vintage airplane - jan 2003
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VOl. 31 , No. 1
2
VAA
NEWS/H.G.
Frau tsch y
4
FRIENDS
OF
THE RED BARN
5 JOHN MILLER RECALLS
...
LET
THE
INVENTIONS
CONTINUE
Jo
hn
M.
M
i ll
er
6
THE TINKERER'S TUG
SOMETIMES
A
PROJECT DISTRACTION CAN
KEEP YOU MOVING FORWARD
Gary Co
n
tner
8
PREFLIGHT
Ka
ti
e Sch
ul
tz
10 PASS
IT
TO BUCK/Buck Hilbert
12 THE VINTAGE INSTRUCTOR
COMMUNICATION
Doug Stewart
13
WEEDEN'S REARWIN
DOING
IT
THE
HARD
WAy/Bu
dd Davisson
18 TYPE
CLUB LIST
25
CALENDAR
26 CLASSIFIED
ADS
28 NEW
MEMBERS
3
VAA MERCHANDISE
JANUARY 2003
Due
to
n error
m de
t the printer, the Sport
Pilot Newsletter was omitted from last month s
issue. t is included
in
this issue. We apologize
for ny inconvenience.
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ST
IG
T c LE
L
I really hope
that
everyone had
a great
holiday
season and
got to
rest
up
some
after
Christmas
day.
t always seems to me that after
Thanksgiving
the days are always
filled
with
something
to
do all of
the time.
t
also seems
to
wear you
down as you grow older
This
year I added
some
extra
work
to
an
already busy
Christ
ma
s
time schedule.
I
have
been
busy
remodeling the house
in
which
I was raised . This
entailed,
of
course,
having
to purchase
a
nice
woodworking
shop
over
the
past several years.
This year, I decided to make a
rocking horse for
my
granddaugh
ter, Georgia
.
She's my
oldest
daughter 's little girl. After all, I
have all of the tools needed
After I got started, I have
to
ad
mit
I've
never seen so many
wooden pieces come from so
many
2 by 12s. I
finally decided that
I
should have built her an airplane
As
I worked
on
toward Christmas,
it
looked
like I would
only
make
my Christmas deadline by
burning
some midnight oil.
Then
the
call
came. Wendy
(Georgia's mom) and
her
family
Y
ESPIE
BUTCH
JOYCE
PRESIDENT
,
VINT GE SSOCI TION
pecial times
year will fly by at record speed, be
cause it will be filled with all kinds
of
specia
l
events celebrating
the
100th anniversary of sustained,
controlled, powered flight.
The EAA will be
at
the
center
of
m u
ch
of
the
ce l
ebration
. EAA's
Countdown to Kitty Hawk,
pre
sented by Ford Motor Company, is
going to be quite special. A center
piece of
the Countdown's
pavilion
This year
will
fly by
at record
speed
because
it
will be filled
with all kinds
of
special
events
will be the
Wright
lyer reproduc
tion being
built
by Ken Hyde and
the Wright Experience
under
con
tract with EAA. The engine is being
The Wright reproduction engine
they are building is to run for the
first time this
month.
The
com
pl
eted
Wright
l
yer will have its
first public viewing
in
the Count
down to Kitty Hawk pavilion
this
spring at Lakeland, Florida, during
the
Sun
'n
Fun
EAA
Fly-In.
Want
proof that the year will fly by? Sun
'n Fun is
just three
months way
And
EAA AirVenture Oshkosh is
just three more months after that.
Whew
January
is the
kickoff month for
our
2003 Friends of the Red Barn
campaign. Last year, we had great
support
for
this worthy
program
from a number of our loyal mem
bers . I
really thank
everyone for
helping our effort to
improve
the
Vintage area of
the
convention.
For more information
on
this
year's campaign, please see page 4.
We welcome any suggestions
that
you may have
to
improve
the
Vin
tage area of
the
convention
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5
N T I O N L I R
TOU R
P L NS M O V E F O R W A R D
To rekindle memories of aviation's
to get
as
many of the flying Ford
Tri
We're
hoping to
get a Boeing 247
golden age and promote civil avia Motors
in the
U.S.
to
go on this
and a Sikorsky
S-39
being restored by
tion's progress over the past century
trip,
said tour
leader and well
DickJackson, Herrick
continued.
the Aviation Foundation of America
known aircraft collector Greg
Also likely to join
the
tour are an
S
(AFA) will re-create the National
Air
Herrick
(EAA
402961). While
no
one
38, a DC-3,
two
New
Standards,
a
Tour September 8-24, 2003. Held be
is
contractually
obligated, Herrick
Stinson
high-wing
Tri-Motor,
and
tween 1925
and
1931,
the
original said AFA has
three
firm Tri-Motor
Herrick's low-wing Stinson Tri-Motor
tours departed from Ford
Airport
commitments, and
it's possible all , if its restoration
is
finished in time.
now the
Ford
Motor
Co.
proving
six flying Fords will join the tour.
This
is
a grass-roots effort. People
grounds-in
Dearborn, Michigan. A Of all
the aircraft that partici
are volunteering their time, their air
pioneering aviation company in its
pated in
the original tours, 22 are
craft
and, at this point, their
own right, the automaker bankrolled
still
on the FAA
registry (including money, Herrick said.
If
sponsor
the
tours to demonstrate air travel's the
Monocoupe
110 on
display
at
ship
is not
secured, volunteers will
safety and reliability.
the
EAA
AirVenture Museum, which be prepared
to
pay
their own
way,
Participants in the 2003 National flew
in
the
1930 tour). Only two of
food, fuel, and lodging. It's a huge
Air Tour competition will vie for the
them
still fly: Herrick s
Paramount
dedication
on the
part of those par
Edsel B. Ford Reliability Trophy. De Cabinair and Steve Pitcairn's PCA-2.
ticipating, but
we're
working on
parting from
Dearborn
, they will
Ed
Marquardt is restoring a Buhl
C
resolving
the
financial burden (with
trace
the route
of
the
1932 tour
, 3C
that
flew the tour,
and
it may be
sponsorship)
as
best
we
can.
which didn't take off because of
the
ready to participate in the 2003 tour.
Herrick said
he's working
with
Depression. Visiting 27 cities
in
16
AFA is
now seeking aircraft repre
the Vintage Aircraft Association to
days, the tour will cover some 4,000
sentative of
those
that flew on
the create
a
presence at
EAA AirVen
miles. AFA s goal is to recruit 25 air
original tours,
such as Travel Air, ture
Oshkosh
2003
to create
planes
that
participated
in
the
Waco, Curtiss, New
Standard,
and
interest
and
awareness of
the
tour.
original tours or represent
the
air Eaglerock,
among
others. Also
For
more
information, including
craft that participated.
sought are aircraft
that
illustrate the
the tour
schedule and its stops,
We've been working diligently progress of aviation over
the
years.
visit
www nationaiairtour org
NOM IN T IONS FOR E DIRECTORS
Pursuant to the directive contained in EAA s articles
of
incor Class II Directors
poration and bylaws, the president has appointed the nominating John Baugh
Bob Reece
committee
to
receive nominations for Class
II
Directors (three Jack Harrington
Alan
Shackleton
year terms) to replace those whose terms expire during
2003,
Verne
Jobst
and for one Class III Director (one-year term)
to
fill a vacancy
Nominations for these positions shall be made on official
caused by the death of
an
incumbent.
nomination forms, available from EAA Headquarters, c/o Tom
The nominating committee consists of six members in good
Poberezny, P.O. Box 3086, Oshkosh, WI 54903-3086, or e-mail
standing: Chairman Ron Scott
N8708
Sky Lane, Rt. 1, East
jreader@eaa org Nomination
petition
shall include a
recent
Troy, W6305 Peninsula Court,
photo
of
the candidate and contain a brief resume
of
his or her
http:///reader/full/www.nationaiairtour.orgmailto:jreader@eaa.orghttp:///reader/full/www.nationaiairtour.orgmailto:jreader@eaa.org
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E A A S P O R T A I R T E A C H E S A I R -
CRAF T CO NST RUCT I O N
f
you re thinking about
building
or
restoring an
air
craft, learn
how at an
EAA
SportAir Workshop. Workshops
cover
the
gamut of
needed
skills
in
all
construction
meth
ods-from
sheet
metal
and
composites to
welding, wood
work,
and
fabric
covering-to
aircraft-specific courses
such
as
the
RV
workshop.
