Vintage Airplane - Mar 2004

7/26/2019 Vintage Airplane - Mar 2004

1/36


2/36

VOL. 32 , NO . 3

MARCH 2004

2 VAA

NEWS /H.G . Frautschy

4

AEROMAIL

5

JOHN MILLER RECALLS

AN

AIRCRAFT

FOR

THE

MULTITUDES?/John M . M

il l

er

8

NAVIGATING WITH A HANDHELD

NAV

/COMM

Evan McCombs

10

THE VINTAGE INSTRUCTOR

A NEW SET OF

SKILLS/

Doug Stewart

12

REUBEN FLEET'S AIRPLANE

AS

INTERPRETED BY

TERRY BOLGER/Budd Davisson

16

THE CENTENNIAL OF FLIGHT

HONORING THE

ACCOMPLISHMENT

OF

THE CENTURY

H.G. Frautschy

22

PASS

IT TO BUCK

SKIPLANE FLY-IN /Buck Hilbert

25

MYSTERY

PLANE/H.G. Frautschy

27

NEW

MEMBERS

28 CLASSIFIED ADS

29

CALENDAR


3/36

STRAIGHT e

EL

ESPIE BUTCH JOYCE

PRESIDENT

VINTAGE

ASSOCIATION

Luscombes

and

Sun

Old

man winter is

still

keeping

me

from

painting the interior of

the

Luscombe.

The

gentleman

who is

doing the

radio

and

other

wiring

for me has completed all

that he can

do

until I can move

forward on

my

end. The good

thing is that

at

long last

t

seems

to me

that

everything is

moving

in the right

direction.

I'm sure many of you have

ex

perienced

many

of the same

feelings.

When

you have a project,

and,

for

whatever reason you get

away

from

it for a time, it can

be

difficult getting back

into

it.

Years ago I was

very blessed

to

have

Piedmont

Aviation Inc.

only

a

short

drive or

flying

distance

away in Winston-Salem, North

Carolina. t began as Camel Flying

Service, and was founded by Tom

Davis. The restored

Piedmont

DC

3

and

some of the original group

were featured

in

the

U

ad in last

month's

issue

of

Vintage

irpl n

e

This was the FBO from which Pied

mont Airlines was founded.

They

were Piper

and

Beechcraft dealers.

They also had a

very

well-known

engine overhaul

shop

and a highly

hours of this

Tri-Pacer's time

into

my

logbook while

getting my pri

vate and

commercial pilot'S

certificates.

We

sold

N7006B to a

contractor in Ring Gold, Virginia,

around

1968.

If that s the kind

of

thing

you

like

to

do,

then you

re

in luck,

since next month you

w ll be

able

to do

exactly

that

if

you

plan

on

attending

the first

major

fly-in of 2004.

Getting back to

my

story,

one of

the best parts about

Piedmont

vi-

ation was their huge aircraft

parts

department.

They kept wind

shields, props, ribs, fabric, dope,

instruments, and

hardware

for all

mont

Aviation.

To all of

them,

thanks for the good times.

I guess the

next

best thing to be

ing able to go

behind the

counter

is to visit

with

all

of

the vendors in

the exhibit buildings and outside

in

the

display areas

during

a major

fly-in.

t is here that you can

feel,

touch,

and ask

those

questions

that have been on your mind.

f that

's

the

kind

of thing you

like to do, then

you're

in luck,

since next

month you

will be able

to

do exactly that

if

you plan on

attending the

first

major

fly-in

of

2004

. This of

course is

the Sun

'n

Fun E

Fly-In,

starting

April 13.

This will

be

my

20th

year (give or

take a

year) attending. It's

great

being in

the Vintage area, visiting

with

members

throughout the

week. Those of you

who have

been to this

great

event know how

much fun it can be. f you haven't

had a

chance

to go

in the

past,

now would

be a great

time to head

south and enjoy great

weather

and

nice airplanes. Be sure

to


4/36

VAA NEWS

Sun n Fun Vintage arking

t is once again time

to

think

about going to the Sun 'n Fun

EAA Fly-In in sunny Florida. The

dates this year are April 13-19. f

your airplane was built before

1968, you are welcome to park in

the Vintage area.

f your airplane won

an

award

in past years, please plan

to

come

back and park in the first two

rows. These rows are set aside for

past

award-winning airplanes.

Row 3 will be for the Antiques,

Row 4 will be all C-195s, and Row

5 is reserved for the SWifts. Plan to

visit with all of them; what beau

ties these are

Camping is allowed under

your

wing, but tell the parkers that you

will be

camping;

you

pay

for

camping

when you register at Vin

tage Headquarters.

We

invite you to plan to watch

the night

air

show

Saturday

evening,

and attend the

Annual

Fish Fry,

but

get your ticket early

at Vintage Headquarters. The An

nual Fish Fry is a

sell-out every

year. Also

plan to watch the

bal

loon launch on

Sunday

morning,

weather permitting. We had more

than

30 balloons last year.

What

a

beautiful sight

f you

have

any

questions,

please fax

me after March

1st

at

Sun 'n Fun, 863/644-9737.

Hope to see you there.

Roy

Olcott,

Chairman

(920-235-3007)

and website vention. OCVB makes continuous

www.oshkoshcvb.org/eaa.c{m). checks with all Oshkosh hotels

In

addition to

Oshkosh hotels, throughout the week.

options include dormitories at

the

UW-Oshkosh dorms: Some

University of Wisconsin-Oshkosh; current availability. To check their

hotels, motels,

and

bed break status, call 92-424-3226.

fasts in

communities

up to 100 Area hotels, motels, and bed

miles or more away; private resi N breakfasts: The OCVB website

dences in the same area;

and

continuously

updates listings, in

there's always

room

for EAA mem

cluding private area campgrounds,

bers at AirVenture's

Camp

Scholler. for facilities from 10 to 100 miles

Housing inquires are picking up, away from convention grounds.

said Gloria Erickson of the OCVB.

Private

housing:

Starting

People are starting to call about

March

I, call the EAA Housing

private residential housing, but we Hotline at 920/235-3007

between

tell them to call back after March 1 8:30 a.m. and 4 p.m. Central time

when we begin giving

out

phone

to check on availability of private

numbers

for private residents

who housing

(ranging from a

bedroom

wish to rent their homes, campers,

to

an entire house) located within

and RVs for the week." Here is ad 10 miles of convention grounds.

ditional information for EAA

EAA Camp Scholler: For

EAA

AirVenture:

members

only, there is a

three

Oshkosh hotels Fully booked, night mlOlmum and no

although there are cancellations,

preregistrations are accepted (first

which occur the week of the con-

come, first served). Camp

Scholler

Celebrating

the

Life

of Steve

WiHman

The

EAA

AirVenture Museum

will

mark

the 100th birthday of aviation leg

end S.}. "Steve" Wittman on April 3-5. A

champion

air racer,

airplane

designer

and builder, airport manager, flight in

structor,

and

early EAA member, Steve

inspired thousands in

the

EAA

family

and around the aviation world.

Built and dedicated in his memory,

Pioneer

Airport's

Wittman Hangar will

be open each

day

for guided

tours on

April 3-5. On April 5, the 100th anniver
http://www.oshkoshcvb.org/eaa.c%7Bmhttp://www.oshkoshcvb.org/eaa.c%7Bm


5/36

opens

July I, 2004.

For more

information, be sure

to

visit

the

EAA

AirVenture

web

site, www airventure org

erobatic

Legend

Duane

Cole

Passes

way

Longtime EAA member, air

show performer, and aerobatic in

structor Duane

Cole

passed

away

of natural

causes on February 3 in

Burleson, Texas, at age 89. Duane,

who held

membership card

EAA

8, earned his private ticket in 1938

and

his

instructor rating in

1940.

That

year

he

flew his first air

show

and for the

next

15

years taught

aerobatics to

Civilian

Pilot Train-

FI RST FLI G

HT

DECEMBER 17, 19 3;

1 :35

A.M.

12 SECONDS 1

2

FEET

DanielslWright Poster

vailable

ing Program

students,

Royal Air

Force

Cadets,

and U.S.

Army

Air

Force

Cadets.

