was assigned as a

plane captain

on the

Corsair flight

line, preparing the FG-1Ds for week

end flights by reserve pilots.

It was quite a thrill

to

attend

these

great

planes

and

th

e

men

who flew them during the

recent



an airplane could ever have landed

there.

(The southwest corn er of

th

e

base had been the field where Amelia

Earhart

be

gan

her fateful trip.

Pan Am realized there was no

current

market

for

such

a large

plane,

so

it

was

busy

buying

war

surplus DC-4s and Constellations

for its world airline network.

The

Constitutions

were pur

chased from Navy surplus in 19S5,

for

$98,000 apiece. Several

aborted attempts were made to

been made in building large

transport

aircraft. Probably

the

most

well

known

would be the gi

ant Hughes flying boat, the HK-1,

or as it is

more

well

known,

the

Spruce Goose.

That

plane

has recently been

placed in a new

aviation museum

near McMinnville, Oregon. Dur

ing

a visit

to

that

museum

in

August 2001, the Spruce Goose

had

not

been completely reassem

bled . The control surfaces

had

not

built for long-range cargo and

troop

movements,

mainly

during

the Korean War era. The C-124

was

better

known because so

many more

of

them were put

into

service. A follow-on

design of the

plane

was a single-deck version. t

was a bug-eyed

looking thing with

fighter-type canopies over the two

cockpits,

and

it evolved

into

the

civilian DC-7.

Another

of our lesser well

known giants is the Martin Mars.

Two

of these

giant

seaplanes

still

exist

and

are used for fighting for

est fires. They

are flown from

Sproat Lake

near

VancouveG

British Columbia, Canada.

On my return from Marine duty

in China,

I was privileged

to

be a

passenger on a 14-hour

flight

of

the Philippine

Mars

, from Hon

olulu

to

N S

Alameda, California.

During the

boarding

procedure

the

steward asked i I

would help

with the

evening and

breakfast

meal

services, and thus I was in

cluded as a crewman for the trip

across the Pacific. ( CHINA CLIP-

PER CALLING ALAMEDA TOWER,

COME IN PLEASE ")

The XC-99

was

the

world's

largest

operational plane at that

time, and the Martin Mars was our

largest production seaplane.

No large,

piston-type aircraft

are currently in use by the mili

tary, and

all have been forgotten

by the airlines. Thus came the

end

of big radials and the giant

pis

ton-driven aircraft in

domestic

and worldwide

service.

The jet



GIL ERT ~

~

~ y

E Chapter

182,

[email protected]

From the May/June issue

o

Cub

Clues, the official newsletter o the

Cub Club.

I

noticed

when flying

my

Piper

Clipper heavily

loaded,

I

experi

enced tail wheel shimmy

on

my

Scott 3200 when landing on

a

hard surface such

as

concrete

or

asphalt.

Several

years

ago

I

was

parked at

the landing end

of Run-

way 36L

at Oshkosh.

I always get

tail

wheel shimmy

when landing

there. This afforded me the oppor-

tunity

to

observe many landings

as I

lounged under my

wing. t

was here

that

I made

the

discov-

ery that about

50

percent of the

tail

wheel airplanes landing on

36L

experienced

tail

wheel

shimmy

. I believe

the grooved

was

told to reduce the tail wheel

air

pressure.

I was

told

I had

too

much

grease

in

the

tail wheel. I

was told

that

if

the

tail wheel did-

n t

spit

grease at

you when

you

walked

by

it,

it did not

have

enough grease, hence the shimmy.

I

was told to loosen my steering

springs.

I was

told

to

tighten my

springs.

I was told

that the pivot

axis must be absolutely vertical so

that

the

surface

the

tail wheel

swivels on is

parallel with

the

ground; hence the pivot bolt

would be vertical. Mine was. I was

told the pivot bolt

must

face for-

ward

at the top. I was

told

the

pivot

bolt

must face aft at the top.

So what

did I do? I

took the

tail

wheel

apart and made sure it was

mechanically in

top-notch

condi

all

of the

available

manufacturer s

literature I could

find.

I still had

shimmy on pavement

with the

aircraft close

to

gross weight.

Next I got out an old 1950s

auto

repair

manual

that

explained

kingpin

front

wheel suspension

systems and steering castor angle.

If

you

have ever

pushed

a grocery

cart through the supermarket

with

one

of

the

front wheels shaking

side to side, you have experienced

wheel shimmy

and improper cas-

tor angle. What I learned from the

chapter on

steering

alignment

was

basic steering geometry.

To

measure your tail

wheel

steering

geometry,

drop

a

line

drawn

parallel to

and through

the

pivot

axis (pivot bolt) and

extend

it to

the

floor and make a mark





Parallel to Line

ropped from Wheel

Line

ropped

From

Wheel

Tail

wheel

2 - Good Tail

wheel

Geometry

Line ropped

From

Wheel

must hit the

floor

ahead of the

line

dropped

vertically from t

he

wheel

axle.

The angle formed by

these

two

lines

is your castor an

gle.

The

larger

the castor angle

the better, as

far

as tail wheel

shimmy

is

concerned. In other

words, the

farther

ahead of the

tail

wheel

that the steering axis

line

hits the

floor,

the

greater

the

castor angle and the less like

ly

the tail

wheel w ill

shimmy.

To

put it another

way,

the steering

axis

pin

or

bolt

m ust

be

vertical

or tilted

with

the

top pointing

be

hind or

to

the rear

of

the airpl

ane

when the airpl

ane is

fu lly loaded.

Emphasis

on

fully loaded.

When

my airplane

was

empty,

the steering axis

bolt

was vertical.

When I loaded

the

airp lane, t h e

tail wheel

spring compressed

and

the top of the steering

axis bolt

was

pointing

to

the

front of the

airplane. This wo

u

ld

pu t

the ex

tension

of

a line

drawn through

the

steering axis

behind

the tail

wheel

contact

point. Bad news-it

will

now

shimmy.

Yo

u

don t want

the

castor angle

to

be too large be

cau

se

it will make steering on

the

ground more

difficult. A large cas

tor

angle

will tend to lift the rear

of the

airplane slight

ly

as

yo u

turn the aircraft. This is called the

self-centering effect. Having

the

steering

axis

bolt

vertical

or

in

clined

slightly

with the top

pointing back when fully loaded

should be sufficient.

So how do

yo

u

correc

t this an

gle? There are

two

easy

solutions

.