EAA
SportAir
Workshops
provide
all the needed tools
and
materials.
Just bring
your
willingness to learn.
EAA
Sport
Air
instructors
are
among
the
best
in
their fields. Gas welding
instructor
Richard Finch has
published
two
must-have
books,
Performance Welding and
Welder s Handbook, and shares
every SportAir
instructor s
de
sire to help
students
develop
their skills.
Depending
on the
course, tu
ition
for
EAA
members ranges
from 99
to
359. For more in
formation,
or to
enroll,
visit
www.sportair.com
or call 800-967
5746.
See
an abreviated schedule
list
in
the ad
on
page 24.
E A A A I R V E N T U R E
2 3:
1 0 0
Y E A R S
O F
P O W E R E D
FL I GHT
The world's largest general avia
tion
gathering-EAA AirVenture
Oshkosh-will celebrate
powered
flight's first
century
from
July
29
2 0 0 2 VOLUNTEERS OF THE YEAR
During each
EAA
AirVenture Oshkosh, hundreds of volunteers spend
part of
their convention helping their
fellow members. They
might
be
carefully guiding airplanes
to
their parking spots, or perhaps serving up
a cool drink. They could be
manning
a sales counter, or signing up new
members. Wherever
they
are, we do
our
best
to
acknowledge their con
tributions. Each year, we highlight these volunteer efforts by presenting
the
Volunteers of the Year awards.
Congratulations to our
four volun
teers of
the
year,
and thank
you
VAA Director Steve Nesse, left, presents Clair Dahl is presented his Meritorious
the first of two new Meritorious Service
Vol
-
Service award
by VAA
Vice-President
unteer awards to Craig Baumgardner.
George Daubner.
Clair and Craig were key volunteers for the launch
of
the
V Tall
Pines Cafe, which
served more than
2 500
breakfasts during EM AirVenture.
The Behind the Scenes Volunteer of the
Year
award went
to
the
VAA
s information
booth ace, Sandra Perlman. Sandy (right)
listens
as
VAA
administrative assistant
Theresa Books helps present the award.
Aluminum Overcast Needs
B-17 Bomb Bay Gearboxes
The Flight Line Volunteer of
the
Year,
Thomas
Taylor,
gets some good-natured
rib-
bing from
his
father-in-law, Buck
Hilbert
,
(center) while
V
Director Geoff Robison
looks on.
G A L L O N S
OF
A U T O F U E L
http:///reader/full/www.sportair.comhttp:///reader/full/www.sportair.com
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VAA s Friends
of
The
Red
Barn
VAA 2003 Convention
Fund
Raising
Program
The Vintage Aircraft Association
is
a major partici
irplane
magazine,
and on
a special display at
the VAA
pant
in the
World's Largest
Annua
l
Sport Aviation
Red Barn.
You
will also be
presented with
a special
Event - EAA AirVenture Oshkosh! The Vintage Divi name badge
recognizing your
level of
participation.
sion hosts
and
parks over 2,000 vintage airplanes each
During AirVenture, you'll have access to
the
Red Barn
year from the Red
Barn area of Wittman Field
south
to Volunteer Center, a nice place
to
cool off.
the perimeter of
the
airport. Gold Level
contributors
will also receive a
pair
of
The financial
support
for the various activities
in
certificates
each good
for a flight
on
their
choice of
connection
with
the
weeklong
event in
the
VAA
Red
EAA's Ford
Trimotor
or
New
Standard
Biplane,
re
Barn area has
been
principally derived from
the
Vin
deemable during
AirVenture
or during
the
summer
tage
Aircraft
Association s
general income
fund. flying season at Pioneer Airport. Silver Level contribu
Starting
in
2002, the Vintage Board elected
to more
tors
will receive
one
certificate
for a
flight
on
their
properly underwrite
the annual
Vintage
Red
Barn area choice of
one
of
the
two planes.
Convention activities from a yearly special
conven-
This is a grand
opportunity
for all Vintage members
tion
support fund. This effort
is the
VAA's "Friends of to join together
as
key financial supporters of
the
Vin
the Red
Barn" program. tage Division. I t will be a
truly
rewarding experience
This fund raising program
is
an annual
affair, begin for
each
of us as individuals to be
part
of
supporting
ning
each
year on
July
1
and
ending June
30 of
the the finest gathering of Antique, Classic,
and
Contem-
following year. This year's campaign
is
well underway, porary airplanes
in the
world.
with contributions
already arriving here at
VAA
HQ. Won't you please join those of us who recognize
the
Our thanks
to those
of y
ou who
have already
sent in
tremendously valuable key role the Vintage Aircraft Asso-
your 2003 contributions. ciation has played in preserving the great grass roots and
You
can join in as well . There will be three levels of
general
aviation
airplanes of
the
last 100 years? Your
gifts and
gift recognition:
participation in
EAA's Vintage
Aircraft
Association
Vintage Gold Level - $600.00
and
above gift Friends of
the VAA
Red
Barn will help insure
the
very
Vintage Silver Level - $300.00 gift finest in AirVenture Oshkosh Vintage Red
Barn
programs.
Vintage Bronze Level - $100.00 gift For
those of you who wish to contribute, we'v
e
Each contribution at one
of
these levels entitles included a copy of the
contribution
form. Feel free
you to a Certificate of Appreciation from
the
Division.
to copy
it
and mail
it to
VAA
headquarters
with
Your
name
will be listed as a contributor
in Vintag
your donation. Thank
you.
2003
VAA
Friends of the
Red
Barn
Na me
____________________________ __________________
EAA#_______________ VAA#
______________
A
ddres
s
______________________________________________________________________________
____
__
Ci y /State/Zip
_____________________________________________________________________________
__
Phone_____________________________________
E-Mail
__________________________________________
_
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JOHN
ILL ECALLS
Let
the
inventions continue
JOHN M MILL R
At a mere 4 years of age, in 1910,
when I saw Glenn
Curtiss
fly in his frail
bamboo and cloth biplane kite, I lost inter
est
in becoming a steam locomotive
engineer. By 18 I was flying a World War I
Jenny,
hopping passengers, barnstorming.
No regulations or
certificates
then. All
through the years, flying water-cooled and
rotary engines, diesel and gasoline radi
als, turboprops and jets, and still flying at
97, I have seen a helluvalotta wonderful
advances, with many more
to
come. In
1923, when I started flying in the only air
craft available,
WWI
surplus open-cockpit
biplanes, we had not the slightest suspi
cion that in less than 40 years
we
would
be casually flying across the Atlantic in six
hours with a hundred or more passengers.
Any suggestion
that
airplanes would al
most completely replace the railroads and
steamships for worldwide travel would
have
marked us as wild, daffy visionaries.
Right now we are nearing the technol
ogy
for trajectory travel across·oceans,
with air-breathing engines to put the vehi
cles into trajectory
. That would take us
from New York or los Angeles to Australia
or Japan in about an hour. Visionary?
Okay, have it your own way, but
don t
go
away
grumbling. Back
in
1910
, the Wrights
and
Curtiss could not conceive of what we
have now been doing for decades and
would have laughed at such ideas.
However, let us look at what we need
now and
in
the nearer future. Although
avi
recovering those boxes from the wrecks.
There will
be
failures.
Of
course the boxes
have shortcomings of their own, although
they are being improved.
Better technology actually exists and is
in everyday use in ocean-going
surface
vessels. Don t reject
it because of the
Triple-O Syndrome: origination outside the
organization (my definition) . Some ships
are in constant satellite info-telemetry with
their home offices, from all over the world.
The
home office has a constant readout
and recording of every item of information
of
any use, such as engine rpm, bearing
and oil temperatures, fuel consumption,
speed, course and location, as well as
sig
nificant weather, via
satellite.
