vintage airplane - apr 2008
TRANSCRIPT
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J
o
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G OFF
RO ISON
PRESI DENT, VINTAGE AI RAFT ASSOCIATON
April is
upon
us
and
I have
but
one
thing to say about this: Hallelujah
Preparations for
EAA
AirVenture
Oshkosh
2008 have already reached
a fever pitch for not only our key vol
unteers
and staff, but also all
of
our
valued
chairmen and chairwomen,
who
provide much of the heavy lift
ing in preparation for the big show
in
Oshkosh.
As I write
this
month s
column,
it is
the first of March, and
I just attended
the
initial
meeting of
the Vintage Aircraft Parking Flight
line Safety Committee.
We
met this
year
at the
Kalamazoo Air Museum
in
Kalamazoo, Michigan.
In
the
midst
of
all of
the
planning
that
goes into preparing the Vintage
area of the convention, we
always
find ourselves reflecting
on
just how
many airplanes, campers, etc. may
show up in
our
area of responsibil-
ity. How
many
pancakes will need
to
be flipped? How many bags
of
ice
hauled out of the freezer? How many
volunteer
caps and
T-shirts
should
we have
on hand
this year? It's great
to
be a
popular
destination, but that
does give us the responsibility to
allelujah
showing
an
interest in
parking with
their type clubs.
We are now planning to type club
park
the
following
aircraft:
Cessna
120/140,
Cessna 175, Cessna
180,
Cessna
185, Ercoupes,
and Swifts .
While we
routinely
park between 75
and 100 aircraft
in
our
deSignated
type club parking area, with the un-
usual number of requests this year we
already have plans in place for more
than
200 aircraft for this
designated
area. The pOint in sharing this infor
mation is that if we are experiencing
this
level
of interest
in January and
February, surely we will experience a
large number of our members visiting
us this year at AirVenture,
and
we find
that potential very exciting.
Be
assured that your Vintage board
of
directors is always focused on not
only the critical issues of member ser
vices, but also the financial well-be
ing
of
this organiz
ation.
I
would
ask
everyone to keep in mind that as in
dividual members
of the
Vintage
Air-
craft Association, we all share in these
important
fiscal responsibilities. Most
directly, it's your dues
that
provide a
staff, in
developing
and nurturing a
number
of alternative fundraising
ef-
forts and then using those funds not
only to offset
the inevitably
rising
costs of operating this association,
but also to provide
the
critical fund
ing necessary each year to properly
host the
membership during
our an
nual convention.
With
that said,
the time
has
come
yet again to appeal to the membership
to
please
give due consideration to
supporting
your association's Friends
of the Red Barn Fund. This flagship
program is the critical initiative that
allows the
VAA
to provide a myriad
of
member services to the masses
at
AirVenture, particularly the over-
head
and infrastructure necessary to
make for happy campers in the Vin
tage area, as well as sustaining VAA
programs
and services throughout
the year. I cannot begin to thank the
membership
enough
for your strong
financial support over the many years
this program has been in
place. The
Friends
of
the Red Barn program of
ferings have again been
enhanced
for
this year's event, so be sure to check it
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N E
APR
I
L
VOL.
36, No 4 2008
CONTENTS
I Fe Straight & Level
Hallelujah
by Geoff Robison
2 News
5 Sport Pilot Q A
6 Airplane Design Made Simple
hat happens behind
the scenes
by R.R. Osborn
1
Shuttleworth Air Displays
Vintage aviation
in the
United Kingdom
by David Macready
and
H.G. Frautschy
1 4 Pea Pod Pusher
Dave Powell's Anderson-Greenwood AG-14
by Budd Davisson
21 A Leap of Faith
by Gilles Auilard
4
American Barnstormers Tour 2008
A step back
in
time
by Sarah Pancho Wilson
28 Type Club Notes
High Oil Temps
and
Oil-Temp Gauges
by George Horn
3 The Vintage Instructor
Fly-In Perils-A heig
htened
sense
of
awareness
is
imperative
by Doug Stewart
34 Mystery Plane
STAFF
E Publisher Tom Poberezny
Director
of E Publications David Hipschman
Executive Director/Editor H.G.
Frautschy
E Art
Director
Olivia P Trabbold
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FAA Mandates 21 Day
Turnaround
for Aircraft
Transaction Notices
A final rule issued by
the FAA
last
week requires a person selling or oth
erwise
transferring ownership of
a
U.S.-registered aircraft to return
the
completed
certificate
of
aircraft reg
istration
to the FAA
Aircraft Registry
within
2
days of
the
transaction. That
requirement
becomes
effective on
March 31,2008. This change was part
of
the
final rule published recently
that requires all pilots
to
replace their
paper pilot certificate with a counter
feit-resistant plastic certificate
within
the
next two years. The
FAA
originally
proposed a five-day t ime limit
on
re
porting the sale or transfer of aircraft
but adopted
a 21 day period in re
sponse to comments suggesting five
days was an unrealistic requirement.
Sellers will
have
to complete the re
verse side of the certificate and
en-
sure its arrival
at
the
registry
within
that time. Additionally, the
FAA is
re
quiring people applying for aircraft
registration to include their printed
or
typed
name with their signature.
This change
is
in response to concerns
raised in
the
FAA Drug Enforcement
Assistance Act. The purpose of these
changes
is
to
upgrade
the
quality
of
data and documents to assist federal,
state, and local agencies to enforce the
nation s drug laws.
FAA Issues Final Rule on Airmen
Get
AirVenture
Tickets Online
Now
and
Save
Admission to
EAA
AirVenture Oshkosh
2008
is now just a click away with new
advance ticket purchasing available at www.AirVenture.org.
The
advance purchase
system allows
EAA
members
and
nonmembers to pre-purchase AirVenture admission
tickets via a secure website. Both daily and weekly admissions are available, as is
the ability to join EAA or renew a membership to receive the best possible admission
prices available only to EAA members. This new system created
by
ClicknPrint Tickets
also gives discounts to those who pre-purchase their AirVenture tickets by June 15,
including
2
savings on daily admissions and 5 savings on weekly admissions for
advance online purchases.
"This system responds to requests we've received from EAA members for
the
past several years," said Rick Larsen, EAA's vice
president of
marketing.
"People wanted the
ability to fully plan for their AirVenture experience, including
having their
tickets
in hand when they arrive in Oshkosh. We're happy to make
that
possible
this
year."
To access the advance ticketing area, go to www.AirVenture .org and connect
to
the "Buy Now " area.
Ful
l instructions and answers to frequently asked questions
are available at that site. Advance AirVenture tickets are scanned and redeemed for
the appropriate wristbands at AirVenture admission gates.
EAA
AirVenture advance ticketing is made possible through
support
from
Jeppesen.
"Jeppesen is a longtime supporter of EAA AirVenture and enthusiastically supports
this new online advance ticketing system," said Rhonda Larance, senior manager of
http:///reader/full/www.AirVenture.orghttp://www.airventure/http:///reader/full/www.AirVenture.orghttp://www.airventure/
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affected under this rule. These changes
are in response to concerns raised in the
FM Drug Enforcement Assistance Act.
The purpose of this rule is to upgrade
the quality of data and documents to
assist federal, state, and local agencies
to enforce the nation's drug laws. EAA
has supported changes to more secure
and counterfeit-proof certificates con
sistently since September II, 200l.
EM encourages its members to replace
their paper certificates soon, keeping in
mind there is currently a slight back
log at the Airmen Registry branch with
many pilots seeking replacement cer
tificates to comply with the new ICAO
English Proficient endorsement re
quirement. To make
the
replacement
process as quick and easy as possible,
the FM has set up a system that allows
certificate holders to request a replace
ment
online at
https://AmSrvs Registry
FAA gov/amsrvs/logon asp
Send
Us Your AirVenture
Waypoints, Fuel Stops
Airport facilities that will be provid
ing special offers to EMers traveling to
and from AirVenture Oshkosh can send
their information to EM for inclusion
on the AirVenture website.
