vintage airplane - aug 2003
TRANSCRIPT
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VOL.
31
,
NO.8
AUGUST
2003
2 VAA
NEWS/H.
G.
Frautschy
4
JOHN
MILLER RECALLS
My
SECRET BARNSTORMING
SYSTEM
REVEALED
/John Miller
7 MYSTERY
PLANE
8 THE LOCKHEED CONSTITUTION/R
ichard C
Hil l
10
TYPE
CLUB
NOTES
TAIL WHEEL SHIMMy/
Gilbert
Pierce
12
TYPE CLUB NOTES
My
THOUGHTS
ON
RADIAL ENGINES/Robert G.
Lock
14
THE LUCKY
CESSNA
Russ
FARRIS
'
170B/Budd
Davisson
18
EAA AIRVENTURE MUSEUM HOSTS EXHIBIT
OF
CHARLES LINDBERGH'S
LIFE/Dick Knapinski
19 58 YEARS TOGETHER IN THE COCKPIT
A WWII
TRANSPORT CREW
STICKS
TOGETHER!
H.G . Frautschy
20 TAILWHEEL TRANSITION TRAINING , PART 2
WHEEL
LANDINGS, OR
101
WAYS TO
START
A
RELIGIOUS
WAR/
Donovan Hammer
22
THE VINTAGE INSTRUCTOR
AFTER THE PROP STOPS/Doug Stewart
24 PASS IT TO BUCK
25
CALENDAR
28 NEW
MEMBERS
29 CLASSIFIED ADS
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STRAIGHT e
L
EL
Y
SPI BUTCH
JOYCE
PRESIDENT
VINTAGE ASSOCIATION
Preventing unnecessary expense
Now
that
it's summer, many of us
down here in the South now have to
deal with the heat. While the high tem
peratures
are
uncomfortable and
we
spend as much time wiping our fore
heads
as we
do
talking, some of our
fellow members are dealing with some
thing even
more
uncomfortable
and
difficult. The
high
water in
Indiana,
Ohio, and Kentucky has been flooding
homes and businesses in
the
heart of
the Midwest. Our hearts go out to them
as
they deal with the aftermath, spend
ing their days cleaning out the mud and
muck from their homes and belongings,
Let's all hope for better weather in the
weeks to come,
On
the EAA
AirVenture
Oshkosh
front, we do expect a large turnout of
antique
aircraft this year. We'll be re
porting
on these
great
airplanes
in
future issues of Vintage Airplane We've
heard from many folks
who want
to
be sure to attend EAA AirVenture to
celebrate the 100th anniversary
of
powered
flight, and if you're one of
those
new
members
attending
the
convention who
- are reading this col
umn for
the
first time, I'd like
to
take
this opportunity
to welcome you to
the Vintage Aircraft Association, and
to encourage you to stop by the Red
Barn and say
hi,
Also, feel free to
maintenance
is
not often taught to
new pilots as
they
work toward
their
new pilot certificate, so it's up to us to
help fill in the gap.
In past years, the
most
common
accident with our category of aircraft
was
the
hand-propping accident.
When someone
hand-props
their air
craft and
t
gets away from
them due
to their inattentiveness, we have a sit
uation
where we'll see
an
insurance
claim.
At the
very
least it will be a
claim for the airplane that was started
without being restrained, or, God for
bid, it will also involve someone else's
airplane,
and
perhaps
even
a person.
Thankfully, due
in part to increased
emphasis in our publications,
web
site,
and
during
the
safety
program
presented each year
at
EAA
AirVen
ture
by
VAA
Director
Steve Krog,
we've seen a decline in those types of
accidents. Great job, everyone; let's
keep t up
That's
the
good news. The bad
news is that
there
's been an alarming
increase in
the number
of
ground
loop accidents. Just this year alone we
have had
no
less
than
10 PT-1? losses,
and
almost every loss
has
averaged
$100,000. That is a $1 million loss to
the
insurance
company. And these
acciden ts
are
not confined
to
Stear
sure
to
get
recurrent
training as well.
Sometimes bad
habits
creep
into
our
technique and then jump up and bite
us at
the
worst
moments
. Find that
experienced
instructor
and get to
work
polishing
up your
technique. I
have friends that were great stick and
rudder
pilots, but their
ability to
properly
judge
a
situation
was not
very good. A good instructor can help
you
with
that
as well. Another great
way to gain experience is by reading
articles and books on piloting tech
niques. An occasional rereading of
Wolfgang Langewiesche's Stick and
Rudder can go a long
way
to
clearing
out the mental cobwebs.
This issue
of Vintage Ai plane
will
be an educational issue"
with
multi
ple
columns
dealing with the issue of
tailwheel maintenance and the use of
them in handling tailwheel landings.
There
are
plenty of opinions
on
the
proper operation
of
airplanes
eqUipped
with
a
tailwheel,
so if you
have
a
different
view, please
don't
hesitate
to
drop us a note.
VAA Chapter 10 located in Tulsa,
Oklahoma, has always
been
very ac
tive, and it
has
promoted the VAA
mission for
many
years. I would like
to personally thank them , on behalf
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V
NEWS
2 3 H A L L
O F FAM
INDUCTEES
Our congratulations to thi s
year's inductees into the VAA
Hall
of Fame ,
the
late
Nick
Rezich, of Chicago a
nd
Rockford,
Illinois,
and Al
Kelch of
Mequon
,
Wisconsin.