I know
of
one huge trans-Pacific container ship that
has its entire control from the bridge with
only 12 men in the crew and with its en
gine room vacant and locked. The
company
office
has a
constant
readout
and
computer record of all going on
in
real
time. I am confident
that
such a system
can eventually replace or enhance the
black box system.
What is more, because of the constant
increase
in
airline traffic density at major
terminals ,
it
will be possible to radio-re
mote control the aircraft accurately during
departures
and
approaches from a traffic
control system located on the ground . It
would then be possible to get more air
craft in and out of the areas than with the
present manual control of the aircraft. I re
remote control on the Moon or on Mars,
they
can be
made
at
ATl,
LAX,
or JFK.
Another thing that must be developed
is a solution to the problem of anti-icing on
helicopter blades. It seems to me that this
problem has
been
neglected.
The
old
method of landing and knocking the ice
off
with a stick has to go. Surely a lot of effort
should be applied to this problem.
As
for powerplants for general aviation
aircraft, flying at the lower altitudes, the
diesel engine shows much promise so
that jet fuel
could
be used. I flew the
Packard and Guiberson
diesels
about
1930. At that time the Packard estab
lished a nonrefueling endurance record
that stood for many years until after World
War II. There are diesels in development
now. The Wankel type engine is neglected
and should be developed. It is inherently
uncomplicated, light, smooth, has a low
frontal area , and can be designed for ei
ther gasoline or kerosene.
The helicopter has been a phenomenal
development since WWII but a disappoint
ment for private aviation because of cost. I
was flying autogyros as early as 1931,
and one could
jump
off, land at zero
speed , be driven home
on
the road, and
put in the garage.
It
is
an
inherently safe
aircraft that cannot stall. With a dead
en
gine I landed one in a cemetery without
chipping a gravestone. It would have been
a disaster in an airplane. I believe that the
autogyro has more promise for ordinary
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THE TINKERER'S TUG
Sometimes a project distraction can keep
H
omebuilders and restorers
recognize some of
the
words that other non-avia
tion types use
to
describe
them.
Nuts.
Goofy. Idiotic. Psychotic .
Crazy. However, they seem to miss
the
most
descriptive adjective
of
all.
ink rer
Any restorer
or
home
builder reading this knows exactly
what I mean. Every aircraft project
out there has at least one little in
novation that has been agonized
over,
and
over,
and
over.
Ma
ybe we
use a little tinkering
to
distract our
thoughts
temporarily
from the te
dium
of a long, drawn-out project,
or perhaps
our
creativity can only
be stifled so long before another
idea begs for a little
attention. Re-
gardless of
the
reason we
tinker
,
every now
and then
a
good
idea
is
given life.
Pictured here
is
a tug that I built
to
ease
the
process
of
g
etting
my
aircraft in and
out
of
the
hangar
photo
1). Notice
that the tug
is
built in
the
form of an
attachment
for a Steiner four-wheel drive trac
tor. Most of
you
are probably
not
you movin forward
GARY CONTNER
O.D .
right positioning of the
tug on
the
tailwhee
l without
any forward
motion. This feature
is t h e pri
mary reason that this tug works so
effortlessly.
The tug is very simple
and
con
sists
of
two arms
3-1/2 by
1-3/4
steel light wall
tubing),
which
ex
tend forward approximately 3 feet.
The left
arm is
welded
to
t
he
basic
frame,
and
the forward face of this
arm
is
concave
so that
it can
be
driven up against
the
rear face
of
the
tailwheel. The right arm pivots
near the front of the tractor,
al
l
ow
i
ng
t h e
forward
e
nd to
be
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opened
toward
the
right.
Opening
is
accomplished by
pulling the
ac
tuating
rod from
the
tractor
seat,
which causes a bell crank to pull
the right
arm open. At this
point,
the
tractor
is pulled
forward until
Mine
is
set
up
for
my
RV
-4
and
for
my
'56 Pacer. The Pacer has a Scott
tailwheel that
is
larger in
diameter
and
thicker than
the RV s wheel. I
made a removable
shim
to
allow
for
this
extra thickness
(photos
5
Allow
me
to
finish
with
a
word
of
caution
to all of you
tinkerers
out
there. A successful
tinkering
project really
catches
people's
eyes,
sometimes
dis t
racting them
from
other things.
Quite a few
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T
he old white and blue ay-
lorcraft speaks to me in its
preflight.
The tailwheel
rope is soft and wet from
the dewy grass; I kneel to untie it,
and I pound a
little
on the sheet
metal cowl to line up the holes. With
a click, they are secure again.
The
sun is getting higher now,
warm against my cheek
and
stirring
the wing strut and stuff my
back
side in through the angled door on
the
left side of the cockpit, hoping
this is
the
most awkward moment I
will suffer through during today's
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"Pull'er through a
few
times, Don,"
calls Armond from beside me.
"Switch off?" asks Don.
I look at the key. "Switch off."
"Brakes?" asks Don.
calves are beginning to twitch.
"Okay, she's hot " calls Armond .
"Brakes?"
"Brakes "
With one mighty
swish, Don
pulls the propeller down, the mag
netos clink, and with a puff, the stiff
Continental awakens.
Don
jumps
off to the side, his white hair blow
ing, and gives me a good-luck wink.
He knows I need it.
The old
girl is
still
sleepy. She
sputters a little, so Armond gives her
another shot
of
primer and
tugs at
the carb heat knob. The scent of old
grease swirls through the cockpit .
The oil pressure gauge slowly comes
alive. I
think
the temperature needle
is moving a little no, maybe not.
The gauges
on
the simple panel have
an almost beautiful patina; I'm sure
they'd
polish up
nicely, but then
their character would disappear.
Armond clicks a long fingernail
against
the
temperature gauge. "It's
gotta get up to
75
degrees, see." He
turns the altimeter knob so it reads
700 feet. I
can
relax
my
feet from
the brakes; there isn't enough power
yet to move the wheels out
of
the
soft hollows they sit in.
We
sit there
a few minutes,
the
engine's lifters
and magnetos clicking, still protest
ing the cold. There is
no
dialogue
between us; the dew is gone off the
windshield
now,
and
the
sock
is
looking a little stiffer. He adjusts his
hearing aid.
"Okay, Katie, give her some throt
tle
and
taxi
over
to
the runway.
I
obey, cracking the
knob
a little at
right a little. Pull the carb heat again
and see if the rpm needle moves.
My
calves ache again; pull the throttle
back
to
idle
and
relax
them.
Move
the ailerons,
then
the elevator; even
though
I can't see it move, it feels
okay. The sun is bright and hot on
my face. My hands are a little slip
pery
on
the wheel. The oil
temperature gauge reads 75 degrees.
"I think
we can go now," says
Ar
mond.
I
nod,
give
her
power,
gingerly press the right rudder pedal,
and motor up the em bankment to
the sad runway. The plane feels like
it's tipping over, but I know it won't.
I nudge
the
tail around and point
the
nose
down the
runway. I
can't
see the horizon over the cowl, but I
know it's there. A knot grows in the
small of my back. I look at Armond.
"Give it a try. Turn the wheel into
the wind a little." His wrinkled
hand
lifts the wheel a bit to the left. I grip
my wheel
a
little tighter and
wipe
the sweat from my other palm.
Take
a breath and slowly push the throt
tle to the stops. The old Continental
roars.
The
grass
starts rolling
be
neath my
window. My neck
stretches as I try to peek over
the
cowl. I
hold
the wheel tight to
the
panel until my arm hurts, and when
the tail is up and I can see the trees
at
the end of the runway, I sit back
down in my seat and begin to relax.
The barrels
marking the runway
edges speed past the window, and I
press my toe a little against the rud
der
to
keep her straight. The plane
begins to skip; she wants to fly Gen
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P SS T TO
BUCK
Y E.E.
"BUCK" H
IL
BERT
EAA
#21
VAA #5
Have you ever
had
a forced land
ing?
Was
it
a
piece
of cake or a
luck-out?
In all my flying of old airplanes,
now
considered antiques, I've
had
five.