Tail wheel 1 - Poor Tail wheel Geometry

Tail

wheel with positive and negative castor angles--exaggerated .

The terms positive and neg tive

re

simply

the n ming

convention I

choose to use as they agree with

my

textbook references.



-

My

thoughts

on

radial

engines

As an FAA airframe &

power

plant

(A P)

mechanic, I have been

around

single

row radial e

ngines

for

many years. Wright )-6-7

(R-

760),

Continental

W-670 (R-670),

Pratt &

Whitney

R-985 are all en

gines I' m familiar

with.

I

will

attempt to

pass

along some of my

experi

ences,

most recently main

taining and operating

a

Wright

R-760-8,

which

as

of this writing

has a total

of

930

hours SMOH

(since major overhaul).

Many older small single-row ra

dial

engines were certificated

on

73 octane fuel.

They

were low

compression engines and operated

at low rpm, and

manifold

pressure

was

not

boosted.

When

73

octane

fuel was

no longer available,

the

next higher grade was used, which

was grade 80/87. This fuel worked

well

with

low

compression

en

gines,

but

has recently become

another

good

product on the en

dangered

species"

list.

So now

operators

must

decide whether

to

use 100LL or auto fuel. During

the

late 1980s and into

the

early 1990s

I

had the opportunity to

operate a

Wright R-760 installed in my 1929

Command -Aire

biplane

on both

RO ERT G. LOCK

but

I haven't

flown the Com

mand

-Aire for

the

past three years.

Now

I

am

flying behind a

Wright

on an

everyday basis. My son, Rob,

owns

a

1929 New

Standard D-25

biplane equipped with the

Wright

R-760-8.

It

is

one of only

four that

are airworthy.

That leads us to a

discussion of

low-lead avgas and

the

radial

en

gine. Plus some tips I've learned to

keep

the engine operational

as

the

hours SMOH build.

After close

to three

years

of

op

eration,

the

engine

has, as of

this

writing, 930 hours

SMOH. I

have

done all the

maintenance

on the

airframe

and

powerplant

and

can

report

the

following information.

First, the engine now operates

about 400 hours per year

and

is in

stalled in an

airplane used

specifically for giving rides;

there

fore, I

use

full

power

for takeoff,

climb at

1800 rpm to 1,000

to

1,500 feet above

the

ground, cruise

at 1650

to

1710 rpm, gradually re

duce power, and land. Each flight

is actually

in the air for about 15

minutes. There are, of course, ferry

flights where the engine runs con

stantlyat 1700

to

1750 rpm. That's

ders into

top

cylinders. This

auto

matically cleans

the

plugs because

rear plugs tend

to run

hotter, will

erode quicker, and tend to acquire

chemical

deposits. I

attribute this

routine to getting 700

hours of

foul-free

spark

plug operation.

New plugs were installed at this

point.

So,

if you don't change

plugs

from front to

rear, I suggest

you institute this

procedure. It re

ally works

We never

had

a

magneto drop

because of a fouled

spark plug caused by 100LL fuel.

I

was conducting

a cylinder

leakage test every 100

hours

of op

eration, but

since

the

engine is

nearing the end of

its service life, I

did

the

check every 50 hours. Now

it

wi ll

be

every 25 hours, just to

keep tabs

on

cylinder leakage. With

the engine warm and at 80 psi of air

pressure, a

cylinder normally

will

hold 72

to

78 psi. When

cylinder

leakage drops below 70 psi, I stake

the

exhaust valve by removing

the

rocker cover

to

tap

the

valve with a

wood block and hammer. Avgas of

lOOLL puts an unbelievable

amount

of chemical deposits

into the

com

bustion chamber, piston top, and

around

the

exhaust valve that some



engine

seemed to

develop

power,

and performance seemed other

wise

normal. The problem also

seemed to come and go. I leakage

checked

the

cylinders,

and

every

thing was normal; however,

the

problem persisted. Finally caught

the

culprit

t

was

the

No . 4 cylin

der;

the

leakage

check showed at

80 psi it was

only

holding

10 psi.

removed

the

cylinder

and piston,

but there

appeared

to

be no obvi

ous

damage

other

than

blow-by

around the rings. replaced

the

cylinder,

and we

continued on.

Now

,

at the

910-hour

SMOH

mark,

the No.5 cylinder decided

to do the same

thing. At 80

psi

the

cylinder would

hold

only

50 psi,

which

would

slowly

drop

to 44

psi and stabi

lize.

So

removed

the cylinder, and

i t

appeared

exactly

as

No.4 did

300

hours

earlier.

t

had blow

by

around

the

rings

(which could be

heard

coming out

of

the

crankshaft breather)

and

a

lot

of

chemical buildup from the LL

fuel. I inspected

the piston and

cylinder, roughed the walls

with

a

hone,

and reinstalled the cylinder

with new

seals

and

gaskets.

That

was 20 operation hours ago,

and

a

leakage

check

shows

at 80

psi

the

cylinder holds

76

psi. For the pres

ent, problem solved

terline

of the

No.5

cylinder on

compression stroke.

t

works

The cylinder problems we've ex

perienced

on the Wright have been

on

No.4

and

No.5,

the

two lower

cylinders. Why, don't know. All

the other

cylinders

are still the

original overhauled parts and have

930

total

hours

of

operating

time.

The first

problem

(No . 4) was loss

of

ring

tension. The second

prob

lem (No.5) was glazing of cylinder

walls.

Wright

R-760s

have

always

had an oil control problem with

the

lower cylinders. This

could

be

the

cause.

The Wright

R-760

engine also

has no

lower rocker

drains,

so all

rocker

arms below the

horizontal

will

not drain back

to

the

sump

to be scavenged

into

the oil tank.

During engine operation, con

densation

forms

in

the

oil

tank

and works

its way

to the lower

parts of the engine.

This

water

from condensation

will

eventu

ally

seek the lowest

level

and

firing revolutions and

check

the

clearance

on

each

cylinder.

Here

again, the silicone valve cover gas

kets make this task easy

but

messy.

Re-torque

the

rocker cover retain

ing nuts to

about

20 to 25

inch-pounds,

no more.

After a

flight

around

the patch the leaking

covers will be readily seen.

carry

a 7116-inch socket

and ratchet in

the

baggage

compartment and

just

snug

the

nuts

until the

cover

quits leaking.

