vintage airplane - aug 2002

8/20/2019 Vintage Airplane - Aug 2002

1/36


2/36

AUGUST2002OL. 30,NO 8

STRAIGHT

&LEVELlButchJoyce

2

VAANEWS/H .G.Frautschy

4 MYSTERYPLANE/H

.G.Frautschy

6

OLD -FASHIONED

INSTRUMENTTRAINING

NEEDLE,

BALL,AND AIRSPEED

HOME ON THE

RADIO

RANGE/BillDunn

8

TYPE

CLUB

NOTES

ACCURACY IN IGNITION

TIMING/SteveCuny

10 BIPLANE

BASH

IN

BARTLESVILLE

THE

2002

EDITION OFTHE

BIPLANE

EXPO/

CharlesW.

Harri

s

13 WHAT OUR MEMBERS

ARE

RESTORING

14

A

CRATE AND

A

SURPRISE!

A

TRUCK

,

AND AN AMERICAN LEGENDOLD

RHINEBECK AERODROME

'S

CURTISS

JENNy/Ted

Sacher

20 A

DIFFERENTCUBGEAR/Paul

H.

Keller

22 PASS ITTOBUCK/BuckHilbert

23

CAN YOU

'

TOP'

THIS?

KEEPING

THE PAINT SHOP

NEAT/Frank

P Sperandeo

24

CALENDAR

6 NEW MEMEBERS

28

CLASSIFIED

ADS

WWW.VINTAGEAIRCRAFT.ORG


3/36

STR IGHT

e LEVEL

This

month s

issue will be

in

the

mail

during

EAA AirVenture

Oshkosh 2002, and if you've joined

the Vintage Airplane Association

(VA

A)

while at EAA AirVenture, this

is your first issue. Welcome We ap

preciate

each and

every

member,

and we hope

that

your visit to

the

Vintage area is a

pleasant experi

ence. Let us know if you have any

suggestions or requests.

We'll have the awards list in next

month s issue, and it will be posted

on the www airventure org website af

ter the convention ends.

So many people have been telling

me that they are coming to this

year s

event

that I m

looking

for

ward to a great convention.

I predict that

if

we have good

weather, we will see a record year. I

generally arrive on

the

Friday before

EAA AirVenture starts.

That

way I

can

have my

area

of responsibility

up and

running

when EAA AirVen

ture

begins.

Plenty happens

even

before

I arrive.

Many

volunteers

work for weeks ahead of time to

have their areas set up. With all of

the

effort we put into

our

annual

Y ESPIE BUTCH

JOYCE

PRESIDENT

,

VINT GE

SSOCI TION

News and Views

While doing an annual

inspection

on the Luscombe, I recalled that the

generator had stopped working and

needed repair. I removed

the

genera

tor and discovered that it was totally

trashed. I chose to replace

the

gener

ator

with a Jasco

alternator

(Skytronics). f

anyone

out there has

a

copy of

an

FAA

field

approval

for

this installation, I sure would appre

ciate it if you could

send me

a copy

to help with my field approval.

So

many people

have

been

tell

i

ng

me th t they are

coming to this

year s event

Anyway, I

found

that I

couldn t

get

the

new unit mounted onto

the

engine with the engine still bolted

in place on the engine mount. (Once

to

remove

the windshield to re

move the old panel and put

the

new one

in place. Then I thought a

new windshield

would be

nice. Af-

ter

looking

at the engine hanging

on

the

hoist,

t

would

be a good

idea to go

ahead and

install

the

new

0-200

STC for the C-85, with

new

cylinders and lightweight

turnkey starter.

You can see

what

I ve started ,

and the list will go

on

and on, as it

has

in the

past with other projects.

I

hope

I can

complete this

work

during the fall

and

this winter, so

that I will once again have

the

Lus-

combe to fly

in

the spring

of

2003.

There are

other

items

or

projects

that I ll work

on with the Lus

combe,

but

those are projects that I

can

complete while

the

aircraft is

flying. I think it is

great

to be able

to

scoot

along

at

110

to

115

mph

on

5 gallons of gasoline and arrive

in

comfort.

I wonder how a small

autopilot would work out?

http:///reader/full/www.airventure.orghttp:///reader/full/www.airventure.org


4/36

V NEWS

COMPILED BY H.G FRAUTSCHY

FRIENDS OF THE RED BARN

CONTINUED INCURSIONS

THRE TEN

FREEDOM

OF

FLIGHT

Even with

our

late

printing

date

for the July issue, it was inevitable

that

we'd miss printing the name of

at

least one

of our members

who

stepped up

and

joined the VAA

Friends of

the

Red Barn-2002. Our

thanks to VAA member Roy

A.

Mc

Galliard

, Morganton, North

Carolina, and the Microsoft Match

ing Gifts Program, Princeton, New

Jersey, for the ir generous support of

our 2002 campaign.

EAA ADDS

PILOT

SERVICES

PAGE

TO

WEBSITE

EAA recently added a new Pilot

Services page to its

website

that

combines several online features in a

convenient location. Before a flight,

pilots can find the latest temporary

flight restrictions,

NOTAMs,

or

FAA

waivers and then plan their flight us

ing the popular EAA Flight Planner,

provided through AeroPlanner com

Federal officials recently informed

EAA s

Washington, D.C., office

that

three recent airspace incursions by general aviation

aircraft-two

by ultra

light aircraft-occurred in Camp David's restricted airspace

when

the

president was there. While the incursions were labeled accidental, their

effect was profound.

In

our

country's

present

state of awareness for terrorism, agencies re

sponsible for our nat ion's security will not tolerate continued operational

errors and indiscretions by pilots. At risk are the very freedoms of flight

through expanded

TFR

airspace

or

increased penalties for violations-if

incursions into sensitive areas continue.

Since the terrorist attacks of September II, EAA s website has provided its

members with full-color, online maps and sec tional charts of all current U.S.

temporary flight restrictions. EAA strongly urges pilots to log on, search for

active

TFR

areas in their route of flight, and make absolutely certain to avoid

all sensitive areas.

Be

fully informed before and during your flight.

Other

features include search ca

pabilities for

flight

instructors

through links to instructor directo

ries on the NAFI and Ultralight

websites. The Pilot Services button

is located along the left side of EAA s

home page at

www eaa org

PHILLIPS DON TES REFUELER

TO EAA S P ONEER

RPORT

In

recognition

of

the

unique

role

EAA

plays in presenting an

interactive aviation

experience to visitors

of EAA s

AirVenture

Museum, longtime

aviation supporter

Phillips 66 has do

CLASS A·B·C EXTINGUISHERS

DAMAGE

AIRCRAFT

This information comes from the

newsletter

the State

rkansas De-

partment

Aeronautics

We

are

beginning to

see

an

epi

demic of Class A-B-C all-purpose fire

extinguishers

on

airport ramps

and

airport service vehicles, including

fuel trucks servicing our aircraft.

This poses a severe aircraft dam

age problem for all aircraft operators.

The A-B-C extinguishers have excel

lent firefighting capability, but the

monammonium-phospha

te chemi

cal

agent

melts and flows when

it

comes into

contact with

heat. This

is how it gets its Class A rating. This

http:///reader/full/AeroPlanner.comhttp:///reader/full/www.eaa.orghttp:///reader/full/AeroPlanner.comhttp:///reader/full/www.eaa.org


5/36

control of the fire early

and

mini

mize the damage. As you can see

the use of an

A-B-C

extinguisher on

a small aircraft fire may extinguish

the

fire

but it still cau

ses as

much or

more damage than the fire itself. We

can save the aircraft from the fire

but

lose

it to

the ex tin gui shing

agent.

This is a serious education prob

lem

that

we as

aircraft

operators

must face .

We

have

had

excellent

cooperation from the

contractors

and

airport fire departments that

have been contacted concerning the

problem once the problem was ex

plained

to

them. Please pass the

word along to your airport operators

and servicing contractors that A-B-C

extinguishers should

not

be located

where they might be used on an air

craft. Use

B-C

extinguishers instead.

.......

FRONT COVER: The Curtiss Jenny is truly

one

of

aviation's greatest icons.

Ted

Sacher took this photo

of

the Old

Rhinebeck Museum's

Cu

rtiss Jenny, fresh

from

its

restoration, which included

the

installation

of

a

180

hp Hispano-Suiza

(Hisso) engine.

BACK

COVER "Belgian Aces" is the title

of EAA Master Artist Bill Marsalko's water

Nominating Someone

for the EAA Vintage all of Fame

To be considered for induction into the

VAA

Hall of Fame during 2003, petitions MUST be received

by September

30,

2002.

If you wish to nominate

an

individual who

you

believe has made a significant contribution to

the advancement of aviation between 1950 and the present day, please make a copy of the

form below, fill it out, add supporting material, and send it to :

Charles

W.