I
was
lucky; I didn' t even
scratch
anything. I
could chalk
it
up
to the way I learned
to fly
but
the
fact
is in
all
of the
five I was
in
a position to put it down safely,
with a little luck,
and
not hurt my
self,
the
airplane, or
any
persons or
property.
The forced landing I wrote
about a while back,
"Landing
a
Stearman in
the
Desert," was the
only
one
while
in
the
service. The
other
four were
all incidents, as
no damage resulted.
Let's
go
back to 1938 when I
was first introduced to the won
derful
world of airplane flying.
We had a great variety
of engines
in those
days.
There were still
some
of the
old Curtiss OX-5s fly
ing, some J-5 Wright Whirlwinds,
a
couple
of LeBlonds,
and
a
Warner. I also
remember
one
Gypsy-powered Travel Air. Then
there were the 50-hp Lycomings,
P O
Box 424,
UNION,
IL
6 18
Forced
landing
mind when you
were out of
the
pattern. You found
yourself sizing
up
each
and
every field that looked
suitable for a
landing,
and plan
ning
in your
mind
how
you'd set
up
a base leg
and
get down.
marvel at how
the old-timers
managed
to go
cross-country
and
make
it
when
was
taught
that you
never
could trust that
engine
. . .
For many
of
the early years, the
engines held back the develop
ment of the airplanes. Engines
complishment unheard of.
But let's review
how the
training
went
back
in
those days.
First
on
the
list
was, "Fly
the
plane " Practice
of
the four funda
mentals (Climb, Turn, Straight
and
Level, and
Glide)
was
really em
phasized,
and
flying
using the
attitude
system was
the norm.
Since all we
had
were taildraggers,
the
landing attitude and
the climb
attitude were always
about the
same: the
three-point landing
atti
tude. Climb was
with
full throttle,
and IS-degree banks were used for
climbing turns.
The glide was with the wing flat
to
the
horizon and
maybe just
a
little down. And turns were either
30 degrees
or
forty-five degrees in
reference to the horizon.
The rectangle pattern, S-turns
across the
road,
and eights
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death. I f you
were
headed
for an
obstacle you
couldn't
avoid, it was
impressed on you to take it on
the
wings.
f
the
obstacle
was
trees,
you went between them
and let
the wings soak
up
the energy-and
tried
to
keep from
having
the
en
gine for lunch. This was gospel for
any forced landing.
Now
you
Navy
guys keep your
cool; we flatlanders were
nowhere
near water, so we
had
a
much
dif
ferent outlook
than
the Navy.
Whenever Navy pilots
had
a prob
lem
they
headed for water. On the
other hand,
we
landlubbers went for
the terra firma. The more firma the
less terror,
was
the saying.
Again,
the training
was
know
your airplane and
fly
the
air
plane. Get the nose down,
establish a glide,
and then
look for
a
solution to your problem.
Fuel?
Switch? Carb heat. Gauges. Do
what
you could to assess
the
prob
lem,
but
don't forget, you have got
to land.
All
approaches in
those
days
were I80-degree side
approaches,
power off.
In
some
cases a 90-de
gree side approach, power off.
All
were
to
a precision spot.
That
was
no big problem. We always were
within
glide
distance of the
place
of
intended
landing, and since we
practiced
the
ground reference ma
neuvers, we
knew
where our key
pOint
was. From
that
point we
could and would make the spot.
All
landings were from that key
position. f you were ginning
left of our position
for
an
entry
onto a base leg
and
a landing.
I f we were
lower than that
and
crosswind,
then
we were
already
on
a base. There
was only one
thing
to
do-land the airplane.
With
as many variables
as there
are
in
flying
an
airplane, keeping
some of the
basics in
mind
helps. Being aware of
the wind
di
rection
is
a must. Knowing
the
feel
of
your airplane in
a
normal
power-off glide
is another.
Know
ing
how to
make a
ground
track
is
essential. Forget
the
electronic
gadgets in
the
cockpit.
You
are about
to
be the very
first
at the scene
of
an
accident
if
you blow
it,
so make
it
an
inci
dent. Fly
your airplane,
put it
where
you
want to
put it, and
worry about the paperwork, the
reporting,
the
radios, and what
other
people
think
after you get it
on the ground.
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ommunication
In
cooperation
with NAFI the
National Association
Flight
Instructors a
new
column
is be-
ing
added
to Vintage Airplane.
Please welcome Doug Stewart a
NAFI
Master
Instructor
who
flies
out ofGreat Barrington Massa-
chusetts. Doug regularly
instructs
in a Piper PA-12 Super
Cruiser
and
has
given
more
than
6 500
hours
of
dual
instruction.
-Editor
O
perating out of a nontow
ered airport, as I do, I get to
hear all kinds of
things
over
the UNICOM frequency. And from
what I hear, one would think that
CTAF
stands for can talk away for-
ever." Pilots from near and far seem
eager
to push the transmit switch
and talk incessantly. But it seems as
if very few spend
any
time listening
before
they
talk.
As
you might
tell,
our
subject is
communication. In particular at
non
towered
airports,
or anywhere
else
that
a common traffic advisory
frequency (CTAF)
might
be
used,
DOUG
STEWART
NAFI MASTER INSTRUCTOR
Yet
how
often it is that we
hear
over the UNICOM frequency, "Hey,
Podunk
Airport,
what's the
active
today?" Unfortunately, this has just
been preceded by
three
pilots an
nouncing a departure, a
downwind,
and a final for
the
runway in use. t
kind
of
makes me understand how
my wife feels when she says, "Doug,
you
' re not listening.
f
all pilots
would just monitor the CTAF for a
few minutes
prior
to making their
call,
listening
to
the frequency
would answer many questions,
and
free up somewhat what
are
often
very crowded frequencies. So please,
listen before you talk.
Another
thing
that I notice all
too often is that
many
pilots iden
tify themselves with nothing more
than a tail number. In the
towered
environment this is essential. With-
out tail numbers , how
else
could
ATC provide and maintain separa-
tion? But in nontowered airspace all
I can think is that if I am close
enough
to you to
read
your tail
number,
then why have we not
briefed each other on this forma
tion flight? Or
perhaps
you're
Chuck Yeager and can
read tail
numbers from a
mile
away. Know-
three-dimensionally. When I
hear
pilots announce that
they
are
three
out,
inbound,
I can 't help
but
won-
der, Out where? Out to lunch?"
Remember that when tower con-
trollers
ask
you to report three
out," they already know from which
direction you are
approaching
their
airport. Here's
what
would be
much
more helpful as a position report to
the CTAF
of
a
non
towered
airport:
Podunk traffic, red and
white
Su-
per Cub, three to the west (be sure
you
are to the west of the
airport
and not
vice versa) ,
inbound
for
landing, descending out of 3,500
feet, Podunk traffic. This way I
know
where you
are
three-dimen
Sionally, and further more, I have a
sense
of
how soon before you get to
the traffic pattern.
Remember, the whole purpose of
common traffic advisories
is
to aid
all pilots in the effective practice
of
"see and avoid" collision avoidance
and separation. To this
end
it be-
hooves
us all
to
be
accurate in
the
reporting
of our
pOSition.
On
what
are sometimes extremely congested
frequencies it is important to
be
short, sharp, and simple. This is not
the
place to ramble on. Remember,
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16/40
more people can relate to because
it wasn't glued together with cash.
t was
fashioned
from equal
amounts
of passion
and
determi
kid.
As
a line boy, I worked for five
dollars a week and one hour of dual
in
a Cub, but
most
of
the
time
the
airplanes were too busy, so I didn t
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8/20/2019 Vintage Airplane - Jan 2003
17/40
There was exactly one air-
plane based there.
He went to work for Bill
Knight at Knight Manufac-
turing , and
it
was pure
happenstance that Knight
and
Kent
joranlein were
rebuilding
a Taylorcraft.
That
was
one of
the
ways
Dick
got back into avia
tion;
he became the
A&P
mechanic on the project.