I f you
have
a landing facility and
would like to be
on
the list,
send an
e-mail to
webmaster@EAA org
and
include
the name
of
the
business,
airport, phone
number,
e-mail ad
dress ,
and any
special offers
you d
like to announce. We'll be continu
ously updating the online list at www.
A irVenture org/2008/flying/alternate_
airports html
in the days, weeks,
and
months
leading
up
to AirVenture
AirVenture
Quick Links
For the latest EM AirVenture information, visit
www.AirVenture.
org. Use the handy links below to help plan your visit in 2008
• Admission: www.AirVenture.org/2008/planning/admission.html
• Lodging:
www.AirVenture.org/2008/planning/where_to_stay.html
• Flying in:
www.AirVenture.org/2008/f1ying/index.html
• Airline discounts: www.AirVenture.org/2008/f1ying/airline_
discounts.html
• RideShare:
www.AirVenture.orglrideshare
• Services: www.AirVenture.org/2008/planning/services.html
• AirVenture Planning Guide:
www.AirVenture.org/2008/
planning/08 planningJ}uide.pdf
• AirVenture Schedules/Maps:
www.AirVenture.org/2008/
planning/forms_schedules.html
industry
and
FAA representatives.
The
team s
objective
is
to
assess
the adequacy
of the
various airwor
thiness
processes
currently
in place
throughout
the airplane 's service life
and, if appropriate, look for ways
to
improve those processes.
The
review
team
is a separate
but complemen
tary
effort to the Safer Skies safety
initiative
formed
in the
late 1990s
and
early
2000s.
The FAA
credits
Safer Skies with helping start
the
cur
rent
downward trend
in the num
ber
of small airplane accidents in
the
United States.
Team members worked to identify
the
major
airworthiness
processes,
procedures,
and
policies applied
throughout
the
entire small airplane
life cycle; major myths between the
different areas of certification, main
tenance, and operations; and rele
vant general aviation safety/accident
The
binding
ties
throughout
EM s
55-year existence are founders Paul
and
Audrey Poberezny, who
not
only
created the organization
but
over these
many years also preserved its history
and culture. They saved countless
personal mementos-letters
and
cor
respondence, photographs, a wide
as-
sortment of artifacts-the very heritage
of
the
Experimental Aircraft Associa
tion-so
that future generations might
understand its story.
EAA
is proud to announce the Found
ers' Wing, an exciting plan to create an
appropriate display of this treasured
col-
lection in the EAA AirVenture Museum
in Oshkosh, Wisconsin.
A
True
Account of
E
History
For many organizations,
t
would
be difficult to accurately describe their
history. Fortunately for
EM,
Paul and
Audrey have lovingly preserved it; re
search is not required, because they've
https://amsrvs.registry/mailto:[email protected]://www.airventure/http://www.airventure.org/2008/planning/admission.htmlhttp://www.airventure.org/2008/planning/where_to_stay.htmlhttp://www.airventure.org/2008/f1ying/index.htmlhttp://www.airventure.org/2008/f1ying/airlinehttp://www.airventure.orglrideshare/http://www.airventure.org/2008/planning/services.htmlhttp://www.airventure.org/2008/planning/services.htmlhttp://www.airventure.org/2008/planning/services.htmlhttp://www.airventure.org/2008http://www.airventure.org/2008https://amsrvs.registry/mailto:[email protected]://www.airventure/http://www.airventure.org/2008/planning/admission.htmlhttp://www.airventure.org/2008/planning/where_to_stay.htmlhttp://www.airventure.org/2008/f1ying/index.htmlhttp://www.airventure.org/2008/f1ying/airlinehttp://www.airventure.orglrideshare/http://www.airventure.org/2008/planning/services.htmlhttp://www.airventure.org/2008http://www.airventure.org/2008
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Upcoming Major Fly-Ins
Sun n Fun Fly-In
Lakeland Linder Regional Airport (LA
L)
,
Lakeland, Florida
April 8-13, 2008
.Sun-N-Fun.org
Golden West Regional Fly-In
Yuba County Airport (Myv),
Marysville, California
June 6-8, 2008
www.GoldenWestFlyln.org
Virginia Regional Fly-In
Suffolk Executive Airport
SFQ)
,
Suffolk, Virginia
June 14-15, 2008
. VAEAA.org
Rocky
Mountain
Regional Fly-In
Front Range Airport
FTG),
Watkins, Colorado
June 27-29, 2008
www.RMRFI.org
Arlington Northwest Fly-In
Arlington Municipal Airport
AWO),
Arlington, Washington
July 9-13, 2008
.NWEAA.org
EM AirVenture
Oshkosh
Wittman Regional Airport (OSH),
Oshkosh, Wisconsin
July 28-August 3, 2008
.AirVenture.org
Mid-Eastern Regional Fly-In
Mansfield Lahm Regional Airport (MFD),
Mansfield, Ohio
TBD
.MERFI.info
Southeast Regional Fly-In
Middleton Field Airport (GZH),
Evergreen, Alabama
TBD
www.SERFI.org
opperstate
Regional Fly-In
Casa Grande Municipal Airport (CGZ),
represents the core culture that fos
ters that spirit and innovation .
A Two-Tiered Approach
While still in the early planning
stages, the Founders' Wing will have
two distinct display areas located in
the
repurposed
(not new construc-
tion) space within the museum's res
toration center: a public area and a
members' area. Elissa Lines,
EAA
vice
president of
donor
and business rela
tions, explains.
People less familiar with EAA may
not
be aware of what the organization
is
beyond the large air show
that
takes
place every summer, she said. Our ob
jective for the public area
is
to educate
visitors how people, drawn together by
a common passion for grass-roots avia
tion, forged a unique spirit
and cama
raderie
that
literally changed aviation
through
the
promotion
and
advance
ment of personal flight.
The
public area will feature artful
displays of photographs,
documents
,
and other visual elements from Paul
and Audrey's collection. The mem-
bers' area , The Paul and Audrey Po
berezny Library, will provide a
more
privileged view exclusively for EAAers ,
who ' ll be able to delve more deeply
into
the
early days of
the
organization
with a more detailed review of EAA s
history and culture.
Also planned
is
a large
open
space
on
the
main floor usable for special
events,
eliminating
the
often
cum-
bersome rearrangement of museum
space currently
required
for
such
functions.
Volunteer Committee to Lead
EAA board member Fred Telling,
man
of the Founders' Wing Fundrais
ing Committee.
The opportunity
to help
enable
one man's dreams and a lifetime of
memorabilia
to
be
permanently
dis
played and accessible to all our mem
bers is an opportunity I did not want
to
miss, Telling said. Paul's vision
and legacy will live
on
and, I expect,
touch a million more lives long
into
the future
with
the establishment
of the Founders' Wing. Working to
gether we can be a part of his dreams
and vision.
New
D Proposed for
Taylorcraft
A B and Models
The FAA
in
mid-February proposed
to adopt a new airworthiness directive
(AD)
for Taylorcraft A, B, and F models
requiring inspection of
the
wing strut
attach fittings for corrosion or cracks.
This is in addition
to the
earlier AD
is-
sued in
October
2007
to
inspect
the
wing struts themselves. (That AD was
revised on February
22,
2008,
as
Taylor
craft AD 2008-04-09.)
If any corrosion or cracks are found
in
the
wing strut attach fitting, repair
or replacement would be required. If
not
corrected, this condition could
result in failure of
the
wing strut at
tach
fittings and lead to wing separa
tion and loss of control. The proposed
AD comes after analysis of data col
lected from
an
accident involving a
Taylorcraft Model BF12-65 airplane,
in which a wing separated from
the
airplane after the wing strut attach
fit-
ting failed due to corrosion.