He was inducted

to

the International

Aerobatic

Club

Hall of Fame in

1987

and the In

ternational Council of

Air

Shows

(ICAS)

Hall

of

Fame

in

1995.

Duane Cole's

legacy

and

im

pact on aviation, aerobatic

training,

and

safety will be

re

membered,

said EAA President

Tom

Poberezny.

His

decades

of

contributions

came not only in

the

air,

but

his

nine

books will

leave a

lasting

legacy for

many

years

to

come.

Duane was a

longtime

friend

and

colleague

of EAA

Founder

and

Many

VAA

members have

expressed

an

interest

in having an un

folded copy of the poster of the

Daniels/Wright

photograph

we

included in your

December 2003

issue of Vintage

Airplane We're

pleased to announce

that

a limited

run of unfolded

10- by

IS-inch

copies

of

the

poster are

now

available

The Daniels/Wright

photo

of

the moment of liftoff

during the

Chairman Paul

Poberezny. I've

known

Duane

for 53 years,

and

he's

been

a

longtime supporter

of

EAA,

Paul said. "He was involved

in the early years

of

EAA

and

flew

a

lot of

air

shows-I

would

say

the

majority of

the

EAA air

shows

over

the

years up until

10 years

ago when he lost his medical. Du

ane

was

an inspiration to

a

lot of

people in

the

air

show business;

it's all

he

did all his life ."

Duane's Taylorcraft

is enshrined

at

the EAA AirVenture Museum.

Duane

is

survived by his

wife,

Judy, who

performed

as

his

wing

rider.

Awards

over

the

years in

clude

the

1962 and 1964

U.S.

National Aerobatics

Champi

onship . He

also

was

involved

in

the

Reno

National

Championship

Air Races

where he served

as di

rector. Duane

has

been on

nearly

1,500 airports (a world

record) in

47 states, 10 foreign countries,

and two U.S. territories. He lec

tured

throughout the country

and

had more than

30,000

hours of

flight time.


6/36

AEROMAIL

MORE

ON

O

I can attest to

Mr.

Hurry's claims

of

the

profound effect Marvel Mys

tery

Oil

(MMO) does to the

performance

and maintenance of

our

aircraft. I

too

have had great

success

with

MMO by

adding

it to

my 100LL fuel

since 1993

in

Miss

Pearl

that has

a 0-320B2B Ly

coming

power plant.

The

engine

now has

approximately

1,200

hours.

With the ratio

of

4

ounces/lO

gallons

of

avgas,

the

valves

have

never stuck and the

compression tests over the ensuing

years have been a constant 80/80. I

doubted

these

figures

and

per

formed

the

same test

with

a

different

tester-the results were

the

same

. In addition, I use the

STC d Avblend (automotive Zmax)

in

the engine

oil which is changed

every 40

hours.

(1.5 quarts oil us

age between oil changes.) An oil

analysis

is

performed

every

other

oil change

by

Blackstone Labs of

Ft. Wayne, Indiana, and the results

are always

normal

to below nor

mal in all categories of metal wear.

As for

the adding

of MMO

to the

tery

Oil for a long time. t

has

al

ways worked well

for

me.

I

can

recall

only one

time that a friend

of mine had a problem

with

a plug

fouling and had a dead

cylinder.

We

came

to the conclusion

that

it

wasn't mixed

properly. We have

not found out what the formula is.

We think that it

has

a

lot

of

kerosene and

red

dye,

also some

perfume. t does work well if you

have a sticky valve.

I have

found

a product that I

think

is

better

than

MMO, and

that it mixes better with the fuel.

The

product

is made for Bom

bardier Rotax.

t is

for 2-cycle

and

is a pre-mix oil-a

good

synthetic

oil and leaves no deposits and has

better

lubrication.

Here is

just another

tip

that

I

would like to pass along . f you are

flying

an airplane with an Aero

Matic prop

and

are

having

a

hard

time finding oil for

the

hubs: For

quite some time, we have been us

ing

GM synthetic gear

lube

. t

makes

the

Aero-Matic shift better.

Cold weather does

no

t

affect

the

viscosity. You must

clean

the

hub

well

before using

the synthetic

gear lube.

Hope that this will help some of

you.

Edward

C.

Wegner

Plymouth, Wisconsin

SEPTEMBER

MYSTERY

PL NE EXTR

From

My

Files

on Each

and

Every Ryan/Mahoney Airplane

Ryan

B-1 Brougham, sin

158,

locations,

and

then over to

Louisiana in about 1934. The

CAA

license

was

removed

in October

1934. No reason given. Possible ac

cident at

Hodge, Louisiana. t was

at

New Orleans for a while.

I have a small

Xerox

copy of a

photo taken at Alameda, Califor

nia, in

its all-silver color scheme.

The NC7211 clearly shown on

the

top

of

the rudder. The

picture

is

part of an advertisement for

the

Anchor

Post Fence

Company of

Ba

ltimore, Maryland.

The B-1 is easy to spot,

with

the

lower side

window of

the cockpit,

and the

similar

landing

gear strut

configu ration to the

Spirit

of

St

Louis.

Also the vertical fin

and

rud

der shapes,

although

there

were

design changes in

the

Brougham

series during their production

years.

That

includes all from

the B

I, through

the B-3, B-5, B-

7 and

later C-1.

Do any of

our

members live near

Hodge, Lo uiSiana, who may

have

in formation on

the

reported acci

dent

and if any of the airplane

parts survive today?

Ev

Cassagneres

Cheshire, Connecticut

EYEWITNESS

TO

MID IR

Letter to Russell

L

Farris from

Charles

E.

Lee

Bartlesville

Oklahoma

A few nights ago I was

surfing

the web, just trying to find any

thing interesting that might

come

my

way.

I

went

to Google and

typed

in Dewey Highway

Air


7/36

betwmt

th r

w r

great

hopes

that flxed-wing light air

planes would be developed.

I

don t

consider

the

future development o

the

autogiro

to

be

a retrograde, but a needed

advancement.

We

are obviously never

going to

get

the public to take on fixed-

wing aircraft. I have been surrounded

by hundreds

o nearby neighbors

here

for

83

years, but NONE will consider

airplanes, although th

ey

have

seen me

flying

safely for

years.

A new

direction

has

to

be taken. This article is not a

de-

traction

o

the Bonanza or any other

aircraft,

but a solution

to

th

e

problem

o

getting more people into the

air.

John)

Many World War I surplus air

planes and engines were used during

the 1920s, but a few slightly more

modern open cockpit biplanes were

developed in those times before avi

ation regulations were adopted in

1927,

and

they provided design

standards for aircraft and rules for

training and certification of pilots

and mechanics.

to it expense, limlted

ness,

dangers, lack of adequa

airfields, and the absence of advan

tages that

are

common now,

including air

navigation

aids, air

ports, and many other conveniences.

Of course, the severe depression of

the 1930s was disastrous

to

general

aviation.

TH

AUTOGIRO,

WITH

ITS

OUTSTANDING

FEATURE

SAFETY

ABOVE

ALL

ELSE)

HAS BEEN SITTING

IN

THE SHADOW OF

ITS

HELICOPTER

OFFSPRING,

WAITING

TO

BE

REMEMBERED AND

REVIVED.

ate. It is also very expensive and in -

volved

to

get the necessary

training

to fly

them

safely and usefully, and

then t is necessary

to

drive

to

and

from

the

airport

and to pay

high

hangar rentals.

t

is

obvious

that

the majority of

people do not

either have

the

real

need for fast long-range transporta

tion or the

adventurous spirit it

takes

to

fly

fixed-wing

airplanes.

They are afraid of the idea of a single

engine. In

my

opinion they are jus

tified, when one considers the skill

and luck) it takes to make a success

ful emergency

landin

g

without

power, especially in rough terrain.

Many people assume

that

a twin

engine airplane would be much safer

than

they

really are in the hands of

a nonprofessional pilot. The records

indicate the opposite.