Harris

V Hall of Fame

P.O. Box

470350

Tulsa,

OK

74147-0350

Be as thorough and objective as possible . Attach copies of materials you deem appropriate

and helpful to the committee .

The person you nominate can be a citizen

of

any country and may be living or deceased.

The contribution could be in the areas

of

flying, design, mechanical or aerodynamic develop

ments, administration, writing, some other vital, relevant field, or any combination of fields

that

support aviation.

You

can also obtain a copy of the form online at

www vintageaircraft orgjprograms/

hol orm html

Person nominated for induction into the

VAA

Hall of

Fame:

Name: ________________________________________________________ __

Street: _____________________________ City: ______________________ _

State:

__________

ZIP

:

_________

Phone:

____________________________

_

Date

of

Birth: If Deceased , Date of Death: ___________________

Name and relationship

of

closest living relative:

____________________________

_

Street: _____________________________ City: _______________________

State: _____________ZIP : _______ Phone: ______________________________

E-mail Address: __________________________________________________ __

Time span Idatesl of the nominee's contributions to aviation:

(Must be between

1950

to

present day

.)

__________________________________

_

Arealsl of contributions to aviation: ______________________________________ _

color painting featured on our back cover.

Here's Bill's key to his artwork:

Describe the eventlsl or nature of

activities

the nominee

has

undertaken in aviation to be

worthy

of

induction into the

VAA

Hall

of Fame: ________________________________

_

Describe other achievements the nominee

has made

in other related fields in aviation:

http://www.vintageaircraft.orgjprograms/http://www.vintageaircraft.orgjprograms/


6/36

BY H F R U T S C H Y

MAY'S

MYSTERY

PLANE

BUNYARD BAX-3

T

e May Mystery Plane,

which came to

us

from the

collection of Charles

Trask,

was

a tough one.

Jack Erickson, of State College,

Pennsylvania, sent

us

this

e-mail:

"It is the Bunyard BAX-3 Sports

man, designed by Kenneth Bunyard

and built

by

the

Bunyard Aircraft

Company of Flushing, Long Island,

New York. Details are in Jane s All the

World s Aircraft for 1947 and 1948.

There also was a BAX-4 version pro

posed, but I cannot remember ever

seeing a photo of it."

Russ Brown, of Lyndhurst, Ohio,

sent

us

this letter:

liThe May Mystery resting on retracts

on a snow-spotted dock is the 1946

1947

Bunyard Sportsman

BAX-4. The

photo

in

the

May

issue is

of

the BAX 3-

HGF.)

liThe

January

1947

Aero

Digest

Direc-

THIS

MONTH ' S

MYS

T ERY PL A N E

COMES

TO

US VIA

THE

COLLECTION OF

PETER BOWERS ,

SEATTLE, WASHINGTON .

tory

data shows this modern Colonial

Skimmer-like form

offered

outstanding

performance at only $3,245, FOB

Wi

chita!

But

1947

was

a very bad

year

to

sell any airplanes. It's a pity this op

tional color scheme beauty

is

not

at

Oshkosh for H.G.

to don water wings

and swim around for

color

photos."

nother correct

answer

was re

ceived from Ralph Peterson, of

Dothan,

Alabama.

SEND YOUR ANSWER TO: EM, VINTAGE

AIRPLANE ,

P.O

. B

OX 3086, OSHKOSH

,

WI

54903-3086. YOUR ANSWER NEEDS

TO

BE IN NO LATER THAN S

EPTEMBER

15 FOR


7/36

Old-Fashioned Instrument

Training:

Needle, Ball, and

Airspeed

Hom on the Radio Range

WRITIEN

AND

EXPERIENCED Y BILL DUNN

I

was time for a

change in

my

life, so I

asked Fred McGlynn,

who

owned the FBO

what

he thought

I

ought

to

do next. I really didn't want

to instruct in Taylorcrafts.

Not that it wasn t

a

good

job and there was

nothing

wrong with Taylorcrafts.

Mine

had

served me well.

McGlynn advised me to en

roll

in

Northeast

Airlines

Instrument School (we

called it liNE ). He had

taken the course

and

had

purchased a

DGA

Howard

to teach instrument flying. I

took

his advice.

I was still nineteen years old when

I

enrolled

in

NE

in

Boston.

t

was

November 1941.

Logan Field was Boston's munici

pal airport and that was where NE

had their school. Logan was a big

square field covered with cinders. t

Bill

Du

nn wi th his Grumman Widgeon

--

stood high on a rise where you could

see the airport off to

the

west. There

was a lot of water in between. Today

the

airport has been expanded, with

its long runways almost reaching all

the

way to Winthrob.

Bob Hinman, who

used

to

in

struct for Shorty Williams at Amboy,

was just finishing his course

with

was married and

his

wife

lived in Portland, Maine.

He

had a little boy about three.

Herb was a

bachelor.

Ray

Remick was one of the fun

niest guys I ever met

in

my

life. He was a little guy about

five-foot-five.

He

apparently

inherited

a

lot

of money

and

had a very pretty wife.

Ray and I drove to Portland

in his Buick Roadmaster

convertible one

weekend.

Ray

rented a small seaplane,

and we flew out

to

Mon

hegan Isle. When we

returned

his wife,

June,

was waiting for us on the beach.

She

informed us that

we were at

war with Japan. t was December 7

1941,

and

the

Japanese had

at

tacked Pearl Harbor. Where in

the

heck was Pearl Harbor?

When

Ray

and

I returned to

Boston that

night

it

was blacked

out. t

hadn t really

sunk in yet


8/36

me. Everything clicked as I had been

taught , and I got two perfect cones

of silence (the area of no signal di

rectly above the radio beacon) over

the range station.

As

I recall, it was

the first time

that

had happened

to

me I was pleased

to hear

that the

CAA flight

examiner told

my in

structor that it was the best flight he

had

ever

sat

through. Years later,

whilst

taking

a flight

with

a naval

instructor while

under the

hood, it

wasn't all that great. (The hood was

a large canvas covering, like a tent,

that

completely

enclosed the stu

dent, so there was no peeking )

Northeast moved their instrument

school to Burlington, Vermont,

in

March, and

Herb, Ray,

and

I got

jobs as instructors. We started

out

as

Link trainer instructors and

shortly thereafter started flying

the

Stinson Gullwings.

Instructing in the Gullwings was a

great

experience . I had never

in

structed any flying before and I soon

learned that if you really want to

learn

something, teach

it. I

found

that I was not only teaching the stu

dent, but myself

as

well. In the plane

the instructor would make the take

off

and

landing because the only

brakes were on the left, and they were

heel brakes. I had heel brakes

on

my

Taylorcraft, so it

was

no big deal. The

big Stinson had flaps, which were a

new thing to me, and being some

what fascinated with them, I had to

try something new. I found that

as

you were flaring to land, if you bled

the flaps off slowly

as

you came back

off the runway into the grass. Fortu

nately, it didn't ground loop and the

grass was friendly, and there was no

damage. I

then

understood

the

com

pany policy. That escapade was mild

compared to a couple that followed.

One day we were making our ini-

One day I

let a particularly

sh rp

student

try a landing

from

the

left se t .

tial

approach to

the range station.

One student was under the hood in

the left seat and the other student

was sitting in

the

back. t was my

job

not

only to observe

the

student's

performance

but to

watch

out

the

front window for

other

traffic. The

student in the back would watch

out

his window for traffic from the left.

However, the three of us were con

centrating on the job that

the

student

under

the hood

was doing.

Actually,

the

two

of

us were

under

the hood with the student doing the

flying instead of watching outside as

we

were supposed to be doing.

We

were approaching

the

range

station

from the south on the

SW

pened to look out the window. There

right on

top

of us coming right

straight

at

us was

the

orange Gull

wing. I almost did a snap roll to miss

it." Of course, it was us.

Ray was

one of the coolest pilots I

ever knew. Later he became a cap

tain with Northeast. t would

not

be

in his character to overexaggerate or

dramatize. He was really shaken by

this close call. A close call

that

I had

known nothing

about. Needless

to

say, I didn t spend

much

time after

that under the hood wit h the stu

dent. I became almost a part of

that

windshield.

One day the plane

that

I was fly

ing

developed a

rough

engine.

t

had

a very pronounced knock

and

I

reported

it. The

next

day

I

was

scheduled

to

fly the

same

plane .

When I fired it up, it still had the

knock

. There were two

mechanics

standing nearby, and I waved

them

over. I asked them if they could hear

the

knock. They said that

they had

checked it

out

and that it was okay.

Being

young and stupid

I

went

ahead and flew it.

I was over

beautiful

downtown

Burlington, Vermont, sitting in the

right-hand seat having switched with

the

student.

The hood was up

and

the student in the back seat had his

earphones on, as both of us up front

did. Suddenly something let

go

in the

engine and all hell broke loose . The

cowl started to rock like it was going

to depart. I closed

the

th rottle

and

turned toward the airport.