By the early
1970s
in
terest in
sport aviation
began to rebuild in the
area, so I
helped
form
Chapter 431
and
served as
its first president.
s
Dick describes it,
he
had always
been into
vin-
tage airplanes-except that
when he was
first
turned
on to them, they weren't
vintage, th ey were
just
used.
The interior of the Rearwin shows the same pride
I started out with the
of workmanship
Dick
put into the exterior work
little tailwheel
airplanes
and stayed with them .
and shoes. It
was
1976 before I fi-
Then, one
day
I looked
around and
nally got my private certificate. realized I was a vintage
airplane
guy
By the time Dick got his
certifi
and didn't even realize it. I hadn't
cate, he had been living in
Brod changed, but
the
world sure had.
head for a few years. Today Brod
s
he
got
back
into
aviation, he
head is known as a sport/vintage
decided he
wanted
a true antique
aircraft
haven
, but it hasn't always
airplane,
something made
in
the
been
that
way. 1930s,
because
he
still
saw
most of
When I
moved
up there
in '69 the
postwar airplanes
of
his
youth
as
it was a dead airport. Totally dead. used airplanes.
The 7 hp LeBlond motor is pretty
rare, but a round engine was top
of
Dick s list in desirable features for
Dick Weeden is thrilled to aviate
in
the Sportster, which
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8/20/2019 Vintage Airplane - Jan 2003
18/40
I
didn't start out
looking for a
Rearwin, but I knew I wanted a
round motor. Also, there were some
financial
constraints, so I knew I
couldn't handle the
bigger
round
motor airplanes.
He
found
a really
tired Rearwin
Sportster
with
a very
usable
70
hp
LeBlond and along with partner Bud
Lebarre parted with $1,500
for
it.
We bought t from Vi Kapler,
who
was an associate
of
Bernie
Pietenpol,
Dick
recalled.
I
later
bought out Bud's half. He was build
ing
a
Hatz
and already
had
a
Luscombe
and
felt
he didn't
need
three airplanes.
The
Rearwin was a pile of
parts
in a hangar
on
Pietenpol field,
and
there
was a
much better Funk in
only
one
wing,
and
that was only
good for patterns, although the fit
tings for both wings were there. The
tail
and
landing gear were included,
but they
were really rusty,
and the
fuselage had buckshot dents in vari
ous places.
liThe good news was
that the
air
plane was cheap. The bad news was
that the airplane
had
no paperwork.
The lack
of paperwork put him
on
a detective trail to try and gener
ate
a legal
pedigree
that the
F
would recognize
and
would
allow
him
to
certificate
the
airplane,
when
finished.
I
had
the N number, so I
ran
backwards with it and
found
the
last
registration had
been
to
three
brothers named Andrews in Bay
prised
him,
but it
was obvious
he
was going to need more
than
just a
little
patching up.
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Light Sport Aircraft
portunities for
them to own or rent
aircraft. ----------------------------.
port Pilot/Light Sport
Aircraft at a Glance
Just heard
about
the sport pilot proposal?
Here's a quick review
of what
the
pro
posed rule offers. First, the proposal would
establish a new pilot rating to be called
sport pilot,
wh
ich
would allow
such
pi
lots to operate
in
day, VFR (visual flight
rules) conditions flying lightweight air
craft.
This
will
make
access
to flying
eas
ier for
the following reasons:
1 New pilots seeking asport
pilot certificate
will
be
able
to
learn
how to
fly powered
aircraft
(fixed-wing airplanes, weight-shift
trikes,
powered parachutes, gyroplanes,
orairships)
in
as
little
as 20 hours of flight
instruction, or
10
hours for unpowered
gl
i
ders, saving
both time
and
money.
All
time logged as a
sport
pilot can be
applied
toward higher ratings.
2.
Sport pilots
will be able to use avalid
dri
ver's
license
as their
medical
certification,
eliminating
the expense
required to
pass
an FAA medical
exam.
3. Private
pilots
or higher can
fly any
light
sport
aircraft
in
the
categories
and
classes
for which they are
rated,
creating more
op
4.
Private
pilots or higher
may also choose
.to
exerc
ise the privileges
of
a sport pilot
. and
operate
any sport-pilot eligible air
What s the Status
of the
Rule
EM
stresses importance
of
sport pilot rule to
new
administrator
I
n October, FAA advised
EAA that
it was nearing completion of the sport
p ilot fin al rule an d an ticipa ted t ran sferring it to the Department
of
Transport ation (DOT) by the en d of 2002. DOT will have 90 days to
complete its review.
Fo
llowing DOT approval,
th
e rule will go to
th
e Office
of Management a
nd
Budget (OMB). Like
DOT,
OMB will have 90 days to
complete its review. Previousl
y,
DOT a
nd
OMB
had 60-day review period
s;
that timeframe has been exte
nd
ed because of increased workloads related
to security issues. FAA will be providing briefings to DOT and OMB in the
hope of reducing
th
e leng
th
of th ose review periods .
By Congressional ma
nd
at
e, FAA
mu st fina li ze th is rule no late r th
an
16
mo nth s af ter th e clos ing of th e comment pe riod for th e no ti ce of pro
posed rulemaking NP
RM
). For
th
e sport pilot rule, the 16-mo
nth
deadline
ends
in
Septemb er 2
3. While fin aliz
in
g the rul e, the FAA sport
pilot
team is also actively developi ng many of
th
e support ma te
ri
als
th
at will be
necessary for the implementation of the rul
e.
On October 21, EAA Executive Vice Pres ident Bob Wa rner met with new
FAA A
dmini
strator Mario n Blakey.
Durin
g th at mee
tin
g Warner
und
er
scored the
si
gnificance of th e sport pilot/light-sport aircraft
SP/
LSA) regu-
latory package and th e importance of FAA completing th e final stretch
of its multi-yea r inves
tment in
th is effort . In a
ddition
, EAA co
ntinues
to
s
tr
ess
th
e
imp
ortance of
thi
s rulemaking project
to
th
e DO
T.
two-place, single engine (nonturbine), unpres
surized
aircraft
that has:
1.
Amaximum gross takeoff
weight
of
1,232
2,754
comments, many of which suggested
changes
to these parameters. FAA has stated
that
many of
those comments
demonstrated
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Consensus
Standards evelopment
Progressing
EAA has a leading
role
AA s
proposal to use industry consensus standards
as
the
method
of
certification
for
the
proposed
light-sport aircraft
(LSA)
category as opposed
to
type certification
is
a new approach, and a challenging
one for both the industry and FAA. Essentially, a volun
tary consensus standards committee must develop
the
standards for light-sport aircraft before
any
new special
light-sport aircraft can be designed, built, or sold.
Sport pilots can fly existing aircraft in the experimen
tal amateur-built, primary, and standard categories that
meet the operating characteristics outlined in
the
sport
pilot proposal. Other aircraft that would appear to meet
the proposed requirements for LSA must
comply
with
the consensus standards before they can
be sold as
such. The consensus standards must encompass the fol-
lowing issues:
1) Design and performance criteria,
2) Quality assurance requirements,
3)
Production acceptance, and
4) Continued operational safety/airworthiness moni
toring.
A voluntary consensus standards
committee
was es
tablished under the guidance of the American Society
for Testing
and
Materials (ASTM)
in
April of
this
year.
Subcommittees were created representing fixed-wing,
weight-shift
powered
parachutes gyroplanes
sailplanes, and lighter-than-air aircraft, as well as cross
cutting issues that affect all segments.
The subcommittees met during EAA AirVenture
Oshkosh 2002 with ASTM LSA project manager
Dan
Schultz. In September, the LSA
committee
gathered
at
ASTM s headquarters in West Conshohocken, Pennsyl
vania.
At that
meeting the LSA Executive Subcommittee
was established, including:
• Earl Lawrence, EAA, chairman
• Eric Tucker, Kodiak Research, vice-chairman
• Larry Burke, LAMA (Light Aircraft
Manufacturers
Left
Earl
Lawrence
EM
vice president of government
and industry relations and Dan Schultz ASTM manager
for the Light-Sport Aircraft Committee confer at meet
ings during
EAA
AirVenture Oshkosh 2002
By late October, several consensus standards docu
ments were re leased for balloting within the LSA com
mittee. The powered parachute subcommittee released
the drafts of the quality assurance and the continuing
airworthiness standards
while work continues on
a
draft of
th
e design and performance standard for pow
ered parachutes. The fixed-wing aircraft subcommittee
released
th
e draft of the design
and
performance stan
da rd, and
the
cross-cutting issues
subcommittee
re
leased
the
engine design specifications.