Engine power output

and

gauge

readings plus listening to the

en

gine

is

helpful to long life.

We

have been using

AeroShell

SAE

100 (50

weight)

oil

here

in Florida.

However,

the tem

perature

is

starting

to rise

into the

80s,

and

will

switch

to

SA

E 120 (60 weight)

on

the

next oil

change. Oil pressure

is a

constant

70 psi

while

I

occasionally

see

the operating

temperature at

65°

C.

AeroShell tech reps

have

told me

that

can operate

the

oil to

slightly warmer than

lOO

oe

(actually

250

0

F)

with no

breakdown of

the

oil.

The oil

should

run hot to

help boil off wa

ter accumulations

caused

by

condensation.

The Wright redlines

at

88°e inlet oil temperature. I set

operating oil

pressure

at mid

range,

70

psi (the Wright

oil





s

Russ

Farris sat un

der the wing of his

shiny

170B enjoy

ing

the

crowd at

Sun

'n

Fun 2003, he

knew that few of the passersby could

know that the

most

interesting

chapter

in

the

life of his airplane,

N8143A,

actually

started on the

morning of September

9

1956.

On

that

day,

the

lives of a

Continental

Airlines pilot, Ben Richards, and one

of

the

first

owners of the

Cessna,

James

Folks

of Carthage, Texas, were

about to cross in a most unexpected

sort of way.

Continental Flight 190 was a rou

tine

DC-3

short

hop

flight-EI Paso,

Tulsa, Bartlesville,

then

Kansas City.

Captain Richards had

made

the

flight many times in the past. In

fact, he had more than 5,800 hours

of DC-3

time-nearly

half of his to

tal

time in

the air

had been

at the

controls of a Gooney Bird. This par

ticular

DC-3 had seen its share of

traveling, too. By 1956 it had accu

mulated nearly 36,000

hours

since

joining the Army

as

a C-47 in 1942.

t

was a clear Sunday

morning

,

and James Folks was enjoying some

time off and looking forward to giv

ing some of his young friends a tour

of the Bartlesville, Oklahoma, area

in his recently acquired 170B. Folks

had been flying for years and had a

total of 3,200 hours

in

his logbook,

a considerable amount of time for a

civilian pilot.

Captain Richards and his copilot,

John Deshurley, made their first stop

His passel of pas

sengers finally settled

down, and with their

noses glued to the

windows,

Folks

and

the

Cessna trundled

down

the

runway

and lifted into

the

air.

The time was almost

exactly 2:30 pm.

As

the gear of the

Cessna left the

ground,

Continental

pilots Richards

and

Deshurley were get

ting ready for their

arrival at Bartlesville.

They had already

called and gotten

the

wind

and

altimeter

settings

and

were in

the

process of clean

ing up the flight

deck

in

preparation

for th

e

ir landing.

Their route made it

Russell Farris and his friend Shayla Reese.

easy for them to

make

a straight

en

try

into downwind

for Runway 17

at Phillips. About

that

time , James

Folks and his passengers were scan

ning the ground

trying to pick out

various homes

on the

outskirts

of

Bartlesville.

The

DC-3 was established on a

long downwind, and First Officer

Deshurley was

running

through

the

short

in range checklist, which

normally took

about 30 seconds.

One of the items on the

list

was

checking the level in the hydraulic

James Folks was rolling

into

a

turn

to look at a house, fate brought their

two airplanes together. The Cessna s

prop sliced

into the

right aileron of

the DC-3 from below, then the trans

port

surged

ahead,

and the 170B

chopped several feet off the airliner s

right elevator and stab.

With

all

the sheet

metal flailing

around,

the top

cowling

of the

Cessna disappeared,

the

leading

edge of the left wing was bashed and

scored, and the windshield broken.



With the

exception of modern avion-

ics,

the 170 s panel remains much

as

i t

did

during

its

encounter with

the

DC 3. A

pair

of LightSPEED ac-

t ive noise canceling headsets

keeps the pilot and

copilot s

hear-

ing

intact.

right seat for

U.S.

Airways via Pied

mont ,

but he

never lost his love for

little airplanes.

As a young CFI, I was instructing

in Cubs

and Champs, Cessna 170s

and 140s, and my taste has always

run that way. In the early '90s, I got



-

UJ

8

: ::

::;:

Then,

about three

years ago I

came across

glideslope, but

that

was it.

"I

live

in

Rock Hill,

South

Car

olina,

and

I fly

the airplane

all

the

time

on

instruments, so it was im

portant

I

have

a

good panel, but

I

tried to keep it looking as original as

possible

while getting maximum

utility out of it.

Almost from

the

moment

I

bought the

airplane,

I

have been

vaguely bothered by a series of scuffs

and

creases

on the leading

edge of

the left wing. It's an area about the

size

of

your hand, but it always

bugged

me

because

the

rest

of

the

and flowed over it.

Having

flown

DC-3s

quite

a bit, I

can't

imagine

how

they managed

to

do

that amount of dam

age

to

a DC-3 and

not

crash

them

selves. For the prop

to

chew up

the

ele

vator and

stab,

that

means the

wing was

clear

under the

DC-

3's fuselage.

It just

looks as if

it would

hook

the

tail wheel

or something. The

way the

dings are

shaped in

my

wing,

they

look exactly as

you'd

expect

a

wing

to look

that

skipped

off the bottom of

a

fuselage.

"I managed

to

come up with a

newspaper clipping

from Bartlesville about the aCCident,

and

it

had photos of both

airplanes.

The top cowling

is

completely miss

ing,

and the

crash investigation says

that

two spark plugs were knocked

out. That means something

with

some weight came down

and

took

the cowl and the plugs

at

the same

time. How do

you

hit something

hard

enough to

break spark plugs

and not crash? Absolutely amazing

"I have spoken with

John

Deshur

ley who has very vivid memories of

that day. Also, the DC-3 involved

still exists in a museum in Holland.



EAA AirVenture

Museum hosts

extensive exhibit of

Charles Lindbergh s

life

DICK

KNAPINSKI

row Lindbergh, who

became

an ac

claimed author

in

her

own

right,

will also be included.

The exhibit's appearance at EAA

is

made possible through support

from Socata Aircraft,

EADS North

America, and

Dassault

Falcon Jet

Corporation.

Additional

support

provided by

Goodrich

Corp.