I had to get into that left seat and


9/36

ing altitude.

The airport was

dead

ahead, but out of

our

gliding range.

Well,

the

prop was still windmilling

and

I decided

to

turn

it

a

tad

faster

and try to make the field. When I ap

plied power the roughness and the

shaking of the cowl was terrifying. The

cabin

was

now starting to fill with oil

smoke but the

field was

almost within

range. The engine kept

running and

somehow

we

made

it.

The

folks on

the

ground

told me

that the

plane

was

pouring out so much smoke that they

thought it was

on

fire. After landing

we

noted

that oil dripping from the

bottom

of

that fabric fuselage had

gone all the way back to where it was

dripping off the tailwheel.

MyoId time friend,

Fred

McGlynn,

told me later

when

I told

him

about

it

that I

had been extremely

lucky

that

it didn't catch fire. With all that

hot oil

and constant

combustion, it

could have exploded into

the

biggest

fireball ever seen

in the

state

of Ver-

mont. He said that I really should

have pulled

it up

and stopped the

prop after

turning

off

the

ignition. I

suppose that with my past barnstorm

ing experience, I would have had

as

good a chance as anybody in putting

the plane down in somebody's back

yard and walking away from it.

The

engine, of course,

was

de

stroyed. There

were pieces of it

blasted back

into the

firewall.

The

two mechanics

who

had worked on

it

came

up

to me

later in the

day

and showed me a little piece

of

pis

ton

pin lock that they had found

in

the

base.

The chief mechanic told

Ray told

me

about a funny little

trick that he had pulled

on

his stu

dents

and

I gave it a go.

Without

the

student knowing

it

, I

put our

re

ceiver on intercom. Then I would

call the tower and ask for taxi in

struction for

the

take off. I would be

I have

always flown

wit

the

adrenaline

pumped up a

few notches

facing

away

from the student and

would

change

my

voic

e

and

call

back as the tower operator. I

would

then advise Stinson such and such

to hold your position

as

there

is a

flight of six B-24s approaching from

the

south. The

student

hearing this

went ape. He asked me, "

Did

you

hear that? Did you hear that? B-24s?

B-24s?" He almost jumped

out

of

the

plane

to

get a better look. B-24s

were our newest bomb er and he

couldn t

wait

to

see

them.

The trick

worked

like magic. Years later I

pulled

t again

on a buddy

over in

the Philippines.

Anne and I moved from our little

house in Essex Junction into a big

Colonial Airlines was getting a mili

tary cargo contract and was hiring

pilots.

t

would be

an

opportunity to

go

with

a smaller line

and

get better

seniority established.

So

Herb

and I went

off to

New

York. Colonial hired us

and

we

checked into

the

Sanford Hotel in

Flushing, New York , on Long Island.

Colonial

flew its passenger

run

be

tween New

York

and Montreal, with

stops at

Albany, New

York ,

and

Burlington, Vermont.

When they

started the

military cargo

runs, t

was

to Dayton, Ohio

, with many

stops

in

between. We flew into

Mitchell Field on Long Island;

Newark, New

Jersey; Harrisburg,

Pennsylvania; Rome, New

York; Buf-

falo, New

York

;

and

Detroit.

On the

cargo

runs

we flew Lock

heed

C-60s, Douglas C-47s,

and

we

also

had

a couple

of

old DC-2s. The

DC-2s were

the

last of a great breed.

There weren t many around. That's

for sure. Looking back I feel very

privileged to have been able to get

some time

in them.

They

were just

about

the

most stable flying ma

chine that

I have

ever

flown.

Of

course

they had some drawbacks.

The gear

and the flaps had

to

be

pumped

up

and

down

by hand. The

brake system was worse than

the

old

Standard with which I used to barn

storm. Both of these hydraulic

systems led to the demise

of

the two

DC-2s

that

Colonial owned.

My first trips with Colonial were

on

the passenger runs to Montreal. I

flew with some great

captains

and


10/36

CLU NOTES

ACCURACY

IN

IGNITION

TIMING

By

STEVE

C

URRY

RADIAL

ENGINES

LTC.

From the Eastern Cessna 190/195 Association newsletter, edited by Cliff Crabs.

I

n the last issue we discussed

the

necessity of accurate engine valve

timing and looked at a protractor

made

from PVC plumbing

parts

and

a

VW

timing disc

that

will

help

to accomplish

that

job. This

month

we will look

at

a variation on

that

tool suggested by your editor, Cliff

Crabs, which will enable us to do

the

job with

the

propeller installed.

Figure I shows the tool installed

on

the cylinder of

a

Hamilton

Stan

dard 2B20 propeller.

It was necessary to enlarge the in

side diameter of the 3-inch to 4-inch

threaded rod end was fitted with a 9

inch

30-pound

test stainless

steel

fishing leader with a 2-ounce sinker

weight. As the prop is rotated the

fishing leader and weight (read tim

ing pointer ) always remains vertical

and provides a sharp line with which

to read the protractor.

USING THE

TIMING

DISC TIME RITE

In order to time

the

magneto

and

distributor to the engine accurately,

it will be necessary to compensate

for

back

lash in the engine. This

We

will use

the

Time Rite or other

top

dead center indicator

only

to

ac

curately find top dead center (TDC)

of the No.1 piston, so it will not be

necessary

to

have

the

specific Jacobs

Time Rite Card-any mark on

the

front of the

Time

Rite will do (See

Figure

2).

A.

Install

the

Time Rite or similar

indicator in the No.1 spark plug

hole.

B. Bring the No. I piston to

roughly

TDC

on the

compression

stroke (watch for the Time Rite arm


11/36

NYLON THUMB SCREW

SPACER

HElM BEARING

30# TEST LEADER-

3 X4

PVC FEMALE ADAPTER

2

Z

SINKER WEIGHT-

3 X4

PVC CLOSET FLANGE

1/8 ALUMINUM PLATE

INDICATOR

TIME RITE TOOL

SECURE TEST LEADER

TO HElM BEARING

USING INSPECTION

HOLE.

BUG-PACK #4503

DEGREE WHEEL

FIGURE 1

MAKE A RANDOM MARK

ON THE HOUSING

FIGURE 2

until

the

Time

Rite pointer

again

lines up with our arbitrary mark on

the housing.

G.

Again, note the reading

on

the

timing disc.

The difference between the read

ings taken in steps E and G divided

by two gives us the amount the pro

tractor will need to be moved to

compensate

for the engine's inher

disc

is

zeroed. Just to shore up that

confidence, let's check it

on both

sides of TOC again-the

readings

should be the same.

You

are

now

finished using

the

Time

Rite.

Rotate the

crankshaft

clockwise (viewed

from the

front)

back

to about

45 degrees BTDC.

Again be sure that it is on the com

pression stroke, then carefully

BTOC to double-check your work.

According

to the acobs Overhaul

Manual

the

distributor

is

timed

to

1 degree BTDC (R755-A2 & B2 in

the

retarded position.

Since

the

distributor

is a 15-degree distribu

tor,

this

will give us

30

degrees of

engine advance.

Theoretically,

the

distributor will fire at 31 degrees

BTDC along with the magneto. We


12/36

Biplane

Bash

in

Bartlesville

Huge

Success!

The 00 edition

of

the Biplane Expo

CHARLES W HARRIS

All photo

s courtesy of the National Biplane Association. Photographer was Rick Bryant Phd.

The 16th

annual

Bi

plane

Expo on

May 31

and June

1

was

a

roaring

success!

A

near-record number of 405 total aircraft at

tended the colorful aviation event in

Bartlesville,

Oklahoma

of

which

approxi-

mately 115 were biplanes.

The various airplanes and aircrews came from all over

the

United States and from as far away as Florida, New

Opening ceremonies on Friday morning May 31

2002 at

the Memorial Plaza marked

by

a five-biplane formation overflight as the national anthem played . .. impressive. The

Biplane Expo is in the background.

Laird-built Super Solution racing biplane that won

th

e

1931 Bendix

Transcontinental Air

Race from Burbank,

California, to Cleveland, Oh io . The legendary Jimmy

Doolittle flew the aircraft and then proceeded to set a

new transcontinental speed record for

the

era by contin

uing his flight on

to

Newark, New Jersey. The re-creation


13/36

Jim

Moss' show-stopping brand-new buildup of the Matty

Laird-Jimmy Doolittle

1931

Bendix Race-winning Laird

Su

per Solution was a sight to behold

Robert Ragozzino of Norman, Oklahoma, was the Biplane

Expo's guest of honor. Robert was the first person

in

his

tory to fly an open-cockpit biplane solo around the world.

He

did it from

June

1, 2000, to November 17 2000.

brothers' many experimental airplanes just prior to their

adding an engine and propeller when they created their

1903 first-powered flight machine.