EAA s
government relations depart
ment and VAA will review the wing
http:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.GoldenWestFlyln.orghttp:///reader/full/VAEAA.orghttp:///reader/full/VAEAA.orghttp:///reader/full/www.RMRFI.orghttp:///reader/full/www.RMRFI.orghttp:///reader/full/www.RMRFI.orghttp:///reader/full/www.NWEAA.orghttp:///reader/full/www.NWEAA.orghttp:///reader/full/www.AirVenture.orghttp:///reader/full/www.AirVenture.orghttp://www.merfi.info/http://www.merfi.info/http://www.merfi.info/http://www.merfi.info/http:///reader/full/www.SERFI.orghttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.GoldenWestFlyln.orghttp:///reader/full/VAEAA.orghttp:///reader/full/www.RMRFI.orghttp:///reader/full/www.NWEAA.orghttp:///reader/full/www.AirVenture.orghttp://www.merfi.info/http:///reader/full/www.SERFI.org
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Question
I
have
a
private pilot
flying as a sport pilot needing a flight
review. His kit aircraft, though having
two seats, will
not
accommodate
both
pilot and this
CFI.
I wish to offer
him
the flight time in a Piper Cherokee,
though
some feel
that
this would
not
suffice. I
cannot
see an exclusion in
the FARs, and
as long as I can evaluate
his abilities, it seems to satisfy the
intent
of
the
review.
Answer A
pilot
is
allowed to
Question
I
applied
for
a
third
class
medical,
and
the
FAA
wanted
additional tests . I
did
not complete
them
due to
the cost . Is this
considered a denial?
Answer
Unfortunately, yes. Once
the
application for
an
FAA
medical
is
started,
the
aviation medical examiner
is legally required to forward the
application to the FAA. If an applicant
fails to provide all
the requested
information, the FAA denies the
driving privileges are vision changes,
loss of consciousness,
impairment
of
judgment, loss of motor function ,
and
seizures or blackouts. I f you have
experienced anyone of
the
above,
even temporarily, you need to verify
with your
state
department
of
motor
vehicles
that your
driver's license is
still valid. In
addition,
you should
consult with your family
doctor
about the advisability of
piloting an
aircraft. I f your license is
suspended
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-;:r·_ .
I I
:> IR P L N E
E S I G N M D E
S I M P L E
hat happens behind the scenes
R.R. OSBORN
As
PUBLISHED IN
VI TION
AND
BY
K.D.
W OOD
IN HIS BOOK
IRPL NE D
ESIGN
FOREWOR
The study of airplane design
must
be a study
of
airplane designers,
and
should preferably include a portrayal
of th
e
conditions under which
com
mercial airp lanes are commonly de
veloped. The following articles from
viation by
R R
Osborn were written
prior
to
1940,
and
while
no
longer as
applicable as at
the
time of their orig
inal writing, they
present some
per
sonnel
aspects of
the
development
en
gineering problem
that
are still,
with
important variations,
involved
in
many
development projects.
Lately we have been very much
surprised to find
that
airplane design
and cons truction seem to
be
very
FIRST
PUBLISHED
IN 1934
know, to learn from them the reason
ing
and
processes by means
of
which
a new airplane is created.
They
were
glad to tell us their experiences and
we have condensed all of their stories
into the following,
which
might be
said to be the
high points in
the life
of
an average airplane
in
its
journey
from
the
drafting board to
the
field:
As his favorite
la
yo ut
draftsman
is working up some advertising for
the sales department, the DeSigner
is
much
discouraged
to
find
that
he
will
have to use an inexperienced
man and do the figuring and calcu
lating himself.
Designer calls for a
wingspan of
37.5 feet . Layout draftsman misun
ufactured by the Chief Engineer's
golfing partner.
Designer
asks the
world howinell
he
can
turn out
a
good
ship when he has to
use
an
engine
like
that
one? Chief
Engi
neer's golf
game
gets
poorer
so
that
his partner beats him regularly De
Signer
ordered
to shift to the best
engine available
in
another
com
pany. Designer asks the world how
inell h e can turn
out
a
good
ship
around
an
engine like that one?
President
sends
in
a
note
stat
ing
that
the
watchword
is economy,
and that all new designs should have
cheapness
of
construction and econ
omy
of operation
as
their major crite
ria. Design is altered to suit.
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toward better vision for
the
pi
lot,
and that
all other features,
including speed and cheapness
of construction, should be com
promised to obtain better vision
for
the
pilot. Design is altered
to suit.
President sends in word that
the crying need of this country
is a good 5-cent Cigar Design
is
altered to suit.
Shop
makes
an
error
in
building the fuselage a foot too
short. In exchange for previous
shop favor in covering up one of
his errors,
the
Designer writes a long
treatise to
the
Chief Engineer point
ing out the trend to shorter fuselage
lengths, suggesting that the fuselage
be made shorter by 1 foot. Chief Engi
neer does not grasp the full meaning
of the obscure part of the Designer's
calculations, so issues order to have
the
nose of
the
fuselage shortened by
1 foot. Designer
and
Shop Superin
tendent
talk it over
and
decide they
had better just cut 1 foot off the nose
and say nothing more about it.
Engine finally arrives for installa
tion in the ship. Turns out that the en
gine company had decided to build a
nine-cylinder engine instead of a sev
en-cylinder engine. Long correspon
dence between airplane company
and engine company to determine if
two cylinders shall be taken off or if
engine
mount
shall be changed. Mat
ter finally settled by flipping a coin.
Engine mount
is
changed.
On installation of the
engine
it
is found
that the carburetor
inter
feres with
the
center
landing-gear
DURING
SETUP
OPERATION,
UPPER
WING IS
FOUND TO
INTERFERE
WITH A BEAM IN
THE
ROOF OF
THE FACTORY.
AFTER COMPARING
COSTS OF ALTERING
THE
BEAM IN
cowl. Project Engineer has draw
ing made to suit and sends draw
ing in to Chief Engineer, pointing
out that his new design will prob
ably add 4 mph.
Landing gear was laid out
for large-diameter wheels.
Somebody
invents
small-diam
eter wheels and sells them to
the Purchasing
Agent.
When
they are applied to
the
ship it
is
found that the propeller ground
clearance is too
small.
Proj
ect Engineer
announces that
a three-blade propeller will be
used because of
high propeller tip
speeds or something.
During setup operation, upper
wing is found to interfere with a
beam
in the roof
of the
factory. Af-
ter
comparing
costs
of altering the
beam in the roof or changing one set
of wing struts, gap between
the
wings
is decreased by 6 inches.
First weighing of the ship shows
the center of gravity to be badly out of
position. Upper wing is taken off and
changed
to one of large sweepback
to balance
the
ship. Chief
Engineer
sends note to President explaining
delay as necessary, as sweepback has
to be used to improve pilot's vision.
At the field 1 foot of left wingtip
is knocked off on a hangar door. One
foot
is
sawed off the other tip to match,
and both ends are faired off neatly.
The airplane
is
put
over
the
speed
course and
is found
to
have
a
high
speed 5 mph more than
the
Designer
expected,
but
5 mph less
than
he
wrote
in the preliminary specifica
tions. This speed
is
10 mph more than
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tomer
's specification for
the
new airplane.
Thinks it would be a good
idea to underscore
with
red
pencil the parts of the custom
er's specification that will affect
the
design.
After
completing
four pages finds that
he
has un
derscored all but three words so
throws down specifications in
disgust.
Goes
into
Drafting Room
to
discuss latest sporting news with
favorite layout draftsman. Finds
him busy on
a rush job for
another
designer. Dashes into Chief Engi
neer's office and pounds on desk, de
manding
that
favorite
draftsman
be
transferred to his project and moved
into his office to assist,
as
no other
draftsman
is
able to understand what
he wants done. Chief Engineer grunts
and
says he'll
think
about it.
Wanders through drafting room
looking
at
work being
done
for
other
designers
and offering
suggestions,
which involve scrapping all drawings
and starting over again.
Designer
is
startled on return-
ing to his office to find that favorite
draftsman has already been moved in
and
is
ready to go to work.
Suggests
that
centerlines
be
drawn
here, here, and
here
, and re
turns to desk for contemplation.
Reads
through
specification hur
riedly
and then
slams
it
down on
desk, asking howinell customer ex
pects to get all
that
in
one
airplane.