Following ASTM protocol once a
subcommittee
completes a draft
document
,
that document is
balloted
and
open for review by all members of the
LSA
commit
tee.
Committee
members then vote to accept the draft
document
or offer
their
suggestions for revision. This
ballot/review process continues until all members of the
LSA
committee
accept
the
document as
an
acceptable
standard. Once accepted by that committee the stan
dards are balloted to
the
ASTM in general.
Upon confirmation
that
all documents have been ap
proved via
ASTM
protocol, the consensus standards will
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EAA Plays Key Role In
Preparing for the Rule
Test standards designated pilot ex m-
iners nd
designated
irworth iness
representatives being established
W
hen
t
he
sport pilo t/
ligh
t-sport air
craft (SP/LSA) rule becomes effective ,
ma
ny pi
ec
es of t
he
pi
lo
t/
aircraft
puzzle
need tobe in place before enthusiasts can
take advantage of the
benefits the
rule of
fer
s.
FAA is currently developing an advi
sory ci rcular (AC) that will de tail the
process
for
transit
i
oning oneself
to asport
pil
ot cert
ificate as well
as
the process
for
transit
ioning
ultralights
for which the reg
istrat ion st
atus
must
change
.
That
AC
is
schedu led
to
be released in conjunction
with the S /LSA rule.
In cooperation
with EAA and other in
dustry leaders, FAA is
also
developing the
practical test standards
PTS)
and
knowl
edge tests that sport pilots and sport
pilot
instructors
will
be
required to pass.
In
October
,
Earl
Lawrence
,
EAA
vice
president government
and
industry rela
tions, and
Timm
Bogenhagen, EAA ultralight
and
sport pilot programs manager, along
with Sean Elliot,
president
of
the National
Association
of Flight
Instructors (NAFI)-an
larifying the onfusion
E
Explains
th
e Sport
ilot
Ru
le
As EAA
staff members traveled around
the
country this year discussing
the proposed sport pilot/light-sport aircraft rule changes with members and
enthusiasts, it s become apparent that there s a lot of confusion about the
rule and its practical use. That s
not
surprising. This is a comprehensive
rule. In fact, it is essentially three rules in one package, including:
1. New sport pilot ratings, including
student
pilot, pilot, and instructor
ratings.
2. A new aircraft
category-light-sport aircraft-with
two levels of certifi
cation: special light-sport aircraft
and
experimental light-sport aircraft.
3.
Two new airman maintenance ratings tied specifically to the new light
sport aircraft category-a repairman certificate with maintenance privileges
for the special light-sport aircraft category and a repairmen certificate with
inspection privileges for the experimental light-sport aircraft category.
It s important to keep in mind
that
the proposed rules
that
apply to a
sport pilot do
not
necessarily apply to private pilots or higher who fly ei
ther of the two new categories of light-sport aircraft,
and
vice versa. For ex
ample, a sport pilot may fly any aircraft that meets the definition of a light
sport
aircraft, but
the aircraft does not need
to
be certificated as a
light-sport aircraft. In other words, a sport pilot may fly
an
aircraft certifi
cated as:
1. A special light-sport aircraft or an experimental light-sport aircraft, or
2. An experimental amateur-built aircraft (note the aircraft s certification
does not change, nor do its
operating limitations
or its maintenance re
quirements), or
3. A primary category aircraft-Quicksilver GT-SOO or RANS
S-7C
or
4. A standard category (type-certificated) aircraft (note again, the air
craft s certification and maintenance requirements do
not
change).
Likewise, the pilot of an aircraft that is certificated in the light-sport air
craft category does
not
have to be a sport pilot. A certificated pilot with any
rating can fly
an
experimental or light-sport aircraft as outlined in that air
craft s operating limitations. Specifically, the holder of a private pilot certifi
cate, or h igher, may elect
to
fly either a special light-sport aircraft or
an
ex
peri
menta
l light-sport aircraf . This pilot
would only need
to meet
the
category/class requirements of his/her individual private pilot s certificate.
With regard to maintenance
and
inspection issues, the two new repair
man
certificates for light-sport aircraft do
not
affect any preventive mainte
nance, maintenance, or inspection requirements for the experimental ama
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8/20/2019 Vintage Airplane - Jan 2003
22/40
Pilot
Rating
M
in imum medical
required
when exercising this category
of pilot privileges
Minimum hours
required
to
o
btain rating
Hy
aircraft with no horse
power l imitation,
no
seating
limitation, VFR : FR,
with
appropriate type
rating
H y
aircraft
of 180
hp
or less,
4
se
ats
or
less
Hy
aircraft
that meet defini
t ion of a l ight -sport aircraft
Hy at nig
h t i n
properly
equipped aircraft
H
ight
hours logged
applica
ble to
higher
rat ing
Passenger
l imit
Private
3rd class
40
yes
yes
yes
yes
yes
No limit
Category
S
tandard
Ca teg
ory
Primary
Ca
tegory
Experimental
Am a t eur -
Built
I.
egal ses
Personal,
Charter,
Rental, Air Taxi,
Flight
Instruction
Personal,
Rental,
Flight Instruction
Personal, including
prinlary
and
transition
t r
aining
Mi
..
imum t lti
..
g
Needed to Mai ..
tai..
A&P
A&P
Owne r
Recreational
3rd class
30
n o
yes
yes
yes, with CF I
e
nd
orsement
ye
s
On e
A
. . . .
ual
Conditio..
".sl ,eelion Uy
IA
IA
Holder
of
repairman
certifica te for this
particular
a ircraft,
or A&P
Sport
Valid U.S.
drive
r'
s license
20
no
no
yes
no
yes
One
1
xaml,les
Some Piper
Cub
Taylorcraft,
o r Aeronca
Champ
RANS S-7, or
GT SOO
Sonex
Zenith 601, 701
RANS, KitFox
Kolb, etc.
Ultra l ight
(FAR Part
103 Legal)
None
none
n o
no
n o
no
no
No passenger
carrying
a
ll
owe
d
Certification
AI'I,roved Uy
FAR
Part 23
Equivalence
wi th
JAR -VLA &
other
accepted standards
FAA inspector or DAR.
Operating
limitations
define
use of aircraft.
-
8/20/2019 Vintage Airplane - Jan 2003
23/40
share of nicks and dings.
The sheet metal wasn't in much
better
shape
than the tubing.
The
door metal was okay, and I was able
to save two window frames, but
that
was about it. Plus, I was able to get a
speed ring off a parts airplane.
When a lot of people look at
the
airplane
they
automatically assume
the biggest parts hassle was with
the
engine, but according to Dick that's
not
the
case.
liThe tires are a really
odd
size: 18
by 8 by 3. They are
totally
extinct,
and
I
only
have two
more,
so I
do
my best not to land on pavement. I
can use 800 by 4s with adapters,
but
they just
don't
look right. It's a sub
tle difference, but it's noticeable. To
me anyway.
Using the one wing
as
a pattern, I
built an entirely new
set using the original
fittings, which took
nearly two
years.
When they were fin
ished, I had them
hanging on the
garage wall
in
front
of my wife's car, and
I'd tell her
If
you run
into
them, I'll call a
divorce attorney.'
We
got a new car,
and I worried about
her
hitting
them,
then,
you guessed
i t I ran into them.
ge
them
too badly, but
it set me back a while and made me
feel
like an idiot.
and valves being first
on the
list. In
fact, LeBlond
owners
don't greet
each other by saying hello;
they
say,
'Got
any valves springs?' The
LeBlond uses 'volute' springs that
aren't too far removed from safety
pins and break
constantly.