The

EAA

AirVenture Museum

is

lo

cated just off Highway 41 at the

Highway

44

exit in Oshkosh. The Mu-

seum

is open

Monday through

Saturday from 8:30 a.m. to 5 p.m. and

on Sundays from 10 a.m. to 5 p.m.

For

more

information,

call the EAA Air

Venture Museum

at

920-426-4818 or

visit

www airventuremuseum org

Personal

artifacts

, such as

the

large globe presented to the

Lind-

berghs

as

a wedding present

from

B.

Franklin Mahoney, are part of

the

hundreds of Lindbergh

arti-

facts

and souvenirs

on

display

until early October

at

the

EAA Air-

Venture Museum.

The EAA

AirVenture Museum in

Oshkosh marks its

20th

anniversary

in Oshkosh

this summer

by

hosting

the largest traveling exhibit

ever

brought

to

the

facility, as

the

renowned

Lindbergh

exhibit

pro

duced by

the

Missouri

Historical

Society

will be

on

display at EAA

through

early October.

I t includes hundreds

of

superb

artifacts drawn from

Charles

Lind

bergh's

personal collection, many

on public

view for the first time in

decades. Those

items include

Lind

bergh's flight suit and other gear

from his historic trans-Atlantic jour

ney

in

1927;

the Orteig Prize

proclamation and

medal

won

by

Lindbergh; his Congressional Medal

of

Honor; and many more of the

important documents, souvenirs,

and other objects

attesting

to

lind

bergh's worldwide popularity.

The exhibit also looks

at

the more

controversial elements of Lindbergh's

life, including

the

tragic

kidnapping

and

murder of his son in 1932;

lind

bergh's

forceful support of the

isolationist

America First

move

ment; and

his

acceptance

of awards

from Nazi Germany

and

Japan in

the

days prior to World

War II

Other exhibit items include

his

toric

film footage and

radio

broadcasts

that capture

the

emo

t ion

surrounding

Lindbergh's

successful solo flight across

the

At

lantic Ocean; an interactive cross

section of the Spirit ofSt Louis cock

pit

that

gives

visitors a

thorough

understanding

of

the

challenges

faced

during

Lindbergh's

33-hour

journey;

and

special displays

of

par

ticular interest to children and

families. In addition, memorabilia

from

Lindbergh's

wife, Anne Mor-

To

display the Lindbergh exhibit adjacent

to

its own display of

the

EAA

Spirit of

St.

Loui

s replica,

EAA

had to construct a 4 ,

OOO square

foot museum within a

museum. The special temporary construction allows

the

Lindbergh exhibit to

have its own lighting

and di

splay capabilities, creating a

un

ique experience for

EAA

AirVenture

Mu

seum visitors.

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

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



58 Y.ars TOCJ th r in th (o(kpit

A

WWII

transport

crew

sticks together

Jim Gorman and Frank Moynahan n

945

(Jim s on the far

left

, and

Frank s next to him) and present day (Jim s

on

the right) with Jim s

Beech Staggerwing.

I

is

unlikely you ll find

any

World War

II

pilots still flying as

a crew,

but

we know of two: Jim

Gorman

and

Frank Moynahan.

Their story began in the South

west Pacific 58 years ago. Jim s

crew

along

with 15 airplanes, departed

the United States in C-47s

as

part of

the 3rd Air Commando Group,

318th

Troop Carrier Squadron for

assignment to the 5th

Air Force. Af-

ter

51

hours

of flying

time

via

the

Hawaii,

Christmas,

Canton, and

Tarawa

islands

and

Guadalcanal,

they arrived in New Guinea.

As

the war progressed, moves

were made

to

the islands of Leyte,

Mindoro

in

the

Philippines, and

Luzon, where they

landed at

Lin

gayen Gulf

shortly

after

the

invasion. There

the

runway was a

dry

rice paddy. Frank Moynahan

arrived

on the scene in

January

1945, and Gorman and Moyna

han

became a team

at

ages 20

and

19. As

Jim

has stated many times,

it took

only

a week or so to realize

that

Frank

was

probably

a

better

pilot than he was. From then on

they

exchanged seats on their mis

sions. During the

battle

for

Manila,

they

landed

on Quezon

City Boulevard

with

ammunition



Tailwheel Transition

Training

Part

2

Wheel landings, or 101 w ys t st rt religious w r

DONOVAN HAMMER

f long ago you were the type of

kid who would poke at an

ant

hill, you

might

like

to

know of

an

adult equivalent in which

you enter a hangar full of tailwheel

pilots

and

ask how

and

why wheel

landings

are performed.

The

ensu

ing chaos is very nearly

the

same,

tailed arguments supporting my po

sition, some of

what

I say here will

have

to

be taken

on

faith for now.

The three-point landing is widely

accepted to

be

the

conventional

method of landing for most models

of

taildragger airplanes.

But, the

wheel landing is an important tool,

that, to receive a tailwheel endorse

ment, a pilot must demonstrate

proficiency in wheel landings unless

they

are not recommended by the

manufacturer for

the

airplane used

for training. Unfortunately, for some

certificated flight instructors (eFls),

this is what could be one of the most



Because

the

tail wheel has

no

sup

port at touchdown, and because

the

airspeed is a bit higher,

the

wheel

landing is more susceptib le to the

t

bounce.

At

touchdown,

the

pilot

must

gently apply forward pressure

on the yoke or stick to eliminate the

tendency for the aircraft to bounce

as well as to hold the aircraft to the

runway. The

pilot must

exercise

good control so that the

touchdown

is

done

gently with very little verti

cal velocity. It

should

be

noted

that

landing techniques used for tricycle

airplanes have no real counterpart

to the wheel landing, so transition

pilots have little prior experience to

draw from. Ironically,

glider pilots

can relate to

wheel

landings more

easily because the conventional

landing

for

gliders

is

essentially

a

wheel landing, although it is not re

ferred to as such.

The list of advantages

and

disad

vantages offered by wheel landings

can be somewhat subjective and will

vary to some degree from instructor

to instructor. The transitioning pilot

should

not

be deterred by

the

fact

that

there are

some

differences

of

opinion. Notwithstanding, a partial

list of

the advantages might

be (a)

improved visibility, (b) wider allow

tions calling for wheel landings are

as much a matter of

technique,

de

pendent on pilot

and

aircraft, as

they are a matter of accepted prac

tice. Most students are

more

comfortable

with

definite rules gov

erning the

use

of wheel

landings.