Looks at drafting board and sug
gests
that
centerlines be moved
to
here , here , and here to allow more
AFTER COMPLETING
FOUR P GES FINDS
TH T HE H S
UNDERSCORED LL
BUT THREE WORDS
SO TH ROWS DOWN
SPECIFICATIONS
IN
DISGUST
the
specification again.
Factory Superintendent calls up
and says would like him to look at a
fitting of his design
that is
giving
him
trouble
in
shop.
Designer says
that
he'll
be down immediately to look
at it. Shop Superintendent faints at
other
end of phone
as he
expected
that Designer would manage to get
down to see fitting in about three
nant
race with
watchman
.
Back in office starts reading
over specifications again.
Admires le
ttering on
cover
of new notebook
and then
num
bers pages
therein,
using
orna-
mental figures.
Suddenly realizes
that
if he
is to
turn
out design that is abso
lutely up-to-date it will be neces
sary for
him
to read
up on
latest
developments
here and abroad
as noted in
aeronautical
maga
zines. Gets magazines and reads
all social
and
political news
therein.
Makes
mental note to
read technical
articles later.
Wanders down into shop
to
watch
operation of new riveting machine.
Talks over international political
situation with foreman
of
the sheet
metal shop.
Hears report that
new
airplane
built by competing has landed
at
field
so drives over
to
see if
there
are
any
new ideas thereon to be appropriated.
Looks ship over carefully. Points
out
to foreman of Hangar Crewall details
that
were
improperly designed
and
expresses amazement
that competi-
tor managed to get a large production
order
on
such a poor airplane.
Walks down
to the
School Hangar
to
watch students practicing landing.
Comes to conclusion
that
modern
landing
gears are
pretty good after
all.
Back
at
office starts to read over
specification again but notices that
his slide rule is in
need
of cleaning.
Decides he
had
better clean rule thor
oughly
as
he will be using it a lot.
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My father and grandfather were both pilot/mechanics
so
airplanes have always been in my blood. I've always loved
old airplanes, especially old round-engined airplanes. For the
5
years we've owned Bigbird, I've depended on the fine
folks at
AUA
to provide all my airplane insurance needs. They
can always be counted on for professional, courteous,
cost-
competitive service
Rudolph (Rudy) Ribbeck
Lake
Wylie, SC
• Dual
rated
ATP
• Flight
engineer
• 15,000+
flight
hours
• 20-year
u Army pilot V
i
etnam vet
• Air/i
ne
and corporate
pilot
experience
•
Currently flies
V
news helicopter
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BAE
Systems maintains its connection
to its past wHh the ownership of this
946 Avro
C.19 Series
2 Anson
G-AHKX, serial
number
333
Vintage aviation in the United Kingdo
BY DAVID MAC RE DY
AND H.G. FRAUTSCHY
Here
are more images from the
camera of David
Macready of
the
United Kingdom.
We
hope that you enjoy this fea-
ture which will appear on a regular
basis in
the pages of Vintage Airplane
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Frank Chapman flies this
rare Gloster G.37
Gladiator
1
G-
AMRK 4231427), serial
number
L8032
buiH in
1937.
Owned
by the Shuttleworth Collection.
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Here s
the only
example
built of the Air Navigation and Engi
neering
Company
Ltd.
ANEC
II.
Registered
as
G-EBJO,
it is
serial
number 1,
built
in
1924. Owned
by
the Shuttleworth Collection
the display pilot
was Roger Bailey.
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Above
right:
Amazingty
all four
Chilton
D.W.l
and
D.W.1A aircraft built
are
still
in existence; G-AESZ is se
rial
number 1
built in 1937. A fascinating history
o
the
company and its roots
is
available on the web
at
www.
Chilton Aircraft. co.u
and at
www.PilotFriend.com.
Search
the
site for Chilton D.W.l.
Roy
Nerou
is
the
owner
o the Chilton which is powered
by a
32-hp Carden-Ford
water-cooled
engine
an
aero
adaptation
o
the
Ford 10
1172-cc motor car engine equipped with
dual
magne
tos. Three
D.W.l aircraft
were
built
and one D.W.1A
powered by
a
French 44-hp Train engine. Preserved
at
the Shuttleworth Collection Old Warden Aerodrome.
The
single-seat 1937 Dart Kitten II is
powered
by a two
cylinder 36-hp
Aeronca-JAP engine. Another
of
the
very
light
planes
built prior to the outbreak of
World War
II,
the
G-AEXT
is Kitten serial number 123, and it s
owned
by
Mr. A.
Hartfield.
The
Kitten II
has
a
wingspan
of
31
feet, 9
inches and an all-up weight of 832
pounds.
http:///reader/full/www.PilotFriend.comhttp:///reader/full/www.PilotFriend.com
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Pea Pod Pusher
Dave Powell's Anderson-Greenwood AG-14
BY
BUDD DAVISSON
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It was a real scavenger hunt and most
of it had been sitting outside in Hous
ton's corrosive atmosphere for
the
entire 30 years."
Besides
having
been attacked by
the elements for all of
those
years,
the
airplane had been abused long
before it went derelict.
The airplane had
been
flown a
Dave Powell
Powered by 90-hp Continental
driving special
Hartzell
pusher
propeller,
the AG-14
is
one of
the
most
recognizable
waaszat? air
planes in the United States.
Far
more people have
seen
photo of
the airplane than
have ever seen
real one. There are four remaining
AG-14 airplanes.
than
that. The parts that worried me
the most were the spar carry-through
extrusion,
which
had
intergranular
corrosion, and
the damaged
"fuse
lage" skins, all of which were stretched
formed at the factory, so they were go
ing to require some compound alumi
num forming, which I know nothing
about.
At
the time, I didn' t realize how
and
saved
me
an
enormous
amount
of work,
no
t to mention
even more
money, was
that
two different com
panies tried
to
revive
the
design in the
'50s
and
'60s. I started tracking down
the
parts that had reportedly been built
by those companies,
which had
been
led
by
Ray Hubert in California . He
had planned
on
putting
the
airplane
back into
production
in
the
'60s
and
had actually
made partial
parts
sets
for 25 airplanes. His plans included re
naming
the
airplane the
Space
oupe
I tracked
down
his grandson, an
A&P
mechanic who had traveled through
many states with the parts. When we
finally talked, it turned out he had got
ten tired
of moving and storing
the
parts and had sold them. With his help
I finally found the parts in Oregon,
two owners later. When I talked to the
owner he said he wouldn't sell me just
the parts I needed. I had to buy the en
tire batch, whil;h was a lot of stuff, or
get none of it."
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11Ie view over the nose
can
e
a
bit disconcerting, since there s no nose
out
there to
use
when
gauging
the pitch angle.
A
quick glance to the
side will
confinn the angle.
Not
until helicopters went into regular production
was
there such
an
unobstructed
view from
a
post-World
War II aircraft.
end, it was
so
packed that I was literally
just jamming stuff inside the doors. I
felt as if I had just won the lottery."
This time
when
he arrived
home
with a treasure trove of airplane parts
they didn t look as i f they had been
lying
on the
beach because they were
all new old stock NOS)
and had
been
stored inside. Because of handling dam
age accumulated over the years (they
changed hands three times) they may
not have been pristine, but they were
close enough.
"I had so much more stuff than I
could use that it wasn't funny, but
at
least I had the critical parts that were
going to be really hard to duplicate. I
had two fuselage pods, one of them on
its wheels, and about 40 spars, a bunch
of booms, tons of castings,
and some
unmachined extrusions for the carry
through. At the same time one of Dad's
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a fifty-fifty mix of new and old skins
and
the
pea-
pod
fuselage was look
ing good.
When I started this, Dad was a great
help for about the first haIf,
but then
he
got sick with cancer and we lost him, I
was on
my own, now wanting to
see
it
fly
in his memory. It was obvious
that
although it was a little airplane, it was
a big job. Everything led to something
else
and
each time I drilled
out
some
rivets, I found more corrosion.