I solved
that
problem by going
to
0-200
springs and valves as developed by
Al
Barbuto. There are a lot of minor
mechanical changes that I
couldn't
have made if it
hadn't
been for
the
help of my local FAA
FSDO
guy, Tim
Anderson. He was super helpful.
Rings are another problem,
but
a nice
lady
at Hastings helped me
out. I gave
her
the
bore
and di
mensions,
and she
shipped
me a
set
of
rings that were perfect.
For as old as it is, the
Le
Blond
has a few
surprisingly sophisti
cated details,
including the
fact
that t
uses ball
bearings almost
everywhere.
Thank goodness
I had plenty
of spare bearings so
that
never
was
a problem.
The
magnetos
on
the
old oil
burner are Scintilla SB5s
that
would
make your local maintenance shop
laugh out loud, if you brought
them
in
.
Dick, however
, knew
exactly
where to go for that kind of expert
ise-Lowell White in Mesa, Arizona.
To White
the
SB5
was just another
magneto in severe need of
TLC.
To rebuild the carb, I got a hold
of everyone
who might
have
even
the
smallest
part
for sale or
trade,
but the
Antique Airplane Associa
tion came through
with
lots of
have stayed with the tail skid, but I'd
had a bad experience with a skid on
my Pietenpol-I
ground
looped
and
hit a car. However, the tailwheel was
a Rearwin option, so I don't feel too
bad about it.
The brakes are multi-disk affairs
not unlike bicycle brakes, and they
work just right. They are cable oper
ated via heel
pedals,
but you only
need
them
for
ground handling in
tight places. The pulleys for
the
ca
ble were an odd size, and I couldn't
find any, so I turned them
up
out of
quarter-inch Formica and put bronze
bushings
in them for the bolts
to
ride on.
I'm
especially pleased
with the
way the windshield turned out. The
frames were completely missing, so
we
had
nothing for a pattern. I got
as
many
pictures as I
could
of the
right time period
and
scaled
the
pat
terns off the photos. It's a three-piece
windshield and
takes a lot of fram
ing to hold it all in place.
The
airplane flew for the first
time
July
7,
2002,
and the
goal was
to get
it to Oshkosh a few weeks
later. However, because the engine
has some experimental parts, the
FAA made Dick fly 25 hours
in
the
local area,
which
meant
he
was a
busy little pilot for
the
weeks just
prior to Oshkosh 2002.
Dick is quick
to
give credit
to
his
many friends on the airport at Brod
head, as well as a host
of
others.
A
lot
of guys helped
with this-Matt
Smith, Dennis Hall, Lee Stenson, Bill
Weber and my son, Mike an ex-KC
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8/20/2019 Vintage Airplane - Jan 2003
24/40
International Aeronca Association
Buzz WAGNER
Box 3, 401
1ST STREET,
E
CLARK, SD 57225
PHONE:605-532-3862
FAX
:
605
-
532-1305
20IYR; QUARTERLY NEWSLETTER
Fearless Aeronca Aviators
JOHN RODKEY
280 BIG SUR DRIVE
GOLETA, CA
93117
PHONE
:
805-968-1274
FAX:
805-565-7280
AERONCA@WESTMONT.EDU
http://aeronca.westmont.edu
CONTRIBUTIONS
ELECTRONIC NEWSLETTER
National Aeronca Association
JIM THOMPSON
806
LOCKPORT
RD, P.O.
Box
2219
TERRE HAUTE, IN 47802-0219
PHONE: 812-232-1491
www.aeroncapilots.com
DUES : $251YR US ; $351YR CANADA;$45/YR
FOREIGN
MAGAZINE:
41YR
.
Beech
134 Association
CHARLES
NOGLE
P.O
. Box 925
CHAMPAIGN,IL 61824-0925
PHONE: 217-356-3063
Twin
Beech 18
Society
STAGGERWING MUSEUM FOUNDATION
,
INC.
P.O. BOx 550
TULLAHOMA, TN
37388
PHONE: 931-455-1974
STAGGERWING@MIDTNN.NET
www.staggerwing.com
40IYR; 4 NEWSLETTERSIYR
American Bonanza Society
NANCY JOHNSON, EXEC. DIR
P.O.
Box
12888
WICHITA,
KS
67277
PHONE
:
316-945-1700
FAX:
316-945-1710
bonanza2@bonanza.o
r
www.bonanza.org
50IYR;
MONTHLY
MAGAZINE
Classic Bonanza Association
PAUL
WHITESELL
6355 STINSON
STREET
PLANO,
TX
75093
PHONE:
972-380-5976
pwhitesell@commreps.com
$161YR
Twin Bonanza Association
RICHARD I. WARD
19684
LAKESHORE DRIVE
THREE
RIVERS
, MI 49093
PHONE: 616-279-2540
R
616-279-2535
FAX
: 616-279-2540
forward@net-link.net
www.twinbonanza.com
$351YR
US
CANADA;$45IYR FOREIGN ,
QUARTERLY NEWSLETTER
Bucker
Club
CHRIS G.
ARVANITES
16204 ROSEMARIE
LANE
LOCKPORT, IL 60441
PHONE : 815-436-1011
FAX:
863-318-1231
NOV-APR
bucker_cluborg@msn.com
22/YR US
&
CANADA; 27 FOREIGN
6
NEWSLETTERSIYR
National Bucker
Jungmeister Club
MRS.
FRANK
PRICE
Cessna
150 152
Club
ROYSON
PARSONS
P.O. Box 1917
ATASCADERO, CA 93423-1917
PHONE: 805-461-1958
FAX: 805-461-1035
membership@cessna150-152.com
www.cessna150-152.com
$301YR US, CANADA ,
MEXICO;
40
OTHERS;
BI-MONTHLY NEWSLETTER
The
International
Cessna 170 Association
VELVET
FACKELDEY
P.O.
BOX 1667
LEBANON, MO 65536
PHONE: 417-532-4847
FAX: 417-532-4847
headquarters@cessna170.org
www.cessna170.org
35/YR; FLY PAPER-MONTHLY ;
170
NEWS
QUARTERLY
Cessna
180 185 International
Club
(OWNERSHIP REQ)
DAVE HAYDEN
21910
S GARDNER
RD
SPRING HILL,
KS
66083
PHONE: 913-884-2187
FAX:
913-884-2167
$201YR
Cessna
Eastern
1901195
Assoc
CLIFF CRABS
25575
BUTTERNUT RIDGE
ROAD
NORTH
OLMSTED, OH
44070
PHONE:
440-777-4025
ccrabs@aol.com
or
classic195@aol.com
15 INITIAL,
THEN AS
REQUIRED
APPROX 4 NEWSLETTERSIYR
Cessna 195 International Club
DWIGHT
M.
EWING
P.O. Box 737
MERCED, CA
95344
PHONE:
209-722-6283
FAX: 209-722-5124
ewingdm@pacbell.net
www.cessna195.org
mailto:AERONCA@WESTMONT.EDUhttp:///reader/full/http://aeronca.westmont.eduhttp:///reader/full/www.aeroncapilots.commailto:STAGGERWING@MIDTNN.NEThttp:///reader/full/www.staggerwing.commailto:bonanza2@bonanza.orgmailto:bonanza2@bonanza.orgmailto:bonanza2@bonanza.orghttp:///reader/full/www.bonanza.orgmailto:pwhitesell@commreps.commailto:forward@net-link.nethttp:///reader/full/www.twinbonanza.comhttp:///reader/full/www.twinbonanza.comhttp:///reader/full/www.twinbonanza.commailto:bucker_cluborg@msn.commailto:bucker_cluborg@msn.commailto:bucker_cluborg@msn.commailto:membership@cessna150-152.commailto:membership@cessna150-152.commailto:membership@cessna150-152.comhttp:///reader/full/www.cessna150-152.commailto:headquarters@cessna170.orghttp:///reader/full/www.cessna170.orgmailto:ccrabs@aol.commailto:ccrabs@aol.commailto:ccrabs@aol.commailto:classic195@aol.commailto:ewingdm@pacbell.nethttp:///reader/full/www.cessna195.orgmailto:AERONCA@WESTMONT.EDUhttp:///reader/full/http://aeronca.westmont.eduhttp:///reader/full/www.aeroncapilots.commailto:STAGGERWING@MIDTNN.NEThttp:///reader/full/www.staggerwing.commailto:bonanza2@bonanza.orghttp:///reader/full/www.bonanza.orgmailto:pwhitesell@commreps.commailto:forward@net-link.nethttp:///reader/full/www.twinbonanza.commailto:bucker_cluborg@msn.commailto:membership@cessna150-152.comhttp:///reader/full/www.cessna150-152.commailto:headquarters@cessna170.orghttp:///reader/full/www.cessna170.orgmailto:ccrabs@aol.commailto:classic195@aol.commailto:ewingdm@pacbell.nethttp:///reader/full/www.cessna195.org
-
8/20/2019 Vintage Airplane - Jan 2003
25/40
Cessna
T·501 Bamboo Bomber
JIM ANDERSON
P.O
. Box
269
,
SUNWOOD
MARINE
ON ST. CROIX
, MN
55047
PHONE
:
612-433-3024
jja@Wrmed.com
www.