But, like many things in aviation,

one size does not necessarily fit all,

and it

is

up to the judgment of the

pilot to decide what usage

is

appro

priate for

the situation. Therefore,

an important job rests with the in

structor to ensure

that the student

is

adequately prepared

to

make a safe

and

informed decision. The instruc

tor will provide guidelines based on

accepted practices flavored with per

sonal preferences that are based on

the

instructor's

own

technique.

However,

in the

final analysis, it

is

up

to

the

transitioning

pilot

to

be

come proficient with wheel landings

and to experiment with them to see

what works best.

Whether or

not

you decide to use a wheel

landing

should be based

on

what

you

judge

to be

the

appropriate action for your

situation, and not because you lack

the

skill to

do

it.

Wheel

landings and

crosswind

technique are two areas where CFls

frequently

fail to

provide

adequate

training. The fact

that

Mother Nature

cannot be relied upon to provide the

proper conditions becomes one com

mon reason that crosswind training

gets neglected.

On

the other hand,

the reasons that wheel landings get

shortchanged are

not

so easily ex

cused.

The

first of

these reasons is

perhaps that wheel landings are not

tailwheel airplanes don't really un

derstand their significance. And yet

one more reason

is

that it is not un

common for the wheel landing part

of the training to become somewhat

protracted

i f

the

CFI is

intent

on

bringing the student up to the appro

priate level of proficiency. However,

the

overly customer-oriented CF I,

sometimes under pressure from stu

dents

, may rationalize that

the

students

can be turned loose to re

solve any shortcomings on their

own, or to come

back

later

for fur

ther instruction when they get a

better feel for their new airplane. The

truth is that the likelihood that ei

ther will happen is not always gOOd.

The punchline to all this verbiage

is

that

in order for you to consider

yourself a taildragger pilot you must

be proficient at wheel landings. The

first step toward this

goal

comes

from the proper training, which

must be followed up with frequent

practice

and experimentation. I

know that

getting many

pilots to

read anything can be about as suc

cessful as getting them to enjoy a

trip

to the

dentist,

but

I

cannot

stress

enough

the

importance

of

a good

textbook. Two very good and readily

available texts are The Compleat Tail

drag

ge

r Pilot by Harvey

S. Plourde

and Conventional Gear: Flying a

Tail

dragger by David Robson. You need

not worry too much about deciding

between them.

Get

both;

each has

its

own

perspective,

and they

com

plement

each other

well.

In

closing

maybe you should

consider

all of

this as enlightened self-interest.



NTAGEINSTRUCTOR

fter

the

DOUG STEWART

A

Short while ago I was flying to a

nearby

air

port with my 16-year-old son at

the

controls

in

the

front seat of my 1947 Piper

Supe

r

Cruiser. At

the appropriate time he started

his descent. With carb

heat on and

power reduced to

2,000 rpm, we were in a stable

cruise

descent. We

were approximately 2 miles from

the

airport, descend

ing through 2,500 feet AGL, when he suddenly pulled

the power to idle. It certainly caught my attention as I

sat

up and

said, Why'd you pull

the

power? I did

n't, he said.

"I

thought

you did ,

he continued

as he

began sitting up straight in

the

front seat.

Saying, I've got it, I quickly took

him

through

the

drill. Trim for best glide. Carb

heat on.

Mixture full

rich. Check

both

fuel

tanks on.

Mags

on

in

both

.

From

our

position relative

to

the

airport, we

had

just

enough

altitude and distance to glide

to

a

downwind

landing.

Announcing our

position

and predicament

on the

UNICOM frequency, we set up for a modified

left base

to the

runway. Luckily there was

no one

else

in the pattern. With the

slow glide speed of a PA-12,

there was

not

enough air passing through the prop to

keep

it windmilling, and

as

i t

came to

a

stop,

I

am

sure my son's eyeballs were about as big as saucers.

I

touched

down

on the runway

just a little farther

than

I had planned,

as

I had

not

realized

the

tail wind

would be as strong as it was. However, I was still able

less

than

good skills? Currency?

As

a flight instructor

there isn't

too

much in

my

pocket,

but

as far as prac

ticing simulated power failures

goes,

I would

be

honest and accurate

i I said

that

I coach

students

through

these at

least several

times each

week. Fur

thermore, when I am pleasure flying my Super Cruiser

by

myself,

or with

friends

and/or

family

on

board, I

practice a

simulated

power failure at a minimum

of

once a

month.

To me,

that

is

money in the

bank.

These

simulated

failures are practiced both

at

alti

tude

as well as in

the pattern

,

and

they are always

taken

to

a landing. To up the

ante

I

insist

both for

myself, as well as for

my

students,

that

th e

landing

be

a precision landing, touching

down on, or

no

more

than

100 feet beyond, a deSignated spot.

Bob Martens,

one

of

the

best Safety Program Man

agers the

FAA

has in it's employ, is often heard

to

say

that if you have

not

practiced a simulated power failure

in

the

past 30 days,

then

you are

not

current if your en

gine does indeed fail for real. How current are you?

Many pilots feel

that they

have

to

have

an

instruc

tor on board

to

practice a simulated failure. This is not

the

case

at

all. However let's be

CLEAR

about

several

things.

When

practicing

failures, be sure to CLEAR

your engine at least once for every thousand feet of al

titude loss

.

That way if

a

go-around becomes

a

necessity, your simulation will not become a real



flaps wi ll

only

come from experience. I

wo

uld not

want

that knowledge

to

be gained

only

when experi

encing

a

genuine

failure.

To

gain

th

e

most

o

ut

of the

training be sure that you endeavor

to land

on a desig

nated spot. And

to

further enhance the training, do a

soft-field landing so

that

you are prepared to land

in

a

plowed corn lot if that happens

to

be

the

only landing

option if or when your engine fails for real.

Speaking

of real

engine

failures, you won t have

time during

a failure

to

get out the checklist. This

is

one of those emergencies that requires you to know

what to do

immediately.

It is

on ly through frequent

practice

that

will you be prepared for the eventuality.

Memorize

the

engine failure checklist

through

re

peated practice.

I have also found th

at

many pilots, when verbaliz

ing the procedure, say at some point, "Attempt res tart

of engine." I ask if that means

that

they are going to

go to the starter switch, and I usually receive a reply to

the affirmative.