One type of aircraft that would be

of great value for personal

trans

portation is the helicopter, but it is

far too expensive for wide personal


8/36

pIe, if

further

devel

opment could resume

on it. That aircraft is

the autogiro, from

which the helicopter

evolved. The auto

giro, with

its

out

standing

feature

(safety above all else)

has been sitting in the

shadow of its helicop

ter offspring, waiting

to

be

remembered

and revived.

Why

has

this

ob

The power-off bird

like flare landings

that

I

developed in

1931

and

used con

Sistently for years

including

some

5,000

takeoffs and

landings during my

one-year airmail ex

perimental

contract

to and

from the roof

of the

post

office

building in the center

of

Philadelphia in

1939-40),

look just

scurity happened? In deciding

on

the

usefulness of an aircraft, there

are several items

that

must be con

sidered. f

the

aircraft is to be

commercially viable, it must

not

be

too expensive to purchase and oper

ate,

must

carry a

good

load, have

long range and high speed.

That leaves safety as the last con

sideration, because

without

those

first factors,

there

is no use in ac

quiring the aircraft. On the contrary,

the autogiro was actually devised

with

safety as

the

first

considera

tion, and so leaves the other items

in secondary consideration.

To

the present time, the autogiro,

with

its remarkable safety record,

has been lying in oblivion. The more

adventurous people are happy with

their

fixed-wing

airplanes, with

their speed, range and load, whereas

there

may be 100 times as

many

people who would be interested

in

an aircraft without those features if

it were totally stall-proof, easier to

fly, could

land and

take off

in

a

with the added ability to descend

like a parachute if necessary. It

is

im

possible to stall the rotor or for it to

stop in the air, if a fixed-pitch rotor

is

used.

Loss

of speed below a certain

minimum

merely

means

a rate of

descent begins,

and at

zero forward

speed

the

descent is at about the

rate of a parachute.

What

else can be asked of an air

craft?

It

has its own "parachute," the

rotor, instantly ready and open at all

times

for

emergency power-off land

ings

without

roll, even

in

rough or

muddy terrain.

The rotor of an autogiro rotates

due only to aerodynamic forces,

re-

gardless of forward speed

to

zero; it

even backslides, with the rotor not

by being driven by the engine. The

complex aerodynamics are too in

volved

to explain

here.

Once

power-started and in the air a fixed

pitch autogiro rotor keeps running,

no matter

what; it simply will

not

stop t does

not

make any differ

ence, high speed or zero speed,

like the landings made in the new

airfoil parachutes developed since

World

War II.

The autogiro

is

put into a power

off steep descent with an airspeed of

about 20 mph.

As

it approaches the

ground at about 200 feet, the nose

is

lowered 3 to 5 degrees, which in

creases

the

rate of

descent

from

about

1,800 fpm

to

a

higher

rate,

some 200 or 300 feet faster.

As the

autogiro gets down to about 100

feet above

the ground,

a flare is

started, which puts a higher load

on

the rotor and increases its rotational

speed, reducing

both

the rate of de

scent and the forward speed.

The tail wheel touches down first

with the front wheels still about 2

feet high. The backward tilt of the

rotor has stopped

the

forward mo

tion. The front wheels

then

drop

on

down to the ground, with the rotor

still holding most of the weight, and

the

autogiro

is landed gently. The

struts compress less than 1 inch.

Due to the flare, the forward mo


9/36

lot and UAL captain.

Johnson

had

a 16

mm

camera with the

newly developed

color film. t really

startles airplane pi

lots

when

they first

see

such landings.

But it changes their

prejudice

about the

autogiro, pronto.

Similar landings

are now used by the

new parachutes. But

the rotor is always

ready for instant use

so

there

is no need

to

exit the

aircraft

and wait for a chute

to

And repen.

member, there is

no

stall, spin or

dive when speed

is

lost.

Back

in the

1930s,

the

Pitcairn

Autogiro

Co.

was developing a two

place autogiro

that

was roadable,

that

is,

it could

be driven

on the

road

and kept at home.

t

had

a

three-blade rotor

that

could be

quickly folded back over the tail and

then it could be driven on the road

with the tractor propeller stopped. It

could be flown to and from a small

grass field and then driven home

World War II put an end to that

experimental development, and

then after the war it was over

shadowed

by

the phenomenal

development of the helicopter. t

is now

the time

to reconsider and

develop it.

As far as I know,

that

experimen

tal

autogiro

is now

obscurely

nal.

In the tens

of

thousands

of

hours of flying, there were inevitable

crashes, mostly by pilots who did

not have proper transitional train

ing from fixed-wing aircraft,

but

I

know of

no

more

than

very slight

injuries with one exception, which

happened

when

a student pilot

struck a power line.

The autogiro rotor is, in my

opinion, the most important air

craft safety device ever invented

and it is inexcusable to fail to use

it. Juan de la Cierva,

the

inventor,

made

the first successful flights

with it

in

1923, at Madrid, Spain,

the

very year of my

first solo.

I

have followed

and

participated

in

their

development

much of the

time since

then and flown them

thousands

of

hours,

all over

the

lower

48

states,

demonstrating

With modern

navigation systems

having moving

maps

terrain

depictions

and warnings, cou

pled to autopilots,

amateur pilots could

find their ways to

desired destinations

as simply

as

they

now operate their

personal computers

and automobiles. At

low altitudes and vi-

sual flying,

they

should be of little

danger

to fixed

wing

controlled

traffic. There

are

now night

vision

goggles available, and

terrain

de

pictions reflected

on

look-through

windshields

are under develop

ment.

Such

things

are

in the

future

but

are inevitable.

Only

when

the

people are

as

sured that

violent danger is

unlikely or eliminated in case

of

power failure, by

the

nonstall

and

parachute-like ability of the auto

giro rotor, will larger numbers of

people accept private flying.

One important

item

that

must

be

developed

is a

simpler

and

longer-life engine , and I am con

fident it will be the Wankel type,

fueled

with ordinary

automobile

gasoline, or pOSSibly using a

Diesel cycle

and

fuel. Of course, I

am predicting the

future

when

I

will be

gone

to

the forever

and

won t

see it,

I m

sorry to say.


10/36

N ~ v i g ~ t i n g

W i t ~ ~ n d ~ e l d

N ~ v / o m m

EVAN M CCOMBS

EVA

N'S AIRe RAIT BODY SHOP, PEYTON, COLORADO

I

njoyed reading Paul Gould s

and H.G. Frautschy s articles

about hidden comm antennas

in

their

Aeroncas, and I agree that

i you can use a hidden antenna

in

any antique, classic,

contempo

rary,

or

homebuilt

airplane

and it

works in an acceptable manner, it's

worth the extra

time

to experi

ment

with

and

flight test.

After some additional discussion

with

other

VAAers,

the

question

came

up

about using both a comm

and

a

nav

antenna

connected

to a

switch box

and

switching between

antennas

. This system would

be

used

with

a handheld nav/comm.

At

the

same time

the question

arose about how effective and ac

curate navigation is with one of

these handheld

radios.

This was

just

the

excuse I

needed

for more

flight testing.

Flight test No.

I The

first

test

was

to

see

how

far

the

navigation

system of

an

Icom

IC-A22 would

work

with

the

rubber

ducky an

tenna. While holding the radio

above

the instrument

panel inside

the

windshield,

the

usable naviga

the frequency

to

the Hugo VOR

TAC

and continued inbound. After

crossing over the

Hugo

station, I

circled the area and

tuned in

to

Thurman

VORTAC, which is 65

miles away and was able

to

receive

a

signal

good enough to identify

the station, but not

good

enough

to

navigate

with. 1 then tuned in

to Pueblo VORTAC,

which

is

57

miles

away

and received a strong

signal

and was

able to navigate

with

it. At this point I figured that

I was

about

54 miles from the Black

Forest VORTAC, so 1

tuned

it in

and cruised

inbound at

about

2,500

feet

AGL.

This

test proved

the VOR function worked wonder

fully, and

is accurate

when

compared to

the VOR

receiver in

stalled

in

the panel.

Flight

test No. 3 1

made up

a

switch

box with

three

surface

mount BNC connectors

and

a slide

switch in

an aluminum project

box; all

the

coax shielding

was

grounded to the

box

. This

switch

box was installed in

my

airplane. I

then connected both the comm

and nav antennas

and a jumper

coax from

the

switch box to

the

Icom antenna

connection.