By the
time we were finished we
had taken
the wings apart down to the spars and
built them
up
almost from scratch with
all new skins.
The wings were a special problem
in
that they
were
skinned
with .016
aluminum, which
is
one thickness up
from tinfoil,
and is one
reason all the
originals were in such poor condition.
Plus
the
wing construction itself was
unique see sidebar) and required some
creative restoration
to
do it right. The
spars, for instance, aren't your normal
smooth-web-riveted-to-capstrips, but
have vertical corrugations for stiffeners.
Fortunately, he didn t have to replace
any of the webs,
but
he came close.
Oddly enough, Dave says, con
sidering what a unique little airplane it
is and how few were built, one of the
hardest things to come
up
with was the
oil-temp gauge. I had
the
part num-
ber,
but
had a terrible time finding one.
Then someone told me he thought
Stinsons used something similar so I
got on the Stinson forums and came
up with one that was rebuildable. Part
of the problem
is
that it has a 12-foot
Decades of outdoor storage in the Houston, Texas, area
wreaked
havoc
on the
original structure of the AG-14
A
couple of
shots
of
the structure
of
the
AG-14
during its restoration.
You
can
see the
level of skin replacement
needed on
the fuselage pod.
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capillary tube that runs from the panel
and back to the engine, so the tube
is
together one good engine. Even more
fortunate was the prop's condition: It
The structural
heart
of
the
fu-
selage
pod
is
this
keel running
from
the
nose
to
the
engine
mount.
Bolted
on the outboard ends of the back of
the center
section
are the
two
booms,
which
feature
this novel structure.
phenolic-coated blades for internal
delamination and neither did any of
the prop shops. He solved that for me.
He said to take a quarter and tap, tap,
tap your way down
the
blade listen
ing for a change in the way it sounded.
t sounds a little silly, but if you think
about it, if there's a delamination there
will be a void or discontinuity and it
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nDesigning and Building 194 5
Pusher
When
Marvin
Greenwood and Ben
Anderson, along with
their
partner, Lomis Slaughter,
left
Boeing right
after
World
War
,
they
headed
straight
back to
Houston
where
they set up
a
company
to design
and
build
little airplanes. During
the
war
they had all learned
a
lot,
as engineers, and
had some ideas they wanted to incorporate into
their new
design. Chief amongst those features
were
visibility
, safety, and
comfort.
This
is what
led
them to the pusher configuration.
With
no need to have an
engine out
in
front,
the fuselage
could
be
any shape
they wanted, so
they
l
owered
the instrument
panel and
mounted the
nose gear on
a
keel
assembly that projected
only
slightly
out
in front of the
crews
' feet. Then they positioned the
wing
in a shoulder position so
the pilot
could
turn
his
head and see
both over
and under it. There
wouldn
't be a production aircraft
with
that
kind
of visibility until helicopters
became
commonplace.
By running most of the landing-gear loads through the keel
and
a load-bearing frame around
the door, it allowed them
to
make a huge door.
So anyone,
regardless of height, could just back
up to the seat and sit
down
. There
was
no climbing on board at all.
Plus
the door-to-door distance
of 44 inches makes it a full 4-1/2 inches wider than a modern C-172.
Then, with the engine behind, although the noise was still there, the firewall went from floor
to
ceiling with no windshield
to
interrupt
it,
so
upholstery and
carpeting
could
do
an effective job of
keeping the
decibels
at bay.
Everything is not,
however,
all
sunshine
and roses
with
a
pusher
configuration, especially on
a bird this size.
CG
limitations and the desire
to
keep the size and weight of the airplane
to
a
minimum meant that the firewall is right up against the main
spar
and
the engine is sitting almost
mickhord in the
wing.
This necessitated some clever structural
engineering
that saw the center
section
and the wing become monospar units, meaning most of the wing
loads
are carried by
the further-back-than-normal main spar and a [).shaped torque box ahead of it that doubles
as
the
leading edge of
the
wing.
This meant
the
rear spar,
to
which
the
ailerons
and
flaps
are
attached,
could
be quite
light,
which simplified
carrying the
loads through
the
engine compartment.
distractions,
as
you tap along the com
ponent , you allow
th
e coin to bounce
off
the
surface,
letting
it slide
fr
ee of
your fingers for a
moment.
You're lis
tening for a difference or change in the
sound as you tap along
the
item. With
practice
and
experience, an inspector
can
pick out voids near
the
surface.
More recent NDT inspection
meth
ods such
as
radiography will often give
more consistent, reliable results, albeit
for greater expense. While the coin tap
test is
rather
subjective, excellent re-
sults can be obtained using this time
tested procedure.-HGF)
With all
our
searching, besides
our
prop, we've
only
found
one
other
and Mr. Anderson himself
ha
s
that
one.
I've
been
talking to hi m , and
his family, but I'm not convinced I'll
ever own it ."
When
we got the
airplane
close
to being finished, we mulled over the
paint
scheme
for a couple of years. I
settled on a scheme that I felt would
complement its lines and
not
look
too ' flashy ' or new, sort of
timel
ess.
I t
was designed by Craig
Barnett at
Scheme DeSigners."
The
big day finally arrived, and it
says something about his wife, Julie,
that he
flew it for the first
tim
e on
her birthday, May 9,2007 . And how
does it fly?
"It flies like any other 90-hp airplane
that has its nose wheel hooked directly
to the yoke, has only one brake ped
al-no
differential
braking-and
only
one small rudder in one fin. It's a little
disconcerting at first becauseyou lite
r-
ally steer it on the ground. Just like a
car
It
has rudder pedals, but they don't
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GET THE
SKILLS
TO
GET
IT
BUILT
AT
EAA
SPORTAIR WORKSHOPS
GET
YOUR
HOMEBUILDING
PROJECT
OFF THE
GROUND
BY SIGNING
UP
FOR EAA'S SPORTAIR
WORKSHOPS
BEGINS DURATION COURSE
DESCRIPTION LOCATION
April 25-27 2 days Repairman ELSA) Inspection-Airplane Broomfield, (0
May 2-4 2
days
Repairman
(ElSA)
Inspection-Airplane
Oshkosh, WI
May
3-4
2
days
Von's
RV
Assembly Oshkosh, WI
May 9-11 2 days TlG Welding
Griffin,
GA
May
17-18
2
days
Von's RV Assembly
Arlington, WA
June 13-15
2
days Repairman ELSA) Inspection-Airplane Frederick, MD
June
20-22
2 days Repairman
ELSA)
Inspection-Airplane Arlington,
WA
it off high because they aren't used to
not
having
a nose in front of
them.
In fact, that's the first thing everyone
comments on when they get in the air
plane. The instrument panel is really
low and there's
nothing
but windshield
in front of you, so you don't have any
of the normal references.
Of course, i f you ask someone
to
start it without explaining anything to
them, they'll never get i t started: The
starter is a small pedal on the floor be
tween your feet.
It
climbs at about 700 feet per min
ute
and
cruises
about
115-120 miles
per hour. The controls are not perfectly
balanced, the ailerons are heavy, while
the
elevator
is
light. Did I mention that
at full roll deflection one aileron is up
40 degrees and
the
other aileron
is
also
pointed up, but
at
10 degrees? This
is
because of some of
the
steering linking
geometry. Plus
the
trim
is
an overhead
crank,
which
a lot of 1950s airplanes
had. Service ceiling
is
16,500 feet and
I have flown it several times above
11,000 with no issues. Gross weight
is
1,400 pounds.
Power off on final at 65 to 70 mph,
it sinks quickly, about like a Piper Arrow
and it has almost no float in that situ
ation. The flaps aren't terribly effective
(two-position Johnson bar), but they
do get the nose even further down, so
you're looking through that big wind
shield at the ground rushing up at you
and
i t
can really be unnerving. Espe
cially in a high wind. So, to keep from
embarrassing myself, I generally add a
little power right at the end.