What we have to realize is that in

many

engine fail

ures,

the

reason

the

engine

is

no longer producing

power is because it is missing one of three ingredients:

fuel, fire, or air. If this

is

the case,

the

propeller will be

windmilling. Restore

what is

missing

and the engine

will immediately restart without ever touching a start

switch. The fuel could be missing because you 've run a

tank dry (if it's your

only

tank, you had better look for

a landing spot) the mixture might have vibrated to idle

cut-off a fuel line might be blocked; a fuel pump, if you

have one,

might

have failed; or a fuel line might have

broken.

Switching tanks, checking mixture full

rich,

and

putting

on

an electric pump, if so equipped, should re

store

the

fuel. The

engine

might not be getting air

because of carb ice or a blocked

induction

system. Try

carb heat or alternate air. n engine might not run

too

well if a magneto has jumped time, so see if

the

engine

will run better on one mag or

the

other.

You are probably wondering

what

had caused my

failure. Well . . . the best I

can

figure

out,

I

had

more

than

an

hour's

worth

of fuel on board,

but

it was dis

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P SS

IT TO

Bue

BY

E.E.

BUCK HILBERT, EAA 21 VAA 5

P O

Box

424

UNION IL

60180

ow come

we do

• ••

?

Doing owner-assisted

annuals

has

its perks. It gives me a

chance

to

meet

and

greet fellow aviati on enthusiasts

who are

addicted

to the

airplane

dis

ease

and

love

airplanes. There

are

times when eve rything isn't fun,

and

an annual

inspection

reveals prob

lems

that

can really deflate

an

owner's

ego as well as his wallet.

Then too, there is the guy, let's call

him

Captain Knowitall, who flies for

an airline and

is

an

expert on every

thing.

His

attitude and treatment

of

his "little" airplane borders on the

criminal. "That

little

airplane can't

hurt me! I'm a heavy equipment op

erator!

By

the way, I'm

having

a little

trouble trying to turn my

airplane

to

the right.

Is

there a problem?"

After a few more comments and a

question

or

two,

the

source

of the

"problem is uncovered. He has a

"big"

Scott tail wheel

on

his Cessna

140,

and

it does in fact swivel in only

one

direction.

Other

than

that, the

operation,

although

dirty and

over

lubed, seems normal.

I asked him if

when

he parked his

airplane after

he

is

through

flying for

the day, if

he

trailed

the

tail

wheel

to

the fore and aft position? His reply

was

something

like

this

:

"What the

heck

for?

I never worry

about

it "

hard

on

the tire, the spring, and all the

attached hardware. It's also embarrass

ing to our pilot when he tries to make a

tight turn in the locked-up direction.

All

the lube in the world won't help.

The only remedy

is

to remove and re

place the tired, weakened spring, and

then take care to always park with

the

tail wheel in the trailing position when

you secure your airplane.

Captain Knowitall is also a verita

ble

repetitive

question box . I'm

forever

answering questions such

as:

Why

do we do a compression check?

Why do

we

rotate the spark

plugs?

Where do the lead deposits come

from

in

the spark plugs?

Don't misunderstand me; there re

ally isn't a dumb question. If a person

asks a question, an explanation is the

only

way

to

go; however,

and

this

is

the problem, Captain Knowitall some

how doesn't absorb

the

answer. He is

cyclical in his questions. He

abounds

in

theories that contradict plausible

explanation,

and

is

busy telling all

who will listen hi s

theory

that

he

never hears

what

I have to say.

Your technician,

your

airframe

and

powerplant (A&P)

mechanic

, and

your A P with an inspection authori

za

tion

have spent

countless

hours,

days, and even years gaining the ex

I mentioned

the compression

check. What does

it

accomplish?

In

short,

it's

not

an

MRI,

but

if

it's

done correctly,

and when

the

en

gine is still

warm

after recent opera

tion, it's sort of like

an examination of

your innards.

A look

at the

spark plugs, coupled

with

the compression check, can give

a

good

indication as to the condition

of your

engine. The clues are

there;

it's up to the "wrench to read them.

Oily

plugs? Fouled plugs?

Burned

electrodes? Plugs

have

a story to tell,

if

one

can only

read

them,

and that

coupled

with

the compression check

can isolate a

problem

when it may

still be

minor-before

it escalates

into

a major repair.

This

is

why we do the compression

check

just as soon

after

the opera

tional check when the airplane comes

into

the

shop. If

there

is

a "bellyache"

it will soon be evident.

The

second

item is to drain the oil

and

open up

the

filter to look for any

suspicious debris. Finding that the fil



FLY IN CALENDAR

= .

J,M NE

WlUN

f

The fol/owing

list coming events is furnished to

ollr

readers as a matter illforrnatioll ollly and

does not constitute approval,

spollsorship,

involvemellt,

control

or

direction

allY event fly-in, semi

nars

fly

market,

etc.)

li

sted. To

submit

an event, please log on to www.eaa.org/events/events.asp.

Only if Interne t access is unavailable should you send

the information

via mai l to:, Att: Vin

tage Airplane P.O.

Box

3086 Oshkosh WI 54903-3086. Information should

be

received

four

mOllths prior to the

event

date

.

AUGUST 8-

10--

Alliance,

OH-5th

Annual

Ohio Aeronca

Av

iators Fly-In, Alliance

Barber Airport (2Dl) Info: Brian 216-932

3475, bwmatzllac@yal

lOo.com,

or

www.oaafly-in.com

AUGUST 9

-Toughkenamon,

PA-EAA Ch.

240 Fly-In/Drive-In Pancake Breakfast

Lunch,

New

Garden Airport (N57). 8a.m.

2p.m.

Young Eagles

Flights. Info:

215-761-3191 or

EAA240.org

AUGUST 1000Queen City, MO-15th Annual

Watermelon Fly-In

BBQ,

Applegate Air·

port, 2pm·dark. Info: 660-766-2644

AUGUST 16-Cadil lac,

MI-EAA

Ch. 678

Fly-In/Drive-In Breakfast, Wexford Cty

Airport. 7:30-11 a.m. Info: 231-779-8113

AUGUST

1 7

-Brookfield,

WI

-VAA

Ch. 11,

19th Annual Vintage Aircraft Display

and

Ice

Cream Social, Capitol Airport. Noon

5. Info: George 414-962-2428 or Capitol

Airport 262-781 -8132

AUGUST

22

-

23

-Coffeyville, KS-Funk

Air

craft Owners Association 26th Annual

Fly-In and Reunion. Info: 302-674-5350

AUGUST

22

- 4 Sussex, NJ-Sussex Air

show. Experimentals, ultralights, classics,

warbirds,

top

performers,

celebrate the history of flight. Info: 973

875-0783 or

www .

sussexairshowinc.com

AUGUST 29

-

31

-Saranac Lake, NY-Cen

tennial of Flight Celebration

Air

Show.

www.saranaclake.com/airport.shtnll

AUGUST

30--

Zanesville,

OH-EAA

Ch

.