While biplanes were the primary focus, t was an

amazing paradox of comparison to observe a fully air

worthy, full-size replica of Clyde Cessna's first airplane,

the Silver Wing

a 1912 model, Bleriot-styled, Toyota

Major

Award Winners

for 2002

Grand

Champion

Open-Cockpit

Biplane

1928

Trave

l

Air

4000

N6116

Owner/Pilot:

Les

Gropeter

Creve Coeur, Missouri

Reserve Grand Champion Open-Cockpit Biplane

1930

Waco

ASO

N662Y

Owner/Pilot/Builder:

Dave and

Jeanne

Allen

Elbert, Colorado

Grand Champion Cabin

Biplane

1941 Waco SRE

N58785

Owner/Pilot: I

and

Jeff Womack

Jackson,

Louisiana

Reserve Grand

Champion Cabin

Biplane

1943 Beech Staggerwing

N333

E

Owner/Pilot/Builder: Jerry and Jack Miller

Ft.

Collins,

Colorado

Grand Champion Experimental Biplane

2001

Hatz

N22 HZ

Owner/Pilot/Builder: Mike

Foote

Olathe, Kansas

Reserve Grand Champion Experimental Biplane

2000

Laird

Super

Solution

N22

ML

Owner/Pilot/Builder:

Jim Moss

Graham, Washington

Chainnan s

Award

1940 Waco UPF-7


14/36

The crowning cabin achievement

of

the Waco era was

AI

and

Jeff

Womack's

1941

Waco

SRE

cabin biplane. It was

voted

Grand

Champion Cabin Biplane.

The

airplane was previously owned

by

astronaut

Frank

Borman.

Dave and Jeanne Allen of Elbert, Colorado, earned Re-

serve

Grand Champion in the Open-Cockpit

Biplane

category for their ferry-time-only 193

Waco

ASO (look at

that grass, sky and smiles ).

On Thursday evening, May 30, the National Biplane

Association hosted 1 An Evening

with Robert

Ragozzino, during which Ragozzino narrated a visual

display

of

his 23,OOO-mile

around-the-world

flight

in

2000. On Friday evening, May 31, the Biplane Expo rec-

ognized Robert in

an

honors tribute with major awards

and acknowledgments of his accomplishments.

Both Robert's around-the-world flight Boeing/Stear

man and Jim Moss' sensational re-creation of the Matty

Laird/Jimmy Doolittle Super Solution were prominently

displayed on

the airport

ramp for all to see. The West

Milton, Ohio-based Wright Brothers Aeroplane Com

pany

re-creation

of

the 1902 Wright

brothers

flying

machine joined these historic airplanes.

The attending public

was

again in 2002, afforded the

opportunity of an open-cockpit biplane ride through

the

efforts

of

retired Air Force Col. Joe Kittinger

and

a

1929 New Standard biplane. Kittinger, who holds

the

world's record for high altitude parachute jumps and


15/36

WHAT

OUR MEMBERS ARE RESTORING

BY H FRAUTSCHY

Longtime

members

may recall Gerolamo Gavazzi ' s

restoration of

a similar

Ca.100

on floats in

the

early

1990s. He

's done it again , restoring a landplane version

of

the

Ca

.

100

, complete with

another

e

xc

eedingly rare

130

-hp Columbo S.63 engine . Both airplanes are the only

examples

of

Italian civil aircraft from the pre-World

War

era still flying. As a youngster, Gavazzi began to learn to

fly

in

the

float

-equipped

Ca.100

and he has continued

his love

affair

with the type over the ensuing decades.

The

unusual wing structure , with the upper wing spanning

8.355

meters and the longer lower wing spreading out a

full

10

meters

,

gives

the Caproni an interest

ing profile.

This

particular

Ca.100 was used during the post-war period for skywrit

ing and banner

towing

before being grounded

in 1962.

Th

e restoration was started in

1996

and completed five

years later. At the conclusion

of

its

test

flight ,

it

became

the oldest flying airplane in Italy.

The

two Ca .

100s

owned

by

Gavazzi are the only ones flying

out

of

a total

of

five

Ca .

100s

known to exist.

Tiger oth


16/36

CRATE,

ANDA

SURPRISE

O

d Rhinebeck Aerodrome's

Curtiss Jenny is a 1918 orig

inal and an

American

legend. So

many

things go

into an

aircraft:

purpose, design,

realiza

tion, and its truth. How it flies and

how it works in life are its

truth.

And if it lives

long

enough

(and

doesn't kill too

many

of its pilots),

it can develop a classic reputation .

and her pilots know her quite well.

Yet from the start,

she

surprised

even Cole Palen. Moreover,

the

pi

lots are still trying to figure her out.

lilt

is

a big biplane," Ken Cassens

said one afternoon while working

on the ribs of a Ryan's wing. He's

one of the pilots. "Emphasis on big.

It's

heavy on pretty much

all

the

controls

except the elevators;

from Florida in a rail car crate. When

he opened i t and laid out the pieces

on the turf of the Aerodrome, he

later

commented, "I thought

it

looked a little funny. After I stared at

all those parts, I began to realize tha t

I didn't have a Standard, I had a

JENNY

And

that's MUCH better

than a Standard . Everyone knows

the Jenny "


17/36

she was beat, but that was all right,

too.

Jennies

lived that exact same

way 80 or so years ago

when

barn

stormers tried all the chea p tricks

they knew to keep her in the air. But

ORA s

Jenny flew safe up until the

day the gang wanted to retire

her.

Retire her? It was

only

a quickly

passing thought.

people that she

would

soon fly

again . You should

have

seen the

look on their faces when they heard

that. t was

as

if an old friend would

be back soon.

But how beat was she? I mean, if

it is

a

crate in the air, what does

it

matter that the Jenny looked

a

bit tired?

SEEM SO

MUCH

AS

TO TAX I

AS

TO


18/36

The

Jenny's instrument panel located

in

the aft

cockpit. From lower left to right: starting booster

switch, Jones tachometer, Dixie magneto switch, fuel

pressure (small gauge),

and

compass.

Oil

pressure,

oil temperature, water temperature, and lower right, Nope, there is no mistaking the Jenny for any other bird in

an

altimeter.

And

yes, the stick

DOES

look like the the air. What large numbers on the fuselage! Perhaps to dis-

handle

of

a baseball bat! What a comforting sight for

courage the

Navy

trainees from flying too low? Remember the

an

American

boy

learning to fly

in

1918

ing gear wood; the

engine

mounts

are all brand new; the cabane struts

are

all

brand

new.

These are the

high-stress areas, so we decided that

it would be the thing to do."

Dick

continued.

"But we

kept

as

much

of

the

original structure as we

could. And now,

with

her all

re

stored,

the

ailerons right we think ),

and everything in

place,

do you

know

she flies

almost the same

as

the day

we

grounded

her? Really,

there 's not that much of a differ

ence It makes

me

realize how solid

and

dependable

the Jenny

is. I

can

really understand barnstormers tak

ing the shirt off their back and

ripping it to make patches for

the

holes

in the

fabric. I

can

see

them

old rule for minimum height restrictions

in

flight?

Petrol gauge. One

would think that it is

British made (petrol

VS.

fuel), but this

gauge is American. It

was made

by

the

Boston Auto Gauge

Company. Another

odd thing: it seems

to

be

marked back-

wards, with the "full"

area to the far right.

kind

of

forget:

not

all

legends

are

nimble

and swift. "The Jenny

was designed as a trainer by Curtiss;

in fact a primary trainer. So it had to

be slow, predictable,

tough and

reli

the Jenny. After WW I was over, Jen

nies and the notorious OX-5 engine

were a

dime

a dozen . Well, almost.


19/36

syou

can also see on the wings

there are plenty

of

wires on

the

aft

surfaces. Curtiss must have owned

stock

in an

aircraft wire factory. But

these are big surfaces to move so

'Well, they were all wooden and

old,' and put out

an

order to destroy

them all.

That's when they started

regulating things;

pilots had to get

their licenses ...

Waldo Pepper time.

Yeah, exactly;

that

was

the

whole

idea of that movie, to show

that

the

development of

aviation led to the

development of regulation. Fortu

nately,

though,

we were able to find

the parts we needed, and we kept al-

most

all

the

original

hardware

and

reused it.

Yup, and

we even kept

the

original stick; it's shaped just like

the

grip

on

a baseball bat.

(How reassuring for a young cow

boy

from Texas

of

1917 to see

in

a

cockpit,

the

familiar shape of a base

ball-bat handle. Now

how

American

can

that

be?)

Well,

it's pretty much

all

original,

said Ken. There's new wood work in

the landing

gear struts. Larry Potter

built those up; that's ash. The cabane

struts there in the fuselage in the cen

ter

section

are all new;

that

wood's

spruce. And we rebuilt the center sec

tion [top wing]; the only original part

is

the

hardware

and

the middle rib;

there are three ribs

there.