In general, I'd have
to
say
that
I
grossly underestimated every aspect
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of
ait
BY
GILLES AUILARD
y landings are faith-based. I f I cannot
see the runway, then I know everything
is okay, mentions Bruce McElhoe, pi
lot and owner of
the
Curtiss-Wright
Travel Air 4-D N689K (c/n 1270), the
only original flying example of a kind of biplane produced
in small numbers at the advent of the Depression.
He explains:
I
started flying in high school and generally stayed with
Cubs, Champs and the like, airplanes I could afford. How
ever, I always wanted to own an
antique
airplane
and
I
starting with Howard Hughes' 1929 war epic
Hell s Angels
and continuing well past World War II, acquiring along the
way the nickname of Wichita Fokker.
In 1929, the Travel Air Manufacturing Co. became part
of the great Curtiss-Wright conglomerate. Vanishing as a
separate entity
the
following year, it left a legacy of rug
ged and adaptable machines, able to take on the dirtiest
job. As such, the Travel Air became the mainstay of the
crop-dusting industry.
Of the 1,200 or so Travel Airs built between 1925 and
1930, a surprisingly high number about ISO are still on
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With
brown
crinkle finish, the instrument panel
features
period
instruments like the bubble-face
compass.
Bruce
McElhoe and
couple of
young
fans during
one
of the American
Barnstormers
Tour
stops.
With his ever-present
unlit stogie, Frank Rezich
does great
job as
tour
barker
and
ground
guy for
Waldo
Wright's
Flying Service.
Frank was
instrumental
in helping
Bruce find
the 4-D.
On
january 24, 1934, Sol Sweet,
owner/operator
of Sweet Flying Service at Visalia Municipal Airport,
acquired the Travel Air from Larson Aircraft Sales, a
dealer in Oakland, California, for $1,500 and the trade of his
rather tired Waco 10. Starting immediately, the Travel Air
became
the
official mode of transporta tion of Col. john R.
White, superintendent of Sequoia National Park. In january
1937, after three years and 750 hours of national parks hop
ping, Sol sold it
to
Earl Hopkins, owner of the West Coast
Kalsomine Co., a paint company in Berkeley, California.
In November 1940, the left wing and
the landing
gear
were
damaged
in
a ground loop. In 1941, in accordance
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starting with a good, straight fuselage. The wings were in very
poor shape, but I was able to salvage 60 to
70
percent of their
wood. The empennage on that model is metal, and the good
news was that it
was
in serviceable shape.
I had an engine that could be rebuilt and a Hamilton
Standard propeller. These are extremely difficult items
to
find, and I was lucky it came with the project. I did most of
the work myself, with a lot of coaching from Bob Lock.
Bruce acknowledges he reached his
limits
on this
enterprise:
liThe
top half of the fuselage is metal, and I started work
ing on it. I threw away all the work I did and sought help
from Mark Lightsey in Hemet, California, who is much better
than
me at
the
English wheel. For over a year, I would drive
to Hemet on Monday morning, spend the whole week with
Mark and come back home on Friday night. Mark painted
the airplane in traditional Travel Air colors and we finally as
sembled and rigged it.
In 2005, after five years of restoration, the flying phase was
approaching.
Bruce
wanted to be ready:
I learned to fly
on
tailwheels, but I was very rusty. I got a
refresher course
on
big tailwheel airplanes, and Mark helped
me starting. We did the first flight together (on May 6, 2005),
and then he turned me loose.
liThe
plane handles beautifully. I t is much better-behaved
on
the ground
than
a Stearman. That particular model has
outrigger gear with air-shock struts, so it handles like a baby
carriage.
It is
very reluctant to bounce.
It
will lift off at about
55
mph
and climb at 70/75. Cruise
is
about 100 mph and
the
landing speed
is
about 50 mph. I can fly
the
airplane hands
off, feet
on
the floor, and it will fly in a straight line, even
though it will wallowa bit.
liThe
hardest thing
for me
to
get used
to
was
the
view
from the cockpit. I have to admit, I still am not used to it.
It
takes very definite S-turns upon taxiing and, for that rea
son, I very
much
prefer a wide taxiway so I can make high
amplitude S-turns.
In cruise, I
cannot
see straight ahead,
and
on
landing I
can hardly see anywhere. I tend to make my turn to final very
close to the end of the runway, so I can see my landing point
and touch down not too much later after than when the run
way disappears. The Travel Air loves grass runways because
Travel Air 4 D Specifications
(As powered
by
a 220-hp Wright J-5 radial engine.)
Wingspan: 33 feet 0 inches
Length: 23 feet 4 inches
Total wing area: 289 square feet
Airfoil:
Trave l Air N
o.1
Empty weight:
1,837
pounds
Useful load: 1,034 pounds
Payload with 67 gallons gas: 428 pounds
Gross weight:
2,880
po
unds
M
ax
speed: 130 mph
Cru ising speed: 110 mph
Landing speed: 52 mph
Rate of climb: 980 f
pm
at sea level
Ceiling: 14,000 feet
Gas capacity: 67 gallons
Oil capacity: 6 gallons
Ra
nge at cruise @ 14 gph: 520 miles
Price
FOB
at the factory: 7,960 ($8,640 after
May
1930)
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American Barnstormers
Tour 2008
A
step back in time
Y
S R H
PANCHO WILSON
The 2008 American
Barnstormers
Tour showcases as many
as 20 meticulously restored vintage aircraft from
the
1920s
and
1930s
in an exceptional collection of airplanes
and aviators.
This nostalgic salute to the daring
young
men and women
who
ventured across America during the 1920s
seeking fame
and
fortune
in their
biplanes,
dubbed
"barnstormers,
I I
will
journey
through
America's
heartland on
a
nine-city
tour
from
June
15
through June
30, 2008.
Admission
is
free
and
these rare air-
craft can be seen
at
the following cities:
June
: ;'-.10 IOwa City, Iowa (lOW)
June 17 18 Ames, Iowa (AMW)
Each
afternoon
the aircraft will
take
to the
skies for the Barnstorm-
June 19 20 Council Bluff, Iowa (CBF)
ers Parade of Flight, with the legend-
ary "Mr. Travel Air," Frank Rezich, as
June 21 22 Hastings, Nebraska (HSI)
master of ceremonies. Frank will en-
tertain
the
crowd with his unique an-
June 23 24
Great
Bend,
Kansas
(GBD)
nouncing style, while attendees hear
tall tales of barnstorming and learn
June 25 26 Wichita, Kansas (AAO)
the
history of each biplane
as
the pi-
lots perform overhead.
June 27 Emporia,
Kansas
(EMP), morning only for refueling
Spectators
can even experience
June 27 28 Lee's Summit, Missouri
(LXT)
the thrill of open-cockpit flight and
go barnstorming in a beautifully re-
June 29 30 Jefferson
City,
Missouri (JEF)
stored Travel Air or New Standard
vintage biplane. Weather permitting,
biplane rides will be available daily.
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These
aren't airplanes,
they ' re
time machines, said
tour
organizer
Clay Adams. Our
tour
gives people
from all over the country the chance
to travel back in time and experience
the
same sights, sounds,
and
excite
ment
they
would have felt some 80
years ago as they looked
out
across
the fields and saw the barnstormers
on the horizon.
The American Barnstormers Tour
was born
under the
wing of
an
an-
tique Travel Air biplane as a group
of friends
and vintage airplane
afi
cionados began to talk of resurrect
ing
the
barnstorming
tours of
the
1920s, where many local citizens saw
their first airplane up close and per
haps spent a few dollars for their first
flight. Tour organizers saw an oppor-
Above: First
buiH
in Engtewood
Colo
rado and then
in
Colorado Springs
the
Alexander
A-2
Eagterock biplane was
produced
by the Alexander brothers
a
pair of
enthusiastic
businessmen
who
wanted
to
issue
each
one
o
their
film
advertising
sa
l
esmen an airplane
to
cover
their
telTitory.
No
matter what
the
reason the Eagterock has long been ad
mired
for its
looks and performance.
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Above:
The
subject
of
one
of our
fea
ture articles
in
this issue, Bruce McEI
hoe s Travel
Air
is one of two Travel
Air
biplanes on
the tour this
year.