cessnat50
.
or
g
Cessna Owner Organization
KURT
HARRINGTON
P.O. Box
5000
lOLA,
WI
54945-5000
PHONE:
888-MYCESSNA, EXT
118
OR 71 5-445-4053
help@cessnaowner.org
www
.cessnaowner.org
$421YR; MONTHLY NEWSLETTER
Cessna
Pilot's Assoc
JOHN FRANK
3409
CORSAIR CIR
; P.
O.
Box
5817
SANTA MARIA
,
CA 93455
PHONE: 805-922-2580
FAX: 805-922-7249
cpa@cessna.org or www.cessna.org
45 US, MEXICO &
CANADA
,
55 INT
'L.
CPA MAGAZINE
Citabria
C/o
BELLANCA
CHAMPION CLUB
ROBERT SZEGO
P.
O.
BOx
100
COXSACKIE,
NY 12051-0100
PHONE: 518-731-6800
szegor@bellanca championclub.com
www.bellanca
championclub.com
$35IYR--$63/2 YRS;FOREIGN $41/YR--$68/2
YRS; QUARTERLY B-C
CONTACT
Culver Aircraft Association
DAN NICHOLSON
723 BAKER DRIVE
TOMBALL
,
TX
77375
PHONE :
281-351-0114
dann@gie.com
CONTACT
THE CLUB
Culver
Club
LARRY Low
60
SKYWOOD
WAY
WOODSIDE , CA 94062
PHONE : 650-851-0204
DUES
: $20IYR
3
NEWSLETTERSIYR
Culver
Dart Club
Ercoupe Owners
lub· Wisconsin Wing
JUDI
MATUSCAK
6262
BREVER ROAD
BURLINGTON
, WI
53105
-
8915
PHONE:
262-539
-
2495
bjmatus@speeddial.net
Fairchild Club
JOHN
W.
BERENDT
7645
ECHO PO
I
NT
ROAD
CANNON FALLS
,
MN 55009
PHONE:
507
-
263-2414
fchld@rconnect.com
www.fairchildclub.com
$15IYR;
QUARTERLY NEWSLETTER
Fairchild Fan
Club
ROBERT
L
TAYLOR
P.
O. Box
127
BLAKESBURG , IA 52536
PHONE
: 641-938-2773
FAX: 641-938-2084
aaaapmh
q@
pcsia.net
$15IYR; 3
NEWSLETTERS/YR
International Fleet
Club
SANDY
BROWN
P.O.
Box
511
MARLBOROUGH
,
CT
06447-0511
PHONE
:
860-267-6562
FAX: 860-267
-4381
flyboy@ntplx.net
DUES:
CONTRIBUTIONS
NEWSLETIER
: 3-4IYR.
Funk
Aircraft
Owners
Association
THAD SHELNUTT
2836 CALIFORNIA AVENU
E
CARM
I
CHAEL
, CA
95808
PHONE
: 916-971 -
3452
pilo
tt
had@aol.com
$121YR
;
10
NEWSLETTERSIYR.
Great
Lakes
Club
BRENT TAYLOR
P.O.
Box
127
BLAKESBURG , IA 52536
PHONE
: 515-938-2773
DUES
15
NEWSLETTER
: 3 16
PG
NEWSLETTERS
/
YR.
American Yankee
Assoc.
(Grumman)
STEW WILSON
P.O.
Box
1531
CAMERON PARK , CA 95682-1531
PHONE
:
530
-676-
4292
American
Hatz
Association
MIKE DEVROY
P.O.
Box 5102
VERNON HILLS
, IL
60061-5102
Thayer5@mindspring.com
www.hatzbiplanes.org
20
/
;
QUARTERLY
NEWSLETTER
Heath Parasol
Club
WILLIAM SCHLAPMAN
6431
PAULSON ROAD
WI
NNECONNE
, WI 54986
PHONE: 920
-582-
4454
Howard Club
DAVID
SCHOBER
P.O. Box
52
VOLGA
, WV
26238
HowardClub@a
ol
.com
www.members.aol.com/ HowardClub
Interstate
Club
ROBERT L TAYLOR
P.O. Box 127
BLAKESBURG
, IA
52536
PHONE
: 641 -
938
-
2773
FAX :
641-938
-
2084
aaaapmhq@pcsia.net
$15IYR;
INTERSTATE
INTERCOM
-
3IYR
.
Luscombe Association
STEVE & SHARON KROG
1002 HEATHER LANE
HARTFORD
, WI
53027
-
9045
PHONE
:
262-966
-
7627
FAX :
262-966
-
9627
ss
krog@aol.com
25
US
CANADA
;
30
FOREIGN
6 N
EWSLETT
E
RSIYR
.
Continental Luscombe Assoc.
GORDY
AND CONNIE BIRSE
29604
179TH
PLACE
,
SE
KENT
,
WA 98042
PHONE
: 253-631 -
8478
WizardBE@msn.com or www.luscombe cla.org
DUES:
15
US;
17
.
50
CANADA
;
25
FOR
EIGN - ALL US
FUNDS
Maule
Rocket
Association (MRA)
DAVID
NEUMEISTER
5630
S WASHINGTON
LANSING
MI 48911 -
4999
PHONE
:
800-594
-
4634
FAX: 517
-
882
-8341 /
800
-596-8341
aircraftnews@yahoo.com
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8/20/2019 Vintage Airplane - Jan 2003
26/40
Mooney Aircraft
Pilots Assoc.
LELA
HUGHES
140 HEIMER RD,
STUIE 560
SAN ANTONIO, TX 78232
Western
Assoc. of Mooney Mites
BEN FAVRHOLDT
757 W.
PUTNAM
AVENUE,
6
PORTERVILLE, CA
93257
PHONE: 559-782 -8925
n6mx@sosinet net
www mooneymite com
N3N Restorers
Association
H. RONALD KEMPKA
2380
RD 217
CHEYENNE,
WY
82009
PHONE: 307 -
638-2210
wyn3n@aol com
20/YR,
QUARTERLY
NEWSLETIER
American
Navion
Society
GARY RANKIN
PMB 335,
16420
MCGILLIVRAY
103
VANCOUVER
, WA 98683-3461
PHONE
: 360-833-9921
FAX
:
360-833-1074
Flynavion@yahoo com
www navionsociety org
50/YR;
BI-MONTHLY
NEWSLETIER
Navion Skies Type Club
RALEIGH MORROW
P.O. BOx 2678
LODI , CA 95241-2678
PHONE : 209-367-9390
209-367-9390
Navionl
n
reach com
www navionskies com
45/YR; MONTHLY NEWSLETIER;
ALSO
E-NEWSLETIER
Brodhead Pietenpol
Association
DONALD CAMPBELL
221 N LASALLE ST, STE 3117
CHICAGO, IL 60601
www pietenpol org
Piper Cherokee
Pilots Association
P.O. Box
1996
LUTZ, FL 33548
PHONE:
813-948-3616
$34/US
;
$36 CANADA & MEXICO
;
$44
FOREIGN;
11
ISSUES/YR.
Cub Club
STEVE &a
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