And the

trailing edge in the center section is

all

original, too. The top wing panels had

extensive restoration;

the

leading

edges

are new.

There

were

also a bunch

of false ribs that were missing that we

made up.

We

also made some new

fit-

tings; the ones

on

top of

the

cabane

struts are

all new.

We

changed the

wheels; we

put

the

right size wheels on it. They had

cracked

fitting or something, and

you got the

tank

pressurized, it's like

a spray can.

"Spraying raw fuel every

where ... Oh, goody.

"Yeah,

right. So uh,

this

is a

Wright-built

engine in

there,

and

what

Wright did was when

they

were making

the

engine,

they

made

some changes. They were making it

under license,

but, uh,

they

changed, oh, the

mag

drive set-up.

They

put the

mags

on an

angle

to

clear the engine

mount,

and they

also

put an

engine-driven fuel pump

on

it.

So

we have

the

engine-driven

fuel pump on

that;

now we have a

system that is more

correct for

the

airplane. The auxiliary pump is a

hand

wobble pump, so we can

pump

up

the

fuel for starting,

and

it's a full

type carburetor of course. And then

once the engine kicks over, it main

tains about three pounds

of

fuel

pressure,

and

that's all you need.

The old system with the pressur

ized

tank,

you had to have

a valve

on there and shut the vent

off

on

the tank, which

is

not

a

good

idea;

otherwise your air would just go out

the vent

So

there

was a situation

where they had a pressure gauge

on

it,

and

of course, you don't

pump up

too much pressure on

the

thing; you

only

get

three

to

four pounds

of

good pressure on the old system.

And, you

know,

i f you're flying

along

and not

paying attention, you

lose your head pressure, then you

could

run your carburetor

dry.

So

this way, we have a

fuel

pressure


20/36

was gasoline, but I'm not sure that

they

had octane

ratings back

then;

maybe

they

did. But now a lot of

these old airplanes that are certified,

the

early ones, you

don't

have to get

an

auto fuel

STC,

because they were

burning car gas

even

before

they

had avgas. So it doesn't apply to

some of these early airplanes./I

Gas is gas. I

Yeah. You know, we

didn't

want

to get to the extent to being authen

tic

to where

it's

dangerous.

We

wanted to make it original,

but

we

wanted to make it mechanically

sound and upgrade it as close to mod

ern day standards as we

could.

For

instance, it's ridiculous to have eleva

tors scraping on the ground just

because there are no stops

on

the air

plane,

so we

put stops

on

them./I

(Why is it

the

head just begins to

shake back and forth when

you

lis

ten to these guys?) I

can't

believe

that they didn't

have

stops

on 'em

and

just let

them

bang on the

ground.

Hmm

So I wonder

why

Curtiss did that?/I I asked.

I

don't

know. Unless maybe

the

original ones

did

have stops, and

over the years they got taken off for

more travel; I have no idea. But if it

is a design deficiency in

the

airplane

we have, we try to upgrade it make

an improvement./I

The rudder doesn't have stops

on

it

either. That seems almost suicidal

to jam against the elevator in a situa

tion where you really want control./I

Well, the design of the airplane

wouldn't

be

suicidal; it wouldn't

Granddaddy:

one

of the first,

finest and most reliable V-8s

ever

made, the Hispano-Suiza powers the

Aerodrome's Jenny. This is a type

E-

4,

made

by the Wright

Company

under license.

It

puts out

180

de

pendable horses, especially when

you

consider

the alternative:

the

more anemic 90-hp

OX-5. The gray

tank is for the ali-to-rare 80-octane

aviation fuel, or, whatever. ( Gas is

gas for the Jenny.) Ed Hammerle re-

stored it. He pointed out i t s from

the mid-1920s, later than the Jenny,

which was built

in

1918.

Yeah, and it's common sense; it's

general practice; if the airplane was

going

to be certified, it

would have

all these things, so we might as well

upgrade it to a point where it was at

least a

little more

reliable,

mainte

nance free and all that, as far as we

can make

it./I

You still hand-prop this thing?/I

(Big

prop, big engine; big sweat.)

Yes. We put a booster mag

on

it.

Supposedly, according to

the

[Hisso]

skid. It swivels through 20 degrees

or so. The thing has got a little more

controllability

on

the ground

than

say something that has a rigid tail

skid. It's

the

same set-up

on

the

Spirit

ofSt

Louis /I

So,

is

the response positive when

you go to

maneuver

her in

the

air,

or

is

it

move the

stick to

the

right,

count three, and then she moves?/I

It's positive to the

extent

that it

will

eventually

give you what you

want.

You

do

have

a lag

there.

It's

certainly not to the point where it's

a problem, but it's just different. It's

like flying a Cub or a Champ, you

know; they're basically the same,

but

each

one has little different

characteristics, so it's hard to

group

everything into one. So you can't

re-

ally

generalize on

a

lot

of

these

things: most of

'em

are all individu

als, just like people. They all handle

differently; they all have their own

personalities./I

So she's easy to fly?/I

Yeah, it's not difficult, depend

ing

upon

the

wind conditions.

The

airplane

was a

trainer

for

the

mili

tary;

they

were taking guys

and

giving them three

to

four hours in

them

and then they'd solo, so it's

certainly

not

an airplane that' s tricky

to fly. It's just like a Stearman; it's a

primary trainer./I

And it is slow?/I

"Oh

yeah./I

What's its speed, usually?/I

Well, we have one

of

those wind

vane

air

speed indicators ; I don't

know how accurate it is; it shows


21/36

"Stall speed

is

pretty reason

able; 55,

45?/I

Ken shrugged. "I have no

idea what she stalls at; you just

fly

the thing 'til it

lands./1

"Well, after she was rebuilt,

you took her

up

for some test

flights and things like that./1

Yeah./1

"What are stall characteris

tics like?/1 I' m

still

trying;

maybe a different tack. ..

"Actually, I never stalled it; nope,

just flew it around./1

"It's just one of those thing

that

we're

not

going to do aerobatics in.

You

get close to the ground and you

stall i t and make a full stall landing.

You

just get the feel of the airplane.

f the

thing ever got into a spin or

something,

I have

no

idea

what

it

would do,

so

you

don

' t get it into a

spin.

As

old as the airplane is, it's

one

of those things where you just

fly it straight and level and

make

some turns. You could take it up to

altitude and

feel

it

out

a little more.

But, why take a chance with an air

plane that old and

that

valuable just

to see how it would handle in a spin

or a stall?

"You should talk to Bill King i f

you really

want

to know

what our

Jenny flies like; he's flown

both the

'old' and

the 'new' one

here

much

more than 1 /1

So

I did.

Dick King is the other pilot. He

smiles a lot and chuckles often. He's

also wrapped those big hands of his

around

more

odd

fligh t

con

troIs

The new colors of the Aero

drome s Jenny

represents

a Navy

aircraft. This service branch (as well

as the Marines) operated Hisso-pow

ered Jennies, whereas the Army

operated Jennies that had the Cur

tiss

OX-5 engine.

There's

some

question if the fuselage should be

'battleship gray' or silver. This

one's

particular markings represent an

air

craft

based at

the Pensacola

Naval

Air Station.

notice when you sit in it.

"It flies similar to the old one. But

when we first got this new Jenny fly

ing, it

tended

to overheat. t still

does. The

radiator

may

not

have

quite enough capacity

for

the en-

gine that we have in it now. We have

a 180

hp

Hispano-Suiza (Hisso) en

gine in it. The

one

that was in it all

those

years was a 150 hp. And the

Jenny has an OX 5 radiator on it. It

may

cool down once the

engine

is

broken in a bit.

As

far as taking off

and

so on, it

takes off

and

flies pretty

much

the

same with this engine as it did with

the

other one

. Start

down the

run

way, things bounce around a little

and so on ...

1

(And then you're flying an

honest to goodness Jenny )

And you

usually keep

throttle on, pretty well all the

way in when you're making

the approach to

land,

until

you're right near

the

ground;

then you can throttle back.

The minute you pull

the

throttle all the way back,

it

slows down rapidly because of all

the

wires,

and

so

on.

So, you keep

the speed up, and

you're

all right.

And it works better if you're making

a turn if you can get the nose down

a little bit

and

gain a little speed.

Then

the ailerons are a little more

effective when coming around.

"I like

to

fly it. I think that it 's a

great airplane to

fly.

And there's

no

mistaking

that

airplane

for

anything

else. It's a Jenny, and there's nothing

else actually like it, and nobody who

knows airplanes would ever mistake

it for anything else./1

*Phew * Jenny, Jenny, Jenny. In

1970, Jack Lincke

wrote

a book,

Jenny

Was

No Lady

But here, I heard

naught but good. Solid, dependable,

slow and steady,

Jenny

introduced

more Americans to

the

reality of

personal flight

than

anyone aircraft,

ever. She casts a long shadow.