Left: Airline pilot Clay Adams, the
spark plug of the American Barnstorm
ers
Tour,
flies
his Travel
Air
4
all
over the Midwestern United
States. A
gathering of pilots
who had
enjoyed the
2 3
National
Air Tour enthusiastically
embraced the idea of
a
barnstormer s
tour,
and with Clay s leadership, the
idea
was off and running.
Below left: From the far
side of the
Rockies, this
is Alan and
Connie
Bu
chner s
Waco
QDC, the
cabin-class
biplane
of the
2 8
American
Barn
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Above: Another symbol of
the
bamstonning
era
here
are a pair of Waco ASO biplanes
owned and flown
by
Rick Hornbeck rear) and
Dave and Jeanne Allen.
Above right: The ramp
display
at a tour
stop.
Right:
Participants line
up
for
a ride of a lifetime.
GET
CONNECTED ...
Stay
Informed
E-mail
is
the easiest
way
for
you
to
get connected to the
EAA
community and
stay
informed.
By sharing your e-mail address
with us, you'll receive:
• EAA's e-Horline electron ic newsleller
• Information on EAA events
• The latest
aviation
industry updates
Well.
f O r
D U : l f t C ~ e n ~ a
airplanes, anyway .. we
got
the
idea from Ponce.
It's called
rejuvenation,
and itworks great with
real
dope finishes. Spray
our
rejuvenator over aged dope;
-
8/20/2019 Vintage Airplane - Apr 2008
30/44
TYPE CLU NOTES
High Oil Temps and Oil Temp Gauges
Dear George:
My 170 is a
1948 model
with a
C-145 engine. The oil-temp gauge is
original and I have
not
checked it for
accuracy yet. I take off and climb to
2,000 feet and within
15
minutes the
oil temp
is
touching the red line of
225 degrees. The instrument doesn t
give exact temp readings. t has only
a green arc all the way across its face
and then a red line.
The
engine
cooling
baffling is
of
the original type and is in good con
dition. I have checked the mag timing
and it
is
set on factory specs accord
ing to the engine manual.
The cowling lower half is new with
lip at bottom . Last flight was in temp
of 55 degrees OAT. Can oil cooler be
put on this
engine?
Thanks
for
any
help you can give me.
Russ
Hello, Russ
BY GEORGE HORN
Parts/Maintenance Advisor, TIC170A
brication
and
cooling,
which
in
turn
can mean
engine failure. The C-145/
0-300
engine was designed to operate
satisfactorily in
OATsup
to 130
de
grees Fahrenheit without an oil cooler.
There
is
no reason a healthy engine
should suddenly experience high en
gine oil temps unless a failure of some
sort has occurred. There can only be
one
reason for high oil-temp indica
tions if there has been no engine fault
developed.
That one
reason is
an
in
correct oil-temp indication system
(bad oil-temp gauge) .
The C-145/0-300 engines typically
indicate higher oil temps than engines
of other manufacturers as a result of
design (That statement does not mean
Continentals actually operate with
higher oil temps.
t only
means
they
indic te higher oil temps.) Do not use
previous experiences with other en
gines to decide that your C-145/0-300
is reading excessively high. The rea
Certificate Data Sheet
and
is
the
cur
rent maximum
oil temperature speci
fication for this engine.
SINCE YOU STATE THAT YOU
HAVE
THE OLD-STYLE OIL-TEMP
GAUGE you shou ld
know that
the
redline of
that
gauge
is
225 degrees.
That red line has been
superseded
The
new redline for your engine when us
ing SAE 50 straight-weight oil (such
as Aeroshell lOOW has changed and
is
now
specified at 240 degrees There
fore, when using 50 straight-weight
aviation oils, the redline on your old
style gauge is no longer va
li
d at 225
degrees.
You
may operate the engine
with oil temps up to 240 F How do
you determine where that is on your
gauge? You
must either
have your
gauge recalibrated
and
re-marked
by
a certified instrument shop or
you
must replace the gauge with a gauge
already marked with an indication of
240 degrees ..or you may simply plac
-
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tinue with the assumption you truly
have high oil temperature ....
The
oil-temp gauge
is
made up of
a capillary tube filled with alcohol or
gas with a bulb-end submerged in en
gine oil
at
the
oil screen
and
its op
posite end acting against a diaphragm
within
the
gauge. That diaphragm ex
pands
with
pressure from
the
heated
alcohol
and
bears against
the
indicat
ing needle
to
move it to
the
indicated/
associated temperature indication.
The most
common failure
mode
of
the
gauge
is
a break
in
the
capillary
tube o r leak in the diaphragm result
ing in loss of
the contained alcohol/
gas
and
resulting in the failure of
the
gauge in a lower-than-correct (or no)
indication.
Your
gauge does not pres
ent
this
problem.
The second
most
common
failure mode of
the
gauge
is
a loss of accuracy due to a diaphragm/
tube mechanism
that
has been weak
ened from excessive and/or repeated
expansion. This will cause the gauge
to read excessively high even though
oil temps are normal . This
is
a possi
bility considering your complaint.
(Another
less
common failure of
the
gauge
is
a mechanical failure wherein
the
needle finds interference within
the
gauge, does
not
move smoothly
without interference, or does not re
turn to the lowest possible indication
when
the
engine has returned to am
bient, such
as
after an overnight rest.
Remember
that
the
bottom
of
the
green arc in your gauge is 100 degrees.
A cold engine should indicate less
than
that.) Many gauges' lowest in
dication
is
100 degrees. f your gauge
never returns to that 100 mark, you
touch the pan. The gauge should very
quickly
indicate 210 degrees (212 to
be exact)
at/near
sea level. (Alterna
tively, if you are a midget contortion
ist, you
might
be able
to
remove
the
bulb
and
dip it in boiling water at
the
engine
compartment,
but
be careful
how
you heat
and handle
water close
to
the
airplane
and
nearby fuel.)
Special Note:
When
reinstalling
the
probe
do not
overtighten
the nut
hold
ing it within
the
oil screen casing. The
soft
copper
skirt
on the
bulb will be
crushed/cut
and
will fail if excessively
tightened,
and
complete loss of oil in
flight
is
a possible result. When rein
stalling
the
probe, tighten
the nut
just
snug,
and then only 1/2
flat
on the
nut
further (about
1/16th
of a turn).
No more.
Method 2:
Purchase a 14-inch or
longer barbecue or meat-type ther
mometer from
an outdoor
barbecue
or restaurant equipment supplier.
Us-
ing the
boiling water method, deter
mine the thermometer
is
accurate
at
210
degrees Fahrenheit. Fly the air
craft
to
bring
the
oil
temp up to the
normally observed temperature. Land
the
airplane
without
significantly de
scending or cooling
the
oil
and shut
down
as
soon
as
possible. Remove
the
oil dipstick and plunge the BBQ ther
mometer into the
dipstick position.
Allow it
to
register the oil temp
and
then compare
that
thermometer in
dication with
the
urrent cockpit oil
temp
gauge
indication.
This
second
method has greater possible error but
should be an acceptable method to de
termine if your cockpit gauge
is
suffi
ciently accurate to be serviceable. The
higher rates of oil flow to the valve
rocker box area
than
other engine de
signs. This results in
higher oil-flow
return
rates
through the
pushrod
housing
tubes. Those
pushrod
tubes
act
as
a pathway for oil
to
drain back
to the
crankcase from
the
rocker boxes
and
cylinder heads,
and
also act
as
oil
coolers. Cylinder baffles exist at
the
lower
cylinder
surface
and between
the
cylinders
to
properly direct cool
ing air around
the
cylinders and to
re-
direct
that
air once heated away from
the
pushrod
tubes.
The exhaust
sys
tem flanges at
the cylinder
are nor
mally sealed with a high-temp gasket,
but
that gasket can develop a leak and
the flange can
thin
out
and warp
due to time
of operation,
which
will
also cause a leak of hot exhaust gases.