After

takeoff, and while using

the comm

antenna, 1 tuned in to

the

super

UNICOM

at

Meadow Lake Airport

and made two radio

checks.

The

first radio check was with an

old

hand mic. It worked good enough

for use

in

the traffic pattern. The

second radio check was with the

boom mic

on my pilot

communi

cations

headset.

It

worked very

well. I

then tuned in to the

Black

Forest VORTAC

and

flew

outbound

on the

065-degree radial. At 20 to

21 miles out, the

signal

became

too

weak

to

navigate with,

and

th e

Morse

code identifier

had lots

of


11/36

noise and static as I listened with

my

headset. Then

when

I sw itched

to the nav antenna on th e switch

box, the

signa

l became

clear

and

the

OBS and

cor started work in g

again.

Remember

that

h

or

i

zonta

l

polarization of nav signals requires

horizontal orienta

tion

of the nav

antenna

.

I must ca

uti on anyone

wh o

wants

to

try this system th

at

th ese

handheld

radios

must

have an an-

tenna hooked up

at

all times.

Please don't

use

a

switch with

a

center off position

Th e

swi

t ch

may be left in the off position by

mistake, and yo ur radio co uld be

damaged. However, a coax jumper

wire connected to the radio and to

the

switch

box may preclude any

damage to the radio, but why take

the

chance?

s

a footnote-on

the

last test

flight,

while

u

sing the

comm

an

tenna , I switched to th e weat

her

COAX

INPUT

FROM

RADIO)

The wiring inside the antenna switch

box.

While just

one side

of

a double-

pole, double

throw slide DPDT)

switch was used, a single pole, double

throw (SPDT) switch would also work

fine.

transmitter in

Dodge City, Kansas,

which

is

more than

250

miles

away.

It

would be interesting

to

lis-

ten to

the

weather

broadcast on a

cross-county

flight,

although

it

would take some time

to

figure

out

what city you are listening to.

s always, if you install one of

the handheld comms or nav/

comms in your airplane, please do

lots of test

flying. It's fun Now if

only I could find a way to hide the

antennas inside the steel

tubing

fuselage and aluminum wing struc-

ture

, I'd be happy. Remember,

any

excuse to fly Keep 'em safe

and

TYPICAL TWO -

POSITION

SPDT

SWITCH

The antenna switch box. The lettering

on the box r f rs

to

the switch posi-

tion, not the BNe input and outputs.

function

to li

sten

to the NOAA

weather

broadcast. On

th

e ground

I received th e broadcast only on

Channe

l 3. In

the

air I could re-

ceive seven of the 10

channels,

including th e wea th

er broadcast

from the Nationa l Weather Service

NOTE:

SEE

PHOTO FOR

SHIELDING ROUTING

BRAIDED COAX

SHIELDING

S

JOINED

NEAR SWITCH

TERMINALS.

AS SHOWN,

DIAGRAM DEPICTS CIRCUIT

CONFIGURATION ONLY.

SHORT GROUNDING


12/36

T

ST

A

new

set

of

skills

DOUG STEW RT

N

no, no

you're

pulling

back

on

0 he

stick.

That's

why

the

nose

is dropping ."

The

voice in

my headset

was

helping to

make my

head feel as if

my brains

were

going to melt and

start drip

ping out

my

ears.

Worse yet my

stomach

felt as

i i t were

getting

ready

to

display the contents of

my

light breakfast in

my

lap.

"You've got

to start

coming for

ward with the stick

as you

transition from

knife

edge to

in

verted, or

that nose

wi

ll drop.

I've

got

it . let me

show

you again,

Why

would

someone

want to go flying

expecting

to get

a

stomach that churns

more

than the

bottom of a

roll

cloud in

you have just done.

No

he

has

you sequence from

one

ma

advance

of

a

neuver

to the

next

with very

few

thunderstorm, and a

breaks.

Un

less, of

course,

that

you mess up, or

get

disoriented,

head

that

throbs

greater

which is real easy to do.

than

a

round

engine?

He'

ll

have you fly a loop, fol

Stan

said as we ro lled, yet again,

through one more

four-point roll.

We had

been flying aerobatic maneuvers for close

to

an

hour at

this

point and

my

fun

meter was just

about pegged out. I had reached that

saturation point

where

my

performance

was

going

to

be all

downhill

from this point

on

.

t

was a good thing we were going

to

be descending for the airport in just a

short

time.

In

the back seat

of

the

Super Decathlon we were

flying was Stan Sega

ll

a, known

to

many as "The Fly

ing Farmer." He regularly thrills the crowds

at

the Old

lowed

immediately

by an

aileron

roll,

then

dive to

gain the

energy for a

half-Cuban

eight to reverse course, coming out of that into a four

point roll , sequ

encing

to a barrel roll. Now

reverse

course with a

hammerhead.

Then perhaps two or three

aileron rolls in sequence (that one

can

really

get

my

stomach

going)

and

a course reversal

with

an

Imm

e

l-

man. re you starting

to

get the picture?

You certa

inl

y

get

your money's worth with

Stan.

After an

hour

of tra in ing (if you can

last

that

long)

you

could

easily

fly

over forty

maneuvers .

With

some aerobatic instructors you might only get

to

fly


13/36

themselves getting queasy

or having

headaches. It cer

tainly is a challenge to fly around the

axes'

with

enough situational awareness to even know

which

way is up, but when one can start to gain precision in

these

maneuvers

one also gains a

wonderful

sense

of

accomplishment.

I

know

that for me,

one

of the most rewarding

things about flying is that there is

a/ways

something

more to learn,

something more

to perfect. I love the

challenge

of

always

trying to

make

my

flying better. I

think that

if I

ever get

to

the point where

I

can

say

that there is nothing more to learn or perfect in my

flying, it will be time to hand in my

certificates

and

take up crocheting.

So

for

me seeking

that

ever-elu

sive

perfection

in my flying gets

even

more

difficult

when the blue side is no longer necessarily up.

But there is also another reason for every pilot to get

some

aerobatic

training. Even if you are a

pilot

that

dislikes

banks in excess of 30 degrees , even if you

never pitch

up or

down beyond 10 degrees

,

there

might very well come a time in your flying when the

blue side is down,

not

up

. And it probably didn't get

there because

of something

you did on purpose.

I

remember when

I

was taking

my

initial

Mal-

ibu/Mirage training with Attitudes

International.

It

was my final day of training. The simulator that I

was "flying" was

not

a motion

sim, but

was a full

cockpit mockup, with projection on a

screen

that

wrapped around

outside the cockpit

windows.

The

instructor asked me to shut

my

eyes; we were going

to do some recoveries from unusual attitudes. So I

dutifully

shut my eyes and waited for

instructions

to

open

them

and recover

from

whatever

attitude I

found myself in.

Of course

the instructor could

not

disorient me in

this simulator bolted to the floor, as I do

when

per

forming this

maneuver with students in the air, so I

sat there in a

nonmoving

cockpit waiting to

open

my eyes and quickly interpret the instruments and

then

recover

as appropriate. When I was told to

open my

eyes,

I quickly scanned the instruments

and

responded:

"You've got to be kidding me." "No

more

than

one

pilot,

finding their airplane

inverted

after a wake turbulence encounter, had opted to split

S out of the upset, only to become

much

more upset

when the wings departed the aircraft as a result

of

the

speeds well in excess

of VNE

that were reached before

control

was regained. But if a pilot

has

never

had

aer

obatic training would they know that the roll is the

safest way to recover from the upset? And would they

know

to roll to the left (assuming an American engine

up front)? Would they

know that the

split-S

would

lead

to

excessively

high

airspeeds,

and

that if

they

did

keep

the

wings on the airplane, they might very well

impact the ground if the upset occurred on the latter

stages

of an

ILS?

The

only

way

that

we as pilots

can gain

the some

times

counter intuitive skills one

needs

to recover

from these kinds of upsets is through aerobatic,

or

up

set recovery, training. Might

one

experience some

motion

sickness

during the

training? Yup Is

the

adrenalin

valve

going

to

be wide open? You

betcha

But

even

if you only receive one hour of aerobatic

training you will

be

much

better

prepared to recover

from an upset, if t

ever

happens

to you.