425 Pancake Breakfast Fly -I n/Drive-In,

Riverside Airport, 8am-2pm. Lunch also

available. Info: 740-454-0003

AUGUST

30--

Prosser,

WA-EAA

Ch. 391

20th Annual Labor Day Weekend

Prosser

Fly-

In. Info: 509 -735-1664

SEPTEMBER

13

-14-Rock

Fa

ll s, IL -

North

Central EAA

"Olel Fashioneel"

Fly- In,

Whiteside

County Airport (SQI).

Forums, workshops, fly-market, camp

ing, air ra ll

y,

awards, food exhibitors,

Sunday

pancake

breakfast. Info: 630

543-6743

or www.nceaa.org

SEPTEMBER 13 -1

Bayport,

NY-40th

Annual Fly-In of the Antique Airplane Club

of Greater

New

York,

Brookhaven Calabro

Airport. Display of vintage and homebuilt

aircraft, awards, flea market, hangar party.

Info: 631-589-03 74

SEPTEMBER 19 -20--Bartlesville, O K

47th

Annual

Tulsa Regiona l Fly-l n. Info:

Charlie

Harris 918-665-0755,

Fax

918

665-0039 www.tulsaflyill.com

SEPTEMBER

20 -21

-Nashua,

NH-2003

Aviation Heritage Festival,

sponsored

by

Daniel Webster Co llege. Nashua Airport,

adjacent

to

the

co llege. 8:30am-5pm.

Featuring

25

vintage airplanes, distin

guished guests, seminars,

and

aviation

exhibits sure to

educate and

entertain

peop

le of all ages. Tickets availab le

at

the

gate, cash on ly. Adults: $10, Children 6

12: $5,

Children

5 and under: Free. Info:

603-577-6624 or

www.dwc.edu /fes tival

SEPTEMBER

21

-Simsbury

CT-Annua l

Simsbury Connecticut Fly-ln.

We

es

pecially

welcome antique and vintage a/c, along w/

homebuilts and Warbirds. Trophies awarded

for

best

of type.

Event also

features

flybys by

Navy

F-18

jets, a Canadair business jet, para

chute jumping, over

125

beautiful antique

cars, and more. No advance registration, no

admission

fee

for aircraft flying to the eve nt.

Info: Bill Thomas 860-693-4550 or

wdtholnas@snet .net.

EAA

FLY-IN

SCHEDULE 2003

• EAA

Mid Eastern

Fly

In

Augu st 22-24, Marion, OH

(MNN)

44 352 17

8

•

Virginia

State

EAA

Fly In

September 20-21, Petersburg,

VA (PTB)

www

.vaeaa.org

• EAA Southeast Regional Fly In

October 3

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8

Years

Together

in the Cockpit continued from

page 19

Their C-47, flown

by

ano th

er

crew, was lost in

the

Luzon

Moun

tains while

on an aerial

resupply

mission. Fortunately,

anot

her very

well used C-47 was located

as

a re

placement.

During

February 1945,

Jim

and

Frank flew 112

hours and

32 com

bat

missions for aerial resupply

of

the Philippine

guerillas that were

fighting the Japanese

on

Luzon.

In Europe, 30 missions got you a

trip home. In the Southwest Pacific,

you got a warm cola at the Red Cross

tent

and

the opportunity

to

finish

out

the war where you were. In eight

months, 6,600 sorties were flown by

the

318th. That's

just

short of two

missions per day, per airplane.

The

next base

of operations

for

the

318th

was the island

of Ie

Shima, off

the

coast of Okinawa,

to

prepare for

the

expected November

I,

1945,

invasion of Japan. While

there,

after

the dropping of

the

atomic

bombs,

they had

the

rare

opportunity to see the Japanese

Betty

bombers land on

their

strip

with

the

high-ranking

delegation

en route to

Manila

to arrange for

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the

final surrender.

The

most

heart-warming

of their

missions was, after

arriving

in

Japan

two

weeks before

the

formal

surrender, flying out

to remote

ar

eas

of Japan

to

bring American

and

other

prisoners

of

war back

to

Tokyo for transfer back

home

after

some

had spent

more

than

four

long years

in

captivity.

After

the

end of

World

War II,

they learned

that

had

the

invasion

of

Japan

taken place,

the

estimated

casualty rate

of their

squadron was

80

percent. Both

would

be glad to

discuss the

matter with those

who

say we should

not

have dropped

the

atomic bomb.

Once back home, Frank

and Jim

followed the same format for

their

early civilian lives, returning to col

lege and joining

the

National

Guard,

where they

again

flew the

C-47 in addition to the P-51 Mus

tang

and

P-80 jet fighter.

Jim joined his father's company, a

pump manufacturer, while Frank be

came a Delta Air Lines pilot. He flew

DC-3s and everything else up to and

including the Lockheed L-101 1. Their

paths dr ifted apart until

the

1970s,

when they met again at the

EAA

fly

in in Oshkosh. Frank had brought his

Pitts Special, while Jim had flown in

with his Beech Staggerwing.

Frank was the last WWII veteran

pilot to retire from Delta.

Jim

and

his wife, Marge, joined Frank and

his wife, Lucille,

and

Frank's chil

dren

on his last

flight

from


http://slidepdf.com/reader/full/WNW.eao.org







JOHN MILLER RECALLS

continued from

page

make such

short

flights, here is

how

it was

done.

The

takeoff began right at

the

chute. After liftoff

the

plane

was held

down two or three seconds and then

lifted

up

into a

steep climbing 180-degree

turn to

down

wind, a cross between a wingover

and

an Immelman.

Shortly after passing

the

touchdown

area

a steep

banked turn was

made

to land. The speed was killed

by wide fishtailing,

and

touchdown was made exactly

on the

same spot each time so

that

the plane could be

slightly braked to a stop with the lower wing just past

the chute. t was a real

rolier-coaster

ride, and

the

people loved it. They all

got out

laughing, and

many

went right back and bought tickets for a second ride.