As I walked away from the Aero

drome, I got the sense that the

Curtiss

Jenny

is

their new pride and

joy, and, that they were still

scratching

their

heads about her.

It's amazing, really. What

with

all

that has been written about

the

01'


22/36

Different

Cub

Gear

PAUL

H.

KELLER

These two views are of the oleo-style shock absorber for the Piper

CUb

. This absorber dampened the rebound action of

the internal spring

by

relying on the friction of a brake lining used inside the tube, instead of metering holes for hy-

draulic fluid. No fluid is used in this unit. While these units are not available, we present them as a thought-provoker.

During

the 1920s, I grew up on local aero club. I took flying lessons In August 1998 I visited myoid

the south shore

of

Lake Constance

in

our Bucker

Jungmann.

The club hometown,

and

it just so happened

in

Switzerland. Dornier built a fac

acquired a couple

of

surplus Piper

that an international

air show took

tory

on

the Swiss side of the lake to Cubs from the U.S. Army for

about

place. Representing the United States

manufacture the Flying Boat DO-X. 100 apiece. They needed some was the MATS Connie, a Corsair, a P

t also built a grass runway next work because

of

bullet

holes

and

5I, an Aircobra, a Stearman, some

door.

In the

'30s,

we had airline other damage. At the beginning we Pipers and Cessnas, and a few others.

service on

the

Zurich-St. Gallen

Al-

had a heck

of

a time starting the

To

my surprise, one of the local Cubs

tenrhein-Munich route. We were

65-hp

Continental. We were

had the shock absorber legs that my

also

on a mail route, Altenrein

spoiled by the Bucker, which had

friend Willy Kuhn

and

I developed

Basle. An open cockpit Klemm 25

an

inertia starter.

more than

50 years

ago. The

cross sec-

flew the route twice a

day

. A

lot of

One

other

big difference

we

no

tion drawing shows how it

works.

And

air history was made around

our

ticed

was

the landing

gear.

The Bucker

you can see the way

it

looks

on the


23/36

TO

FIT

AN-BOLT

ON WHEEL AXLE

BonOM

FLANGE

WELDED TO OUTER TUBING

'

NYLON

S

P

CIAL BRAKE LINING

(M

CHINED)

AN-BOLT HOLDING

A ,;:,t:rillt:5l_Y

TOGETHER

DRAWING NOT TO SCALE CONE SLIDING FIT ON INNER TUBING

Translation

from

:

German

:

ie

FEDERAL POSTAL

AND RAILWAY DEPARTMENT

Air Office

Bern , March 23 , 1949

311.

61 -

Ni

Mr

. Willy Kuhn

Mech. Werkstatte

Rorschach/SG

Dear

Sir:

Subject :

New

shock absorber legs for the undercarriage

of the 'Piper Cub" plane .

We

have

finished

the

testing of the

shock

absorber

legs developed

by you

for the undercarriage of the "Piper

Cub

" plane and can advise you of the following test re -

sults :

The breaking

strength

determined on our test machine

in

Horgen is

3,130

kg.

As compared with the original con

struction ,

this

strength

must

be

considered satisfactory .

The

strengthening of the

bolt

eyes contemplated

for

the

mass production, which parts were the first

to

break in

the

test,

will ,

however

, in all probability increase the

breaking

strength to

about 4,000 kg .

The

work performed

until

the resting of the spring

is

about 75

mkg

, and the

work

given off upon the

release

from load is about

30

mkg

.

The work

consumed

by

the

damp

ing

is

thus

45

mkg

and

therefore 60 percent of the

total

work . The "pancake landings " carried out during the

flight

tests show that

upon

the release of the load the

and

oil

. In the case of the experimental leg , the spring

was

greasy.

Due

to the backward

and

forward

movements

,

the brake lining also became greasy,

and

the maximum work

dropped , in the

last tests,

to about

60 mkg

.

Summarizing ,

we would like

to say that on basi s of our

examination and the test flights made

and

attended

and

on

basis of the experience report of the

flight

teacher , Mr .

Kramer

(more

than 400 landings) , we have arrived at the

opinion

that

the undercarriage of the

"P iper

Cub

"

is

im

proved in every respect by the

installation

of your shock

absorber leg

.

The taxiing,

s tar t ing , and

landing is

softer

and

easier . The maintenance

is less

; the new shock

absorber leg

is

to

be

recommended

both

from

a

technical

standpoint and from a

flying

standpoint ,

particularly

for

training

.

As soon as the

mass

production legs have been examined

by our Mr . Rupp and provided with the stamp of the Air

Office , they

may be

used on any Piper Cub " plane (see

our enclosed

certificate)

.

We shall

invoice you separately for our

testing

fee of

Francs

30

.

Yours

very

truly

,

FEDERAL AIR

OFFICE

The Inspection Engineer

(Signed) Nicole

Enclosure mentioned .

Copy to Mr . S. Rupp

Zurich 48

EIDG . LUFTAMT FEDERAL

AIR OFFICE)


24/36

P SS T TO

BUCK

BY

E.E.

BUCK

HILBERT, EAA 21 VAA 5

A v ry nice shot of the

C-3,

taken shortly after its restoration, by EAA pho

tographer Lee Fray. The colors are dark green with an orange stripe and

orange wings with green markings.

I've married off one daughter and

three sons. In each of those events

there was

the

knowledge

that

I was

gaining a son-in-law and their three

daughters-in-law. I've also gained

some further fringe benefits, grand

children.

There's only one little shred of

joy over this last one leaving home.

My

baby, my

Aeronca C-3

NC13556, has flown

the Funny

Farm coop to an avid antiquer who

has loved this airplane from afar for

almost 20 years. He was so smitten

with it

that

he reverse engineered it

and built

an 1/

Aeroncopy (an exact

P O

Box

424,

UNION,

IL

60180

father's lament

istics is in an article I wrote back in

September of 1973 for Vintage Air-

plane

To

encapsulate

some

of

the

highlights, I acquired

it

as a basket

case in

1964 after a

long search.

Aeronca Club President Erv Eschel

man and a number of other Aeronca

people had provided leads, and nine

years later I had a flying machine,

the realization of a line boy's dream

after being allowed to prop one back

in 1939.

The

one

bright

ray of sunshine

on the other side of this cloud is

the

fact that the

new owner

will love

and care for this little gem even bet

"The

story

began with a kid work

ing at the local

airport

way back in

1940. I saw one

there,

when I was

a line boy

at

the old

Elmhurst

Air

port outside Chicago. It was an

Aeronca C-3

Collegiate, transient,

on

the way through

to

Michigan and

someplace, with about the

sportiest

lookin' guy you

v r

did see flyin' it.

I think the clothes make the man,

and this was really a sporty

guy-

dapper

little

mustache, pulling on a

pipe,

golf

knickers, and real sport

two-tone shoes. The airplane didn 't


25/36

C(Qt

Vou

Top

T ~ /

eeping the paint shop neat

FRANK

P SPERANDEO,

hate

pouring

paint out

of a gallon can,

much

less

the quarts and pints. The typical scenario

is

this:

the

paint

streams

down the

sides of

the

can

onto

the

table, fills up the "gully"

around the

lip sealing edge,

and

eventually hardens, making it difficult

to

ever re

seal the

can as

tightly

as

it

was

when it

was new.

Without a good seal, you

can t keep

the

product fresh.

What a mess Secondly, you can barely hit

the

mark

in

the center of your paint cup when pouring your spray

brew. Who needs this distraction when you are focused

on

doing

a

neat,

orange-peel-free paint job on

your

winged Piper? The cure? Metal can screw tops.

Gather up all the empty rectangular gallon cans used

by

auto

body

shops in your

area for

the

use

of their

screw tops. These tops are soldered in place and can be

removed

with

a small micro-torch. See

the

photos.

t

doesn't take a lot of heat

to

un-solder these tops from

the

cans.

Big Warning

Make sure

the

scrap cans are

free of flammable vapors before you

detach the tops

with the torch. There are no awards or medals

to

out

standing members with

the

most

pieces of

shrapnel

imbedded in

their

bodies while

heeding the call

of

restoration duties.

The tools

to

accomplish affixing the screw tops are

minimal. Hole-cutting tools, such

as

knockout punches,

sheet metal nibblers, and either an awl or a small pair of

tin snips will suffice. The photos tell more of the story. A

good source for hole-cutting tools

is

Avery Tools in

Ft.

Worth, Texas (800/652-8379). For soldering, you

can t

beat a micro-torch for that concentrated, small flame


26/36

FLY-IN

CALENDAR

The following list ofcoming events is fur

nished to our readers as a matter of

information only and does not constitute ap

proval, sponsorship, involvement, control

or

direction ofany event fly-in, seminars, fly

market, etc.) listed. Please send the informa

tion to EAA, Att: Vintage Airplane,

P.O.