You will

know

how to

get

the

blue side back on top if you ever

find it

down.

And you will be

taking

yet

another

step

in the transition from good pilot to grea t pilot.

Read more about Doug's work at

www dsf/ight com .........

Lakeland ir Service

t

J f f l e

t

r/ ,tiattYt "

7etd tM s

It

7 7er1 t

Welcomes ll V Members o
http:///reader/full/www.dsf/ight.comhttp:///reader/full/www.dsf/ight.com


14/36

Reuben Fleet's

s Interpreted y Terry Bolger

I

t really would have been fun to

be

a fly

on

the

wall

during the

1928-29 meetings of Consoli

dated

Aircraft's

board of directors.

Then based in Buffalo, New

York,

they

took a couple of

interesting

side

steps that must have resulted in some

pretty intense internal discussions.

Consolidated was founded by

Reuben

Fleet

when he combined

Gallaudet

and

Dayton-Wright air

craft

companies

in 1923.

In

short

order, the new

company

was gain

ing a

reputation

for

both

its fIying

boats

and

its trainers like

the

PT-l.

However, in 1928

the board of

di

rectors

apparently

decided to

stop

messing around with little

air

planes

like

the trainers and

concentrate on big ones, where

the

real money lay. So, they put their

trainer line up for sale.

The decision must not have

played well

in

Buffalo

because

Reuben Fleet himself formed a sep

arate company,

Fleet Aircraft,

to

purchase

the trainer line

for

the

UDD

DAVISSON

Regardless of what happened

to

Reuben, his company flourished

and

a

branch

was

opened

north of

the

border and

named

Fleet Air

craft of Canada. Fleet Aircraft

disappeared from

the

official Con

solidated organizational

chart

in

1939 and Fleet Aircraft of

Canada

ceased operations in 1957.

Although

1929

wasn't the

ideal

time

to

launch a new airplane com

pany, Fleet produced a

surprising

number

of little two-place biplanes.

With an

average

wingspan

of

only

28 feet,

they

bucked the

trend

to

ward big biplanes (Waco, Travel

Air,

etc.) and were powered by smaller

engines-Kinners

and

Warners with

a range of power

from 90

to 160

horsepower.

Fleet produced Terry Bolger's air

plane,

NC788V,

in

1929,

the

year

before Fleet of Canada was formed,

which makes his bird a

Buffalo

Fleet.

Terry, who

is

now from

Elk

Grove

Village,

Illinois,

develops

When I graduated, my

flying

slowed

down

conSiderably,

which

is

probably

a very

common

situa

tion, since

that's about the time

most of us start a family and

get

our

careers

going.

I

immediately

got

into

real estate, first

buying

and rebuilding

residential

dwellings, then shifted over to

commercial where I am today.

I finally earned

my

private cer

tificate

in '78 and bought

a new

Turbo Lance II. However,

at some

point, and I'm not exactly sure

when, I found myself looking more

and more at older

airplanes.

The

Champ I'd

trained

in

probably

set

that

hook.

liThe

Lance was great for trans

portation

but

it was missing

the

fun

factor

that

was so evident in the

Champ.

So,

I began looking around

for something with more character.

I

ran

into

a 220-hp Stearman for

sale

that

wasn't

too far from

me

and

figured that's

the

way I'd go. Of

course, I had to

learn

to fly a tail


15/36

it

in

the air. Last year at Oshkosh I

met the mechanic who worked with

Mantz in 1950 to pull

it

out of the

box and

put

it together./I

In another curious connection,

Mantz used an airplane virtually

identical to

Terry s Model Seven

Fleet

to set

a

world record of 150

consecutive outside loops


16/36

Terry Bolger

Sitting on the grass, as it was

designed

y ... ~

Buffalo, New York, it s been to the

West

Basic

VFR 1929 style.

Neither cockpit is overly

endowed with instruments.

Back then and even today

the wind on your

face

tells

you far

more

than the

needles on

the

gauges.

placed. Same thing or some

of the cross tubes. However,

considering that the

air

plane was nearly 70 years

old at the time, you'd have

to expect that kind of thing.

In general, my

wings

had

to

be

completely

re

built because there were

so many things

wrong. t

had

cracked spars, fabric

nails were rusty, the

ailerons were falling

apart, most of

the

ribs

were trashed and many of

the fittings were rusting.

So,

we

just took every

thing apart and literally

built new wings.

The Fleet uses a different type of

wing

construction

than

most of

its

peers in

that

it

has traditional wood

spars, but

the

ribs are aluminum

with stamped, hat-section caps.

First,

let me

say

I would have

been unable

to restore

the airplane

without

the

help of local restorers


17/36

work

and there

was lots of

that

to

be tackled.

The lower spars were cracked so

they had

to go.

As

far as that goes,

most

of

the

wood had

to be

re

placed. The ailerons were good for

patterns only and are completely

new. The top wing main spars were

okay

and

I reused

those

but every

thing

else had to be replaced, so all

of the wood up there is new, too.

The aluminum leading edge

was rolled for me by Wag Aero who

had an old machine

that

was made

specifically for

this kind of

work

.

They did it in 6-foot sections, which

I flush riveted to the ribs.

The drag-anti-drag wires are ca

bles,

not threaded rod, and

the

ends

are pulled through the

fittings,

lapped

back on themselves

then

wrapped

with

wire. They were

a

major pain to do

that

way, but I

was doing my best

to

make

the

air

plane

as

original

as

practical.

The fuel tank, which had been

manufactured on the East Coast

The control system

was

actually

in

pretty good condition. I bead blasted

all of

the

parts

and

painted them. I

did all of

the

control cable runs just

like Fleet did

it

in 1929, which means

no Nicopress fittings. The cables were

all

spliced the same way they do ropes

on

a boat. There are very

few

people

who still know how to do

that,

but

Andrew King of Lovettsville, Virginia,

came to

my

rescue.

The Fleet airplanes are known for

high system friction, something

Terry confirms.

The problem with the aileron

control

system is

that

i t

uses

all

push-rods, no cables, and none

of

the connections

have bearings. So

you have dozens of bolts just going

through steel fittings

and

push rods

running in

greased

phenolic

guide

blocks.

In

flight

the airplane

is

much more responsive than a Stear

man

but the system friction makes

it feel as

i

you

' re

working harder

for

what you

get. Still, that's

the

way it

was done back

then and

that's

the

way I did it.

When it came time

to

work

on

the

fun stuff,

the

panel, windshield,

etc., Terry was

pretty

much on his

own

because

he had

little with

which to work.

The

instrument panels were

nothing but

junk.

They weren't

even good for patterns because they

had been so badly butchered. I used

factory photos as our guide

and

made new panels for

both

cockpits.

The good news, however, was

that

I

had some of the

original

instru

ments with

the airplane, so, other

and

I'm proud

to

say we got it right

the

first time.

I

had

all

the

leather for

the

air

plane, including the combing, seats,

and the boots around

wires

and

stuff

made

by

a local

motorcycle

clothing shop.

Terry says

the

mechanical brakes

inside the big 8-1/2-by-1S-inch

wheels were fairly easy to rebuild

because he

was

fortunate to find

enough of

the right

parts that he

didn't

have

to

fabricate anything.

The

engine,

which is a 12S-hp

Kinner B-SR

with

the

rear exhaust,

had supposedly been overhauled,

but I didn't trust it and it turned out

I had good reason not to. I

sent

it

down

to Al Ball at Antique Engines

in

Santa

Paula,

California.

He's a

wizard

with

old

engines

and

he

found a lot of stuff wrong, including

a main

bearing installed

crooked,

unairworthy pistons of questionable

origins,

magnetos

infested

with

bead

blasting material

and valve

guides

and

seats installed and

reamed crooked. Large

amounts

of

abrasive material had already caused

severe damage to most of

the

mov

ing parts. t was a failure just waiting

to happen.

Terry

made an

effort

to learn

as

much

about the

airplane's

history

as

possible.