I had realized

that those people who had never been

close to an airplane before just wanted a

short

sample

ride the first

time,

not a long one. A family of

four

could go up for 4, fully

equivalent

to today's 16

at

least,

but

far less

than the

20

or more that

it

would

cost at an airport. None complained. With the airplane

going up and down, with never a break, the excitement

was high,

and

people

who

would

not

normally take a

chance of flying got

caught up

in

the enthusiasm and

did it, by

the

hundreds. The tailskid would actually dig

a big hole in

the

ground where it touched down repeat

edly in

an

area of only about 5 or 6 feet.

The

flying would

become almost

automatic

from

repetition. In

the

evening it was fun to layout all

the

money on the

beds

and

the

floor

of

the

hotel room to

count

it

and

check the tickets

against

it and then

to

divide

it up. Even

though

it was obvious to

many

people that we were loaded with

money

at the end of

the

day,

there

was little

chance of

a

holdup

in

those

days. Nevertheless, I always carried a .32 Colt pistol.

In

later years while flying

on the

airline,

my

copi

lots and even the flight attendants sometimes asked

how

I

could make such consistently

good

landings,

and I

just said

that I' d had a heliuvalotta practice

while barnstorming, like 250 or more landings a day.

In 1930

I

did

a

lot of passenger

hopping

in

a

New

ride in a IN-4

Canuck

in 1921

and

flew out

of

Teter

boro until

he

retired. A street at Teterboro is

named

for him. Before he died

he

wrote

me

several letters re

calling that flying.

None of the other

pilots

ever

learned about

my

method ,

and

I did not brag

about how

many passen

gers I carried because they might get curious and

investigate. They were all busy

on

some airport trying

to

get

people to part with five bucks for a 10

or

15

minute ride, so they did not

know

what I was doing

or

even where I was. t

would often

be several weeks

before I

would even touchdown

on the

established

airport,

for

I was always out in the farm country

somewhere. The men who

worked

for me were not

aviation people, so

they

did

not

go

to

airports. In fact,

I kept them busy seven days per week.

I like to th ink about the thousands of people whom

I flew on

their

very first flights , before

the

era

of

air

lines more

than

60 years ago,

when

airplanes were still

open-cockpit biplanes. They are

the

airline passengers

of

today.

When

I was flying

the

airliners later, I

often

wondered

if any

of the

people I originally introduced

to

flying

might

be riding with

me

in a pressurized jet

airliner at 35,000 feet, but I was afraid to ask. . . . . . .

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hren

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M,

johnson

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L

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jack

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john

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Perry

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OH

james j. Hill . . Napoleon, OH

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.. . . Saunderstown, RI

john Sweeney

.. .. Smithfield, RI

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Schulz

.

. . ..

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Hill

,

SD

Raymond Thomas Spring Field, SD

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checks payable

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VINTAGE

AIRCRAFT

ASSOCIATION

OFFICERS

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Daubner

704

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Rd.

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53027

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Charles W. Harris

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sion is available

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50 per year (S

POR

T

AVIATION magazine not included). (Add $7 for

Foreign Postage.)

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Current EAA members may receive EAA

EXPERIMENTER magaZine for an additional

$20 per year.

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/lAUA is FAST, FAIR and FRIENDLY. What more

can you ask for when you choose insurance

for

your

antique airplane?/I

ave Meeks

Dove and

Trevor flew to

L I " ' ' ' l A l I

for the fi

rst time in

2002

Dove

_ Started flying as teenager

_ After 23 yeor

hiatus

began

fly

i

ng

again in

1997

_

Bought

1941 Interstate

Cadet

in 1998

Trevor

_ Soloed a gli

der

on

4

th

birthday - Sept.

29, 2000

_ Soloed the Cadet on his

6

th

birthday



TYPE CLU

NOTES

con t inue from page 2

This jacket is a Winner No

better way

to

show your

American pride.

Classic stainless steel

mug with plastic

handle and cap.

Standard base fits

most car cup holders.

MD

V00877XL

V00879

L

V008782X VOO88O

SEE

MORE

Check out

all the VAA

available merchandise

showing up on the leading edge of

the

lower

wing just behind ex

haust

tail pipe that nothing will

remove.

These

deposits

appear

as

small black specs that you can feel

when running

your

hands

over

them. Your

fingernail

will flake

them off. This chemical buildup is

also inside

the

exhaust system and

appears

as a light tan to a yellow

color. I've seen it

in this

engine

and

inside

exhaust

systems

of

op

posed

engines.

I have a series of

colored photographs taken of a

Ly-

coming

0-320

in New Hampsh ire

that

was operated

on lOOLL

fuel.

The

chemical

buildup

is

very

heavy. So we

can

expect changes

in radial engine

operation and

even

overhaul

life

i

this

fue l is

used

on

a regular basis.

I have used no fuel/oil additives;

however, I d id

use

some

Marvel

Mystery Oil in

the

fuel for a time .

We

cannot operate the engine

on

automotive fuel because

the

air

plane is flown commercially.

However, if I could use auto fuel, I

think I'd try to use a mixture of

75

percent

auto and 25

percent

100LL. I'll

bet the

engine

would

love

it

So,

it

is

my

belief

that

if

one

stays

on top

of

engine operation

and

does regu

l

ar

maintenance

along

with good preventive main

tenance

measures, engine life

should

be enhanced. I

am

ab

so

lutely sold on

AeroShell

ashless dispersant oil,

with

changes

every

25

hours

(with

no

fil t

er

sys

tem

installed). In fact, AeroShell is

now an

official

sponsor of

Rob's

barnstorming business-Waldo

Wright's Flying Service.

Cylinder

leakage

checks every

50 hours, spark plug gapping and

reversing every 50 hours, and per

haps oil analysis wi ll

keep that

radia

l engine operational for a

long period of time. I pay close at

tention to

oil

consumption.

This

engine

has used

4 quarts of oil

over

a

IS-hour

span of

operation.

I'm sure

that

prolonged engine life

is due to

the

improvements in lu

bricating

oil. And

a

good

understanding

of how best to op

erate

and maintain the

engine over

a l

ong

period

of

time .

Good luck and

happy

flying.

Robert Lock

E-mail: waldo e@aol com









Documents

Vintage Airplane - Aug 2003