Box

3086, Oshkosh, W I 54903-3086. Informa

tion should

be

received four months prior to

the event date.

AUGUST 9-11-Alliance OH-Ohio

Aeronca Aviators

Fly-In

and Breakfast.

Alliance-Barber Airport (201). Info: 216

932-3475 or

[email protected]

or

www.oaafly-in.com

AUGUST

IO

Toughkenamon, PA-EAA

Ch. 240, 28th Annual Fly-In/Drive-In

Pancake Breakfast. 8:00 a.m. New Garden

Airport

(N57).

Young Eagles'

Rally.

Admission free . Info: 215-761-3191

AUGUST

ll-Aubum,

IN-Hoosier

Warbird Fly-In/Drive-In

and

Airplane

Auction. Dekalb County Airport.

Pancake/Sausage Breakfast. Info: 574

457-5924 or

[email protected]

AUGUST

I7

-Cooperstown,

NY- K23)

Old Airplane Fly-In Breakfast

Sponsored by EAA Ch. 1070. 7:30

a.m.-Noon, rain or shine. Adults 4.00,

Children under 12 3.50. Pilots of

1962 or older aircraft eat free Info:

607 -54 7 2526

AUGUST

I7

-Spear{ish,

SD-EAA Ch.

806 19th Annual Fly-In, Black Hills

Airport/Clyde Ice Field. Unicorn

122.80. Aircraft judging displays.

Camping under the wing for early

birds

who

fly in on Friday. Sat.

Breakfast served by Civil Air Patrol.

FAA

seminar. SO Aviation Hall

of

Fame Induction Ceremonies 7:30

pm

Sat. Info: 605-642-0277 or

AUGUST I S Brookfield,

WI-VAA Ch.

11 18th Annual Vintage Aircraft

Display and

Ice

Cream Social. Capitol

Airport. Noon-5 p.m. Includes Midwest

Antique Airplane Club's

monthly

fly

in. Control-line radio controlled

models

on

display. Info: 262-781-8132

or 414-962-2428

AUGUST

23

-2S

-Mattoon, JL-6th

Annual MTO Luscombe

Fly-In.

Luscombe judging awards, forums

banquet. 50 cash to Luscombe that flies

farthest to attend. Info: 217-234-8720,

[email protected] or 217-253-3934

AUGUST 23- 2S-Sussex,

NJ

-Sussex

Airshow. Top performers. All typ

es

of

aircraft on display. Info 973-875-7337

or

www.sussexairportinc.com

AUGUST 4

Janesville-Beloit, WI-EAA

Ch. 60 Fly-In Pig Roast. Beloit Airport

(44C). 11 a.m.-2 p.m. Info: 608-365

1925

or

members.tripod.com

AUGUST 2

4-Crested

Butte,

CO-Ch.

881

CB Falcons Fly-In. Mountain flying

seminars,

FAA

Wings program, Young

Eagles flights. Crested Butte Avion

Airport (3V6) (OC02), Elev. 8980 ft.

MSL.

Info: 800-663-5374 or

[email protected]

AUGUST 3I

-Marion,

IN- MZZ) 12th

Annual Fly-In Cruise-In,

at the

Marion

Municipal Airport, 7-1 p.m. All you

can eat Pancake Breakfast. All types of

airplanes and vintage automobiles.

Info: www.flyincmisein.com

AUGUST I Zanesville, OH-EAA Ch.

425 Fly-In/Orive-In Breakfast. Riverside

Airport. 8 a.m.-2 p.m. Breakfast all day,

lunch items 11

a.m.-2 p.m. Fly Market.

Info: 740-454-0003.

SEPTE

MB

ER 6-7-Fresno, CA-EAA

Ch.

376 18th Annual End 0 Summer

Fly

In. Sierra Sky Park (Q60). Camping or

hotels. Fri. arrival registra tion 4-6:00

p.m.; dinner 6-7:30 p.m. ( 6). Sat. pan

cake breakfast 7-9 :00 a.m. ( 5); regis

tration deadline for aircraft judging 10

a.m.; tri tip lunch Noon-1:30 p.m.

( 6); awards 2:30 p.m. Info: 559-435

6349 or 559-439-5371 or

wesand

[email protected]

SEPTEMBER 7-Cadil/ac, MI-EAA Ch.

678 Fly-In/Drive-In Breakfast. Wexford

County

Airport. 7:30-11 a.m. Info:

231-779-8113

SEPTEMBER

S-Mt. Morris lL-Ogle

County Pilots Assn.

EAA

Ch. 682

Fly-In Breakfast at Ogle

County

Airport (CSS)(Barnette Field). 7-12

noon. Info: 815-732-7268.

SEPTEMBER I2-IS-Reno,

NV-4th

Annual Western Region Invitational.

Co-sponsored by Rolls-Royce North

America, NASM, Nat'l Aviation Hall

of

Fame and Reno Air Racing Assn. No

more than SO aircraft are selected for

each Invitational.

For

details on eligi

bility

and

judging criteria, entry

application, etc. contact Ann, 703

621-2839

SEPTEMBER I3-IS-Watertown, W I-

2002 Midwest Stinson Reunion.

(RYV).

Info: 630-904-6964

SEPTEMBER

I4-Hollywood, MD-EAA

Ch. 478 Fly-In, Open House, Young

Eagles

Rally,

and Pancake Breakfast.

Captain Walter Francis Duke Regional

Airport (2W6) . Info: 301-866-9502

SEPTEMBER

I4-Palmyra, W I- 88C)

Fly-In Lunch, noon-2 p.m. Info: 630

904-6964

SEPTEMBER I4-Andover, NJ

Andover-Aeroflex Airport (12N). EAA

Vintage

Chapter

7

annual

Old

Fashioned Fly-In. 10 AM-4 PM, (rain

date Sunday, Sept. 15). Antique, clas

sic and contemporary aircraft. Food,

prizes, Pilots' Choice and People's

Choice Awards. Everyone

is

welcome

so fly-in, drive-in or walk-in for a fun

day. Info:www.vintage-aircraft-7.org

or Bill Moore, popmoore@Webtv, 908

236-6619

or

Lou

Okrent, LOAF

HQ

@ATI.NET,

973-548-3067

SEPTEMBER I4-Andover, NJ-VAA

Ch. 7 Annual Old-Fashioned Fly-In at

Andover-Aeroflex Airport l2N) . 10

am-4 pm. Hosting a full range of

antique, classic,

and

contemporary

aircraft. Food, prizes, Pilots' Choice

EAA

FLY·IN SCHEDULE 2002

NEAA GOLDEN WEST

REGIONAL FL

Y IN

www·gwfly-in

.

org

September

6-8, Yuba

County

Airport (MRV)

EAA MID EASTERN

FLY IN

419-447-1773 (telefax)

September

6-8,

Marion,

OH

mailto:[email protected]:///reader/full/www.oaafly-in.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.sussexairportinc.comhttp:///reader/full/members.tripod.commailto:[email protected]:///reader/full/www.flyincmisein.commailto:[email protected]:[email protected]:[email protected]:///reader/full/Info:www.vintage-aircraft-7.orgmailto:[email protected]:[email protected]:///reader/full/www%E7%A7%B7fly-in.orghttp:///reader/full/www%E7%A7%B7fly-in.orghttp:///reader/full/www%E7%A7%B7fly-in.orgmailto:[email protected]:///reader/full/www.oaafly-in.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.sussexairportinc.comhttp:///reader/full/members.tripod.commailto:[email protected]:///reader/full/www.flyincmisein.commailto:[email protected]:///reader/full/Info:www.vintage-aircraft-7.orgmailto:[email protected]:///reader/full/www%E7%A7%B7fly-in.org


27/36

Peoples· Choice Awa rds. Fly-in, drive

in, or walk-in for a fun day. (Rain

date Sunday, 9/15.) In fo: 908-236

6619.

SEPTEMBER 14-15-Rock Falls

IL -

North Central EAA Old Fashioned"

Fly-In

at the

Whiteside

Co

un t

y

Airport (SQI). Best Coun try Pancake

Breakfast 9/15. Forums, workshops,

fly-market , camping, air rally, awards,

food exh ibitors. Info: 630-543-6743

SEPTEMBER 14-15-

Bayport New

York-Antique Airplane Club of

Greater New York Fly-In. Brookhaven

Airport. Static display of vintage

homebuilt aircraft. Awards in various

categories. In

fo:

631-589-0374

SEPTEMBER 20-21-Bartlesville

OK

46th Annual Tulsa Regional Fly-In.

Frank Phillips Field. Type club

forums, static displays, exhibits.

Admission by

dona ti

on. Info: Charlie

Harris 918-622-8400

SEPTEMBER 20 -2 Grantville

N C

EAA

Ch. 1176 Aerofest 2002, Smith

Airpark (2SNC) Old-fashioned grass

field fly-in

and

pig pickin'. Vintage,

sport, ultralights. Ca

mping and

music

Fri. Sat. Info: 336-879-2830.