We know

the

airplane was used

as a test airplane by the Army to de

termine the

suitability of Fleets for

their aerobatic

program. I

don

' t

know

i it ever

had

a

YPT

deSigna

tion

attached to

it. t was

at

Roosevelt Field in New York in the


18/36


19/36


20/36

Six

o

the ancestors

o

the original witnesses

from

the Kitty

Hawk Life-Saving Station were on hand to take part in the

celebration. John Wesley Daniels, great-grandson o

us

Life

Saving

Service

Surfrnan

John

T.

Daniels,

was there

and

posed with this period box camera, which was

used

to

re

create the famolls Daniels photograph

o

the first flight.

Dr. Kevin Kochersberger stands by as the

Flyer s

readied

for the first flight recreation attempt on December 17th.


21/36

Scott

Crossfield, experienced

test

pi

lot, was responsible

for

the pilot

training o the pilots who flew the

1903

lyer

reproduction.

George

W Bush, president

o

the

United States, spoke

during the morning

cere

monies honoring the Wrights.

U.s.

Air

Force Academy Cadet Mike Heddinger holds

Aurora,

one o the

Academy s mascot

falcons. Aurora is

a

rare

white

Gyr falcon, one

offive

species

offalcons in

North America

.

The

Academy s

presence

at the

Cen

tennial o ight celebration was

just

one o

many

organizations

that

highlighted

the width

and

breadth o aviation.


22/36

Lee Greenwood sang a

rousing

rendition

of

his hit, God

A number of

EAA

volunteers shared their expertise with

Bless the

USA.

t the climax of the song, an eagle was re

visitors

to

the Countdown

to

Kitty Hawk pavilion who

leased

from

the

base of the Wright Brothers

Memorial,

and

tried out the Microsoft Flight Simulators. This lucky lady

it gracefully

flew

down

to

the center

of the flight circle.

reacts to

her

successful landing ofEAA's

Ford

Tri-Motor

as Cody Welch,

one

of

EAA s

Ford

Tri-Motor captains,

coaches her

through the

process.

The Wright Experience did their best

to

precisely duplicate the hardware

used by the Wrights

.

Here,

laying up

side down, is

the

reproduction of the

truck used

to

support the aft end of

the

Flyer as

it rolled

down the

metal-

topped rail

during

its takeoff run .

Addie Tate and her husband,

William, the postmaster ofKitty

Hawk,

hosted the Wrights when they

arrived for

the first

time

in the

fall of

1900. As they assembled their first

glider

in

front of the Tate's austere

home, Addie allowed Wilbur to use

her sewing machine,

one of

the

few

luxuries among the hearty band of


23/36

These

two

photographs

capture the

first

flight attempt,

when

the Flyer

left the rail briefly.

In

the first shot,

Terry

Queijo stands in

for

Wilbur

Wright as

she runs

alongside to steady

the

wingtip o the Flyer

Unfortunately, the wind,

which had been blowing at about 10 knots,

fell

o

to

about

6

knots after the

Flyer

started down the rail.

To

fly, the

Flyer

needed at least 10 knots o headwind to lift o the rail and fly any distance.

The brief leap was

the

best

the day s weather

would

allow, as

the wind con -

ditions didn't improve

enough later

in the day

to

permit a second attempt.


24/36

S T

O

shkosh weather: Next to per

fect.

Visibility:

Awesome

Seventy

five miles or better.

Temperature: Brutal, single digits.

Wind: NW at about 10.

Just enough snow

cover

to do

the

job.

What

a beautiful day for

the event.

I

had

the

skis

installed on

the

Cessna 120, Number three son, Lee,

was spring loaded

with

his Champ,

and

as

the snow began the day be

fore, we thought we had it made.

Then with

little more

than an

in ch accumulation,

switched. We lost our

lake

effect

snow

showers,

and the wind

blew

what little snow we had away.

There we were, with

too

little cov

erage

to

get airborne on skis.

Son

Lee proved one

tenacity

will win in the

end.

He

and

his fellow Champ owners did

the

unbelievable. They flew over to

a

nearby frozen

lake

on

wheels,

landed

on the ice, and then in

near-zero weather

they

installed

the skis. How

about

that?

Meanwhile, I got a call

from

an

K

BY

E.E.

BUCK HILBERT

EAA

#21 VAA #5

P O Box 424 UNION, IL 60180

the wind

thing;

Skiplane

fly in

PHOTOS BY JIM KOEPNICK


25/36

M An

son-tn-law, arrived at

the

Cessna 170A. More

more people

drove

in and

the

three

Champs from

home

came slipping

in . Pretty soon

there was a pretty good lineup of

Champs, two Maules, a

of

17 s

a co uple of Piper

types , maybe 30 or 40 cars, and

maybe 80 to 100 people.

Audr

ey

Pob

erez

ny

arr

i

ved

about

11:00. A pr

esentation

was

made

to EAA by the

Minnesota

group

Audrey was

introduced

and we

all sang "Happy Birthday"

to

Audrey. Paul , unfortunately,

was home nursing a cold.

I know a while ba

ck

I was com

plaining about the lost camaraderie

Part of h

e

vo

lunteer ground crew from

EAA

Chapter

237 Min?eso t

a

gets ready

for

another arri:val.

T

HE JOURNAL OF

TH

E EARLY AEROPLANE

THE AIRPLANE 1920 1940

Leonard E pdy

ke

Editor

David Ostrowski Editor

OUR

TWO

JOURNALS,

WH I

CH

CONTAIN

*in formation on current proj ects

*news

of

museums and air shows

*technica l drawin gs and data


26/36

Audrey Poberezny enjoys the rousin

g birthday

song being

sung

by

the assembled

crowd

at

EAA's Pione

er

Airport.

All

the co

mforts

of

camp. Bill W

eber's

Champ

fea

tures

a pair offoxes

for

prop

covers,

and a small

portable

Honda EX lO e generator is

energizing

the

engine

pre-h

e

ater

to

keep

the oil

hot while

Bill enjoys

some

chili and cake.

:.,

had a grand

time.

I

must have talked to

30 or 40 different peo

ple , sometimes all at

once. I was in

avia

tion heaven with my

kind of fellow avia

tion people , and we

really made the best

of it.

After the birthday

song, it was eatin'

time . We

had

chili

(hot or mild), tomato

soup, all the bread,

crackers, and good

ies, cookies, coffee,

soft drinks, and

plenty of cake. Norm

Petersen, who origi

nated this event

several years

before

he retired from EAA

and

his job

in

Avia

tion Information

Services, claimed one

of the three cakes as

his very own, and the

rest of us shared the

other

two. There was

plenty Wh

en you

have a cake

that

's

about 3 feet

by

2 feet,

three

like that go a

long way.

Now with the fires

stoked, I put

on

my

insulated coveralls

and

snow boots,

went outside to

watch the airplanes,

and savored the day

euben

l

continued from page

15

pleasure of meeting Keating for

the

first time. He told me wonder

ful stories about his flight from

Florida

to

California in a very

beat

up,

ex-banner towing Fleet

without a functioning airspeed or

altimeter.

"At

one

point during the trip,

he got caught on top, low on gas,

and

not

sure where he

was. He

did

the airmail pilot trick of spinning

down through

the

overcast, hop

ing for a

reasonable

ceiling. He

popped

out

at 500 feet agl, broke

the spin, and landed in a farmer's

field. He says it took him 45 min

utes to get his bladder back under

control.

"At Oshkosh he climbed into

the

airplane and

sat in i t for

the

first time in SO years. A lot of pic

tures were clicked as we told

people of

the

historic

meeting

of

the pilot

and

his old airplane./1

After all the

hard

work, Terry

says he's

happy with

the

final

re-

sult.

"It

cruises

at about 85 mph ,

which doesn't exactly make it a

speed demon,

but

you don ' t fly

airplanes like this to go places.

You fly it for fun.

"I bring it down final at 60-65

mph

and it's like most old biplanes

in

that it bleeds off speed quickly

as you bring the nose up to flair.