Additionally, there
is
a "joint" clamp
that
exists between
the
short exhaust
"riser"
(the
IPC calls
them
exhaust
tubes") which
bolts to the
cylinder,
and
where that riser connects
to the
muffler. Those clamps can develop
exhaust gas leaks. When
that
gasket/
flange seal fails or that clamp leaks,
it directs
hot
exhaust gases onto
the
pushrod
tubes
containing engine
oil
on its way back to the crankcase. This
will improperly
add heat to
the oil
that
is
draining to the sump, resulting
in
high
oil temperatures. Be aware
that leaks
at the
flange, if left uncor
rected for long, will erode the face of
the cylinder exhaust port to the point
that
new
gaskets
cannot
correct
the
problem. The only fix in that case
is
cylinder repair/replacement. Do
not
neglect leaks at this flange area. In
fact, due to the danger from hot ero
auto parts stores. It is a 1-1/4-inch-wide
and will require a field approval, and
closely examine the bulb flange's outer
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8/20/2019 Vintage Airplane - Apr 2008
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red-colored fiberglass tape. Wrap
that
tape tightly, twice around the cleaned
joint,
and
reinstall the clamps using
new stainless bolts and high-temp nuts
(AN363C-I032 nuts, AN960CI0 wash
ers and AN3C-4A bolts). Aircraft Spruce
can supply
the
hardware
(877-477
7823). Use new exhaust nuts (Spruce
PN 22022)
when
removing/installing
the exhaust risers. New risers are avail
able from Knisely Welding Inc., Loomis,
California (800-522-6990 or 916-652
5891),
and
from Aerospace Welding
Minneapolis Inc., (800-597-4315).
Tell Charlie Feld of
the
170 Associa
tion sent you.) The risers are part num
bers 0550157-7 for the short straight
ones (four required each engine)
and
0550157-8 for
the
longer curved ones
(two required each engine). The best
gaskets are
the
spiral wound ones from
Spruce PN RA-627429). Knisely
may
also carry them.
I f your exhaust
system is
not the
problem then you should consider
other less common causes of high oil
temps. High-time, worn piston rings
are sometimes blamed for combustion
blow-by gases entering
the
crankcase
and heating the oil. I do not person
ally subscribe to that theory, but
if
you
ask your mechanic to perform a com
pression check and you find low cylin
der pressures (below 45/80 differential)
then that should be repaired regardless
of my opinion (grin).
To
answer your oil cooler question:
Yes, there
was
an oil cooler installed on
this engine for a C-I72 seaplane ver
sion. It was done under the authority
of a Cessna kit. The seaplanes have an
3) the FAA is virtually no longer willing
to grant field approvals without expen
sive engineering support. Such a mod
will probably cost
far
more than repair
ing whatever problem you might have
with your engine/airframe.
I hope this helps guide you
in
this
problem or non-problem (grin).
Another Special Note: Rochester was
the original manufacturer for the early
gauges. Later B-models (and most al
tered airplanes) use 2-1/4-inch-round
Scott Aviation gauges for oil tempera
ture. These gauges themselves are still
made for Scott by outside
vendors.
(Scott used Rochester for a while but
reportedly has switched vendors.) Its
recent change in supplier has created a
problem
and
a potential oil leak.
The capillary
bulb (the
part
that
sticks
into the
oil screen) has an inte
gral hex-collar/nut that is
not
remov
able
and upon
installation
is
threaded
into an adapter, which
in turn
is
threaded into the oil screen/filter. The
adapter provides a sealing surface for
an integral flange on the bulb. On our
C-145/0-300 engines
it
is a
5/8-18
thread
on
the
adapter,
and
is also a
5/8-18 thread on the integral nut. The
adapter's sale purpose is to provide a
sealing surface for the integral
nut
to
hold the integral bulb flange against.
(There is
no
sealing surface within the
oil screen assembly.)
The problem
is
that the change in
vendor/supplier resulted in an un
intended change in the shape of the
bulb flange. The early/original flange
was flat; the later flange was slightly
conical at the outer edge.
surface edges and the adapter's inner
surface to ascertain
whether
the two
are compatible. A flat flange will not
seal against
an
adapter with
an
inner
conical sealing surface,
and
a conical
flange will not seal against
an
adapter
with a flat inner sealing surface.
Also be aware that some adapters
got by quality control (?) that had ir
regular
inner
conical sealing surfaces.
nspect
the
adapter supplied with your
gauge for a clean,
smooth inner
seal
ing
surface
where
the
copper bulb
flange
will reside. Do not
use any
adapter with a rough or uneven inner
sealing surface.
Finally, I'd like
to
address
another
misconception regarding these C-145
/0-300
oil systems. I t is
commonly
heard that
the
cooling blast tubes are
aimed at
the
oil screen area
in
order to
fool the indication system
into
be
lieving
the
oil
is
cooler than it actually
is. This
is
a disreputable half-truth.
The cooling blast tubes are intended
to relieve an indication error due to
direct contact by the capillary bulb
with hot engine surfaces. When
one
checks
the
accuracy of
the
mechani
cal gauge with boiling water it is im
portant that the bulb rest only in the
water and NOT contac t the metal pan
that the water is being heated within.
If the capillary bulb contacts the pan
then the bulb will be incorrectly deliv
ered additional
heat that
is
not
truly
representative of
the
water (The
pan
is
hotter than the boiling water and
we don t want to measure the temp
of the pan, we want to measure only
the water.).
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BY DOUG
STEW RT
Fly In
Perils
heightened sense of awareness
is
imperative
With the wind blowing at a steady
15 knots and
the
gusts reaching
into
the high 30s
and
low 40s, it certainly
made the temperature, which was
struggling
to
get out of the
single
numbers, feel
as
i f
I was in
the
Arctic.
Combining that
with
the
whiteout
conditions
that
occurred
not only
as
the snow squalls blew
through,
but
also with each new gust, it definitely
was not a day
that
inspired me to go
flying. In fact, the way the
wind
was
blowing it was difficult not to go
fly-
ing
just walking from
the
car
to
my
office at the airport.
Although
it
is true that I prefer
cooler climes to hotter ones, I couldn't
help but
think
about spring and
the
onset of warmer weather and, con
current with
that, the
beginning of
the fly-in season, which for me typi
cally starts with Sun
In
Fun. With
the
frigid conditions outside I figured this
to be an ideal time to download the
Sun n Fun Fly-in NOTAM.
As I waited for the download to
close-in downwind leg for landing.
As all these pilots
fly
in single file,
some are having difficulty maintain
ing
the proper
separation. Some pi
lots are
having
trouble flying at
the
recommended 100-knot
airspeed.
Some
of
us
in antique and
vintage
Cubs and
Champs
have
our
throttles
firewalled,
worried that others
in
their
latest
and greatest, sleek
new
high-powered
offerings from
Min
nesota,
Oregon
(soon to be Kansas),
and Texas will run us down from be
hind
unless
they
have
their throttles
pulled almost all the way
back
and
are hanging out as much drag in
the
breeze as they can.
Whoa wait a minute,
Stew
art. You're supposed to be thinking
soothing, warm thoughts. Somehow
they have taken on a somewhat chill
ing
atmosphere
l
albeit
not
as
cold as
it
is
outside your office. But it
is
true.
Flying in to a gathering of pilots is a
higher-risk endeavor. Whether it's a
big one, like Sun In Fun, or
EAA
Air-
to depart for Sun n Fun, recently ar
rived
there, or looking
back
fondly
on the recently concluded gathering
of pilots in
Lakeland, Florida. Per
haps you
were
unable to or
chose
not
to
attend
this
year's
celebration
of flight
that
for me begins
the
fly-in
season in earnest. But you are prob
ably
looking
ahead
to one or more
of your favorite fly-ins
that
you are
planning to
attend.
Regardless of
your
perspective, let
us all be highly aware fly-ins can
be
very dangerous.
A
lot
of
aircraft
converging
or departing (and some
times both) in
the
same
place
in a
short period of time creates hazards
that are not
normally
present in
our
typical flight