SEPTEMBER 22 Hinckley IL-Ch. 241

Fall Fly-In Breakfast. OC2)

On the

grass. 7 a.m.-Noon. Info: 847-888

2919

SEPTEMBER 28 Mi

llington TN-

(NQA) 6th Annual

Memphis

Plane

Pull. Benefits the children of the

Special Kids and Families, Inc . chari

ty. Teams pull a Boeing 727 in vari

ous categories of

competition.

Also,

EAA Midsouth Reg'l Fly-In

and

Young

Eagles event. Info:

sp kids@Wnm

.net or

[email protected]

SEPTEMBER 28

Hanover

I

N- 641)

Wood, Fabric, Tailwheels

Fly-

In.

Lee Bottom Flying

Fie

ld.

Cajun

Avgas

(IS Bean Chili). Beautifu l scenery,

great people, old planes. Info: 812

866-3211 or

WWl¥.LeeBottom.com

SEPTEMBER

28

-

29

Alliance

OH

American Military History Event.

Barber Airport (201) . Info : 330-823

1168

www.{[email protected]

OCTOBER 5 8 Wallseol1 OH-Ch. 149

Annual Mini Chile Fly- In . Fult

on

County

Airport USE). In fo: 419-636

WorkshopSchedule

August9-11.

2002 Griffin.

GA

TIGWELDING

August16-18

,

2002

Griffin, GA

RVASSEMBLY

August

17-18,

2002

Arlington,WA

Sept14-15,

2002

SHEETMETAL

COMPOSITECONSTRUCT

FABRICCOVERING

Denver

, CO

Sept27-29.2002 Corona,CA

RVASSEMBLY

Oct.

18-20

,

2002 Oshkosh

,WI

RVASSEMBLY

Oct

19-20

,

2002 Boston,

MA

SHEETMETAL

COMPOSITECONSTRUCT

FABRIC

COVERING

Nov2-3,2002 Minneapolis,MN

SHEETMETAL

mailto:[email protected]:///reader/full/WWl%E5%AE%8CeeBottom.commailto:www.%[email protected]:[email protected]:///reader/full/WWl%E5%AE%8CeeBottom.commailto:www.%[email protected]


28/36

NEW MEMBERS

Armando Salles. . . . . . . . . . . . . Sao Sebastiao, SP, Brazil

Dr. W. B.

Carpenter

Calgary,

AB

Canada

Tony Barrett Fraserville, ON, Canada

Jeffrey

W.W.

Crawford . . . . . . . . . . . . . . . . . . . . . . . Burlington, ON,

Canada

Stuart Hesse. . . . . . . . . . . . . . . . . . . . . . . . Georgetown, ON, Canada

Elvey Rock. . . . . . . . . . . Monkton ON,

Canada

Daniel Weinberger. . . . . . . . . . . . Santiago, Chile

Satoshi Sone. . Kanagawa-Prefecture, Japan

Ray L Struik . Arnhem, Netherlands

H.

W.

Visagie Northern Cape, Republic of South Africa

Curt

Bogle. . . . . . . . . . . . . . . . Dayeville,

AL

Robert Holycross. . Livingston,

AL

Dane

S.

Knight. . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . Russellvill e,

AR

Harvey Belliveau. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gilbert ,

AZ

William Jensen. . Prescott Valley,

AZ

Larry Ryerson Mesa,

AZ

Christopher W.

Whitby.

. Prescott,

AZ

Gregory P Anderson . . . . . . . . . . . . . . Fo lsom, CA

James

S.

Carson.

. . . . . . . . . . . . . . . . . . . . . . . . . . Nevada City,

CA

Robert C. Co le .

Sacramento

,

CA

Lawrence Blake

Hannigan.

. . . . . . . . . . . . . • . . . . • . . .

Los

Gatos,

CA

Charles M. Hardison. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Madera, CA

Ron D. Headlee . . . . . . . . . . . . . . . . . . Moreno Valley, CA

Roger Hewett Lenmore, CA

Charles Jones. . . Ferndale,

CA

Norman

E. Jukes. . Burlingame,

CA

L Dean Miller. . San Jose, CA

Brent Mon e . . . . Santa Rosa, CA

George Phoenix. . . . Torrance, CA

Jay Ritter. . . . . . . . . . . . . . . . . . . . . • . . . . . . . Clovis,

CA

Kennon

S.

Shea. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Quincy, CA

Qwa

rd

ug

hes' Spruce C()()M

I don't know, Howard. Maybe

if

we'd

used Poly-Fiber we'd

Sanetaka Yokoyama . . . Los Gatos,

CA

Troy G. Zachary, Jr.. . . . . Rohnert Park,

CA

Eric Hayes . . . . Ft. Collins, CO

Preston B. Kavanagh. . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Avon, CT

Mark

Scott.

. . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . • . . . . Bethany, CT

Henry J.

Wimbrow.

. . West Redding, CT

Gregory H. Bange. . . . . . . . . . . . . . . Newark DE

John MacKay. . .

Maitland

, FL

Paul

Okean

Pa lm Beach, FL

Eugene

E.

Rogers. . Tampa,

FL

Patricio Seidel . . . . . . . . . • . . . . . . . . . . Key Biscayne,

FL

Soren A. Campbe ll . . . • . . . • • . . . . . Cataula, GA

John

C. Talley. . . . . . . . . . • . .• .

•

. . . . Townsend, GA

R. Douglass Williams. . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . Mo reland,

GA

Keith

Mason.

. . . . . . . . . . . . . . . . . • . . . . . . . . • . . . . Wheatland

lA

Robert G. Troxel. . . . . . . . . . Parma, ID

William A. Borgstrom . . . Chicago, lL

Kenneth Ciolino. . . . . . . . . . . . . Lockport, IL

Robert E.

Coon.

. . . . . . . . . . . . . Warrenv il le,

IL

Robert

Newhouse.

. Rockford, I L

Ryder G. Olsen. . .

Burnham

IL

Terry Wilke . . . . . . . . . . . . .

Round Lake Beach, IL

Nancy Gingher . . . . . . • . Co lumbia City,

IN

George A. Lohmeier . . . . . . . . . . . . . Indianapolis,

IN

Joe K.

Richwine.

. . . . . . • . . . . . Marion, IN

Arthur Studenroth Hobart, IN

Todd Thomassen. . . . . . . . . . . . . Bloomington IN

Jeff

Mankin.

. . . . Mission, KS

J.

Anthony Stephen.

. . . . . . . . . . . Baton Rouge, LA

Noe l Tadin . . . . . . . . . . . . Sidell,

LA

Vance Gilbert. . . . . . . . . • . . . . . . . . . . . . . . . . . Arlington,

MA

Michael Purcell. . . •

.

. . . . . .

. . . • Florence, MA

John

Schut es . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . Brimfield , MA

Kenneth

Tootell . . . . . . . . . . . . . . . . • . . . . . Brewster,

MA

Thomas

W.

Cameron . • . . .

Lennon

MI

Bernard Co leman Gl

adstone

MI

Gary D. Mountain . . . . . . . . . . . . South St Paul, MN

Ronald

Schroeder.

. . . . . . . • . . . Bloomington MN

Kathie Ernst. . . . . St Louis, MO

Stephens

W. Horton. . St Peters, MO

Morrie L Eakin. . .

•

.

. . . • . . . .

•

. . . . . . Gautier, MS

John Carroll . . . . . . . . . • . . . • . . . . • . . . • . . . . • . . . Auburn, NH

Colbeth Kil lip. . . . . . . . . . . . Ossipee, NH

Mike Forney. . . . . Lambertville,

NJ

David

S.

Halliday. . Point Pleasant Beach,

NJ

Richard L Surgent Wa ll ,

NJ

Hans

Vandermeer.

. . . . . . . • . . . . Ridgewood,

NJ

Bruce Weber . . . Bloomsbury,

NJ

A

ll

en

J.

Pomianek New

Yo

r

k NY

Paul R. Scheerer . .

. . • . . . . . . • . . . . East Hampton

NY

Jon David Brausch . . • . . . • .

.•

. Avon Lake, OH

Donald E. Gray. . . . . . . . . . . . . • • . . • . . . . . . . . • . . . . . Cortland, OH

Stanley

Lindholm.

. . . . . . • . . . . . . . Westlake, OH

David J. Raney. . . . West Chester, OH

Vicki Rulli . . . . . . . . . . . . . Co lumbus, OH

Larry Lee

Smith.

. . . . . . . . . . . . . . Canfield, OH

Robert VanBalen • . .

•

. . . • . . . . . .

•

• . Somerset, OH


29/36

THE JOURNAL OF

THE

EARLY

vintage airplane - aug 2002

Documents