Ground handling is excellent be

cause of its huge rudder, which

is


27/36

BY

H G

FR U TSC H Y

DECEMBER'S MYSTERY ANSWER

Our

December Mystery Plane

The

biplane

in

the

photograph able control surfaces covered

in

was not very well known

and

as a sent

by

Peter Wiggin is a

Thomas corrugated aluminum. Built

be

result we

only had two

responses

Morse 0-19.

Thomas-Morse

had tween

1928

and 1931

the 0-19

one from

d Kastner Elma New been working on aircraft built with

had a variety

of engines

installed

York

and

the

other

from

Wayne

metal structures since 1919.

The including the Pratt

Whitney

Muxlow of Minneapolis

Min 0-19

was built with a metal frame Hornet and the

Curtiss

H-1640-1

nesota. covered

in

fabric

with the

move- Chieftain.

THIS

MONTH

S MYSTERY PLANE COMES TO

US

FROM THE ARCHIVES OF THE

TRAPANI COLLECTION OF

THE

E AERONAUTICAL LIBRARY


28/36

Flight ontrol ables

Custom Manufactured!

Each Cable is Proof Load Tested

and Prestretched for Stability

*Quick Delivery

*Reasonable Prices

*Certificati

on

to MIL-T-6117

MIL-C-5688A

*1 / 16" to 1/ 4"

*Certified Bulk Cable and

Fittings are Available

'-...McFa,lane

viation Products

McFarlane

Aviation,

Inc.

696 E. 1700 Road

Baldwin Ci

ty,

KS 66006

800-544-8594

Fax 785-594-3922

wVlw.mcfarlane-aviation.com

sal

es@

mcfarlane-aviation.com

A

continued from page 4

friends in

the

local

CAP

squadron's

Piper PA-18. On that day I was fly

ing with

William S.

Johnson

, who

is now deceased, and we were land

ing at

the

Bartlesville airport,

south

bound on final

to

runway 17. Just

as soon as we

touched down, the

"tower" (Bartlesville is an un-tow

ered

airport,

however,

Phillips

was wrong; however, it wasn't read

ily apparent. (I sometimes "look"

but

do not "see.") A

second

glance

made me realize that the horizontal

stabilizer and elevator were "shred

ded

."

I

was

immediately

distracted

from

the

DC-3

when this silver

Cessna 170 with red trim pulled

into the tie down spot to our right.

Here again, first glance said some

thing

was wrong. The

aircraft

did

not have the

top

part of

the engine

cowl. And as the door

opened,

the

guy

that

stepped out

looked very

shook

up.

At

first, seeing an aircraft

without the

cowl

and taxiing on

the

airport, my first

reaction

was

that

he

had

perhaps

been working

on his engine, and just taxied

into

the parking spot.

Second

glance

showed that

the

aircraft was full of

children, and

if I

remember

cor

rectly they were very upset, perhaps

crying or hysterical.

I spoke to the pilot and asked,

"What's going on?" or something

to that

effect.

The

reply was some

thing like "He

(pointing to the

DC-3) ran over me!"

At

that point a

second look at

the

DC-3

,

which

was pulling into one of the Phillips

corporate hangars

south

of the ter

minal, indicated

that

it was indeed

damaged.

I didn't go down

to

where the

DC-3 was, but as

the

people

got off

it appeared

that i t

was

nearly

full. I didn't have any

further conversation

with

the

pilot

of the

Cessna,

and within

a few

minutes

a few people started

gath

ering at the airport, one of which

was a person that recovered

the

University at Stillwater. I remember

one day I

was

just

"surfing"

the

University

library,

picking up

any

book

that

looked remotely interes

t-

ing,

with absolutely nothing in

mind.

I

found a book detailing vari

ous aviation accidents over the

years

and

was flipping through the

pages

when

something caught my

eye. t was

a

diagram showing

a

map of Bartlesville.

I

quickly recog

nized it

and turned back to

it.

I t

was an account of this accident.

To

the

best

of my

knowled

ge,

it

said

that

the DC-3 was northbound

on the downwind

leg for runway

17 at pattern altitude.

t

said

the

fellow flying

your Cess

na

was

a

"relative

from out

of

town" who

was showing

these

children their

house from the air. He was flying in

a circle

at

the

time

of

the

collision,

banking around a pOint. My recol

lection of

the explanation

of

the

accident

was

that

neither aircraft

saw the

other,

the Cessna because

of

the wing

low attitude,

and

the

DC-3 because of the restricted visi

bility from the cockpit.

One

year later in July

of

1957

at

age 16, I started taking flight

in

struction

at

Dewey

Highway

Airport and in Septe

mber of

that

year, soloed in a Piper J-3. Over the

years I flew

other

Piper

and

Cessna

aircraft, but never

took

a checkride

for a private license. I guess at my

age now, I probably never will.

I just

thought

that you would be

interested

in

what little

I

knew

about

this

incident. As you obvi

ously are aware, the

potential

for a
http:///reader/full/wVlw.mcfarlane-aviation.comhttp:///reader/full/wVlw.mcfarlane-aviation.comhttp:///reader/full/wVlw.mcfarlane-aviation.comhttp:///reader/full/wVlw.mcfarlane-aviation.comhttp:///reader/full/wVlw.mcfarlane-aviation.comhttp:///reader/full/wVlw.mcfarlane-aviation.comhttp:///reader/full/wVlw.mcfarlane-aviation.comhttp:///reader/full/wVlw.mcfarlane-aviation.comhttp:///reader/full/wVlw.mcfarlane-aviation.comhttp:///reader/full/wVlw.mcfarlane-aviation.commailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/wVlw.mcfarlane-aviation.commailto:[email protected]


29/36

NEW

MEMBERS

Nathan Townsend Northmead, NSW, Australia

Tom Vodarek

. .

Rockwood,

ON , Canada

Dirk Dobbelaere . . . . . Rijswijk 2281, Netherlands

Michael

Shepard . Pine

Bluff,

AR

Dave Bell . . Torrance, CA

Hugh Bennett . . . . . . .

San

Diego,

CA

Steve

P. Bentley . . . . . . . . . . . San

Jose, CA

Harry Hirschman . . . . . Palo Alto, CA

Wilfred Laycock . . . . Hemet, CA

Adli

Yacoub . . San Francisco,

CA

Leon Koller . . Colorado Springs,

CO

Andrew C.

Moffat . . .

. Delta,

CO

Dale W. Matheson. . .

Simsbury,

CT

Jerry

Russell

. . . . Titusville,

FL

Kenneth Raymond

Lilja

. Snellville,

GA

Clarence Ca rlson . .

Joyce , IA

Bill

We

yers

. . . . . . . . .

Clive, IA

Arlen Woodbridge . . . .

Rupert,

ID

Robert Anderson . . . . Arlington Heigh ts, IL

Carl Culver Crestwood,

IL

Charles Jansen . . . . . . . Machesney

Park,

IL

Mark

1.

Yerkes

.

Worth,

IL

Ron Huddleston . . North Vernon, IN

John Atkin . . . Yates Center, KS

David Grantham . . . Covington, LA

David Landry . . . . Franklin, LA

Bruce R. Underwood Alexandria,

LA

Gary Riddell .

South L

yo

n, MI

Edsel H.

Aswegan

. . . . . Minneapolis, MN

Douglas

Boyd

. . . Pinetown,

NC

Joseph Holladay . . .

Winston

Salem, NC

Terry Jev

ne

. . . . Lansford, NO

Raymond E. Anderson Papillion, NE

Hubert]. Brunk . . . Lincoln, NE

Douglas Fava Lebanon, PA

Jim Haunstein . Marysville,

PA

Jack

Holgate . . . . Hartsville, SC

Gary

Bain . . . Humble, TX

Timothy D. Hahn . . Tom ball , TX

Stan

Price

. . .

G

rap

ev

ine,

TX

Alain

Proteau . . . . . . . . .

Hurst, TX

Gene W. Titus Greenvill

e,

TX

Robert Orr . Fairfax, VA

Thomas J. Anderson . . Spokane,

WA

Carol

A.

Goodsole . Spokane, WA

Marc

Lange

. . . . .

Garfie

ld , WA

Eric Newhouse . . Tacoma, WA

Karl

Schaefer .

.

.

. .

Evere

tt,

WA

Robert Skowronski . . Moses Lake , WA

Jack Jasinski

Nece

dah, WI

Wade S. Pennau . Wautoma,

WI

Gary Fisher . . . . . Parkers bur g, WV

Fly high with

quality lassic interior

omplete interior assemblies ready for installation

Custom qu lity at economic al prices.

Cushion upholstery sets

Wall panel sets


30/36

TAKE SOME OF

THE

EXPERIMENTING

OUT

OF HOMEBUILDING

M

aylS

-

16

May 22

23

Griffin G

Griffin

G

Frederick, MD

Introduction

to Aircraft Building Sheet

Metal

Basics

Composite Construction

Fabric

Covering

Sheet

Metal Basics

RV Assembly

RV Assembly

TIC

Welding

Finishing

and Spray

Painting

Sheet

Metal Basics Fabric

Covering

Composite

Construction Cas Welding

Electrical Systems and Avionics

VINTAGE

TRADER

omething to buy, sell or

tr

e

Classified Wo rd Ads: $5.50 per 10 words,

180 words maximum, with boldface lead-in on

first line.

Classified Display A

ds

: One column wide

(2.167 inches) by 1, 2, or 3 inches high

at

$20

per inch. B

lack and white only, and no fre-

quency discoun ts.

Advertising Closing Dates: 10th

of

second

month prior to desired issue date (i.e

.,

January 10

is the closing date for the March issue).

VAA

re

serves the right to reject any advertising

in

conflict

with its policies. Rates cover one insertion per is

sue. Classified ads are n

ot

accepted via phone.

Payment must accompany order. Word ads may

be sent via fax (920-426-4828) or e-mail c1as-

sads

@eaa.o

rg using credit card payment (ali cards

accepted). Include name on card, complete ad

dress, type of card, card number, and expiration

date. Make checks payable to EAA. Address ad

vertising correspondence to EAA Publications

Classified Ad Manager, PO. Box 3086, Oshkosh,

WI

54903-3086

BABBITT BEARING SERVICE -

rod bearings

,

main

bearings, bushings, master rods, valves , piston

rings. Call us Toll Free 1/800/233-6934, e-mail

ramremfg@aol

com

Website

www.ramengine

com

VINTAGE ENGINE MACHINE WORKS, N. 604

FREYA ST., SPOKANE,

WA 99202.

Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE!

www airplanetshirts com

1-800-645-7739

THERE'S JUST NOTHING LIKE IT

ON THE WEB I

www.aviation giftshop

com
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.ramengine.comhttp:///reader/full/www.ramengine.comhttp:///reader/full/www.ramengine.comhttp:///reader/full/www.airplanetshirts.comhttp:///reader/full/www.aviation-giftshop.comhttp:///reader/full/www.aviation-giftshop.comhttp:///reader/full/www.aviation-giftshop.commailto:[email protected]:[email protected]:///reader/full/www.ramengine.comhttp:///reader/full/www.airplanetshirts.comhttp:///reader/full/www.aviation-giftshop.com


31/36

FLY-IN CALENDAR

r ~ ~

____

j MI I E_

. .

Th

e fo

ll

owing list o coming events

is

furnished to

our

readers as a matter o in ormation only

and does not constitute

appr

o

val

, sponsors

hip

, invo lvement, control or dir

ec

tion o any

eve

nt fly

in, semin ars, fl y market, etc.)

l st

e

d.

To submit an

ev

ent ,

pl

ease l

og

on t o

www. eaa.org/eve

nt

s/events .asp. Only if Internet access is

una

vailable should you send

the inform a

ti

on via mail to

:, Att: Vintage A

irpl

an

e

P.O. B

ox

3086, Oshkosh, WI 54903 -3086.

Information should be rece

iv

ed four months

pri

or to

th

e event date.

M Y 7-

9-Burlington

NC-Ala

mance County

Airport

(BUY)

VAA Ch

. 3 Annual Spring Fly

In. All Classes welcome. Info:

Jim 843-753-7138 or

[email protected]

M Y 16-Romeoville IL-Lewis

University Airport (LOT) 33rd

An

nual

EAA

Ch. 15 Fly-In Breakfast,

7am-Noon,. Adults 5, under

twelve 3. Info: 630-243-8213

JUNE 4-S-Bartlesville, OK-18th

Annual Biplane Expo. All aircraft

and airplane enthusiasts are wel

come. Static displays, forums,

seminars, exhibits. Info:

Charlie Harris 918-622-8400.

JUNE

4-6

-Columbia

, CA-Bellanca

Champion

Club West Coast

Fly-In, (022). Camping, ho

tel/motel facilities, Friday BBQ,

Saturday steak

dinner/mtg.

Ad

vance registration strongly

encouraged. Info: 518-731-6800,

Robert@be

iian

ca-championciub.com

or www .bellan ca-championclub .com.

JUNE

5-6

-Washington lA-Fly

Iowa 2004 Diamond Anniver

sary

of D-Day, usa Show-Dance

Ev

ening of 5th. All aircraft wel

come.

Info:www.flyiowa2004.com

JUNE

11-13

-Gainesville TX

AUGUST

13-15-Alliance OH-6th

Annual

Ohio

Aeronca Aviators

Fly-In, Alliance-Barber Airport

(2Dl). Breakfast Sat Sun. 7

l lam

by

EAA Ch. 82. Primitive

camping on field, local lodging

available. All welcome. Info:

216-337-5643, www.oaafly-in.com

or

bwmatzllac

@y

ahoo

.c

om.

SEPTEMBER 4-Marion IN-14th

Annual

Fly-In Cruise-In, Mar

ion

Municipal

Airport. Event

features antique classic, con

temporar

y,

homebuilt

,

ultralight warbird

aircraft

and vintage

cars, trucks,

mo

torcycles,

and

tractors.

Pancake Breakfast. Info:

www.FlylnCruiseln.comor

rayjohnson@FlylnCrui

se

ln.com.

SEPTEMBER

6-12-Galesburg

-

Galesburg Municipal Airport

(GBG) 33rd Nat'l

Stearman

Fly

In . Everything Stearman Fun

and camaraderie . Aerobatic,

formation, short-field takeoff

and spot-landing

contests. Air

craft judging and awards.

Technical seminars. Aircraft

parts souvenirs for sale .

Dawn patrol and breakfast.

Lunch-time

fIyouts. Pizza

party

.

M Y 14 15

Southwest EM Regional

Ay-In

New

Braunfels, TX (KBAZ)

www swrfi org

JUNE 18 20

Golden West EM Regional

Ay-In

Marysville, CA (MYV)

wwwgoldenwestflyin org

JUNE

26 27

Rocky Mountain EM Regional Ay-In

Front

Range Airport

(FTG)

Watkins, CO

www rmrfiorg

JULY

7 11

Northwest EM Fly-In

Arlington, WA

(AWO)

www nweaa org

JULY 27 AUGUST

EAA

AirVenture Oshkosh

Oshkosh, WI

(OSH)

www airventure org

SEPTEMBER

18 19

Virginia State

EM Fly

-In

Peter

sburg,

VA (

PTB)

www

vaeaa

org

OCTOBER

1 3

Southeast EM Regional Fly-In

Evergreen , AL (

GZH)

wwwserfiorg

OCTOBER 7 10

Copperstate

EM

Regional FlyIn

Ph

oeni

x,

AZ

(A39 )

www copp

ersta

te

org

OCTOBER

1-3

-Pottstown

, PA-Be

l
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/Info:www.flyiowa2004.comhttp:///reader/full/Info:www.flyiowa2004.comhttp:///reader/full/Info:www.flyiowa2004.comhttp:///reader/full/www.oaafly-in.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.FlylnCruiseln.comhttp:///reader/full/www.FlylnCruiseln.comhttp:///reader/full/www.FlylnCruiseln.comhttp:///reader/full/www.FlylnCruiseln.comhttp:///reader/full/www.FlylnCruiseln.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.swrfi.orghttp:///reader/full/www.goldenwestflyin.orghttp:///reader/full/www.goldenwestflyin.orghttp:///reader/full/www.goldenwestflyin.orghttp

Documents

Vintage Airplane - Mar 2004