Nick soloed
in
a Waco
RNF
in
1933 ,
and
from that
point on
was immersed
in aviation
both
as a profession and a hobby until
his
death in 1981. One
of
the
earliest
EAA members
(EAA 225),
Nick had a
soft
spot in hi s heart
for the antiques,
and
he served
the
newly formed Antique/Clas
sic division as its first treasurer.
Along
with his
brothers,
Mik e
and
Frank, Nick was always help
ing
out
at
EAA
conventions,
serving as the voice of
EAA
from 1956
until
his passing.
Al Kelch was also an
early en
thusiast of
aviation,
co
l
lecting
antique airplane
artifacts
as
a
youngster. He's never stopped
,
and his
amazing
collection
of
ar
tifacts
and
d
oc
u
ments served
him
we
ll when he
became
o n e
of the ch
arter
m embers of the
Ant ique/Classic
division
wh en it
was
formed in 1971. He
served
as a di rec t
or
for a n u m b er
of
years, and
,
assisted by
h is
wife,
Lois,
was the editor of Vintage
irplane
from
J
anuary
1
976
t
hrough February 1978
. In
addi
t ion to
running
a su cce s
sful
manufacturing company, Al was
ab le to
devote time
t o restore
more
th
an 16
airp
lanes,
many
of
them rare artifacts
like
t
he
Franklin
Sport
and a pair
of
American
Eagles.
Al
was also
in
strumental in creating
the
VAA
judg i
ng
gu idelines
st
ill
in
use to
day at fly-ins
around
the
world
.
There's
p l
enty more to
l
earn
abou
t t h
ese two accomplished
gentlemen,
and
following
their
induction
at ceremo
nies in
Octo
ber 2003, we'
ll
have more
complete
biograp h ies
of Nick
and
Al in a l
ater
issue of Vintage
Airplane
BOB
CARR S AERONCA CHIEF-STYLE
SPINNER.
f you're an Aeronca
owner looking for a new
spinner
,
Bob
Carr,
506
Heavitree
Garth,
Severna
Park, MD 2114,
can
help.
For a
number
of
years Bob
has
been able
to suppl
y
an
ac
curate
spinner,
true
UPCOMING EVENTS AT THE
EAA
AIRVENTURE MUSEUM
British Car Airplane
Day
August 23, 2003
More than 100 classic British cars
are expected to be on display at this
special event to celebrate the finest
in British automotive
and
aeronau
tical styl
e
In addition, there will be
a special display of British airplan
es
from
the
Museum's collection,
and
a number of visiting airplanes have
been invited to participate .
Th
e
event
is
included in regular Mu
seum admission.
Owners of British-bu ilt cars and
airplanes,
please
contact
Mar
y
McKeown
at
mmckeown@eaa org or
920-426-6880 for more informa
tion
about attending the event.
Good
01' Days
Au
gust 29-31,2003
Regu
lar flight and ground demon
strations
of
EAA's
fleet of
historic
vintage
airp
l
anes and
visiting an
tiq
u e
airplan
e
s;
guided tours
of
Pioneer
Airport;
living
histor
y
demonstrations; and vintage vehicle
displays are just part of this special
weekend at Pioneer Airport. There
will be free Young Eagles flights for
young
people ages 8-17;
hands-on
educational activities for youth; and
a Parade of Flight
each
da y at 2
p.m. Pioneer Airport volunteers will
be d
ressed
in
1920s
and '30s era
clothing
to
complement
the look
and
feel of
the
weekend. Good 01 '
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FRIENDS O T H E R E D B R N
In addition to our
list
of contributors published last
month,
the
following members generously contributed
to
the
2003
Friends
of
the
Red
Barn campaign:
Silver Level
Jay
B
Esty Neenah, Wisconsin
Bronze Level
Marilyn Boese . Fort Bragg, California
Carl W Higgins Altoona, Wisconsin
Gordon L. Knapp Tampa, Florida
Jennifer S Ledman Gaithersburg, Maryland
Earl F
Livingston Albuquerque, New Mexico
Thomas M. Peterson Rockton , Illinois
David L Posey Woodstock, Georgia
Gift
Eugene and Bernice
Nabors
Berlin, Michigan
Our thanks again
to
all contributors who helped make
this
year's celebration of flight a great success
T R C K P R E S ID E N T I L
T F R s W I T H
E
F L IG H T
P L N N E R
With
President Bush
primed to
begin campaigning for re-election,
EAA and
AeroPlanner.com
have
created a new web service to make
it easier for
any
pilot to keep track
To view a
graphical
representa
tion
of TFRs ,
users
can select
Locate on Map,
Printable
WAC/Sectional
, " or Printable
GNC," which creates a PDF file for
easy, clear
printing. The
upgrade
also has powerful sort options, al
lowing users to pull out state TFRs,
already know
the
benefits
of
EAA
Flight
Planner, and
now
its even
better. Several new enhan
cements
create an even more usefu l flight
planning utility,
and
it 's provided
at no cos t to EAA members. EAA
members can also up grade
their
service for 10 percent off
the
regu
lar rate.)
Scheduled
for unveiling
at
EAA AirVenture
Oshkosh
2003,
new features include:
• Route-Around
Op
tion s (MOAs,
Water, Pro
hibit
ed, Restricted,
etc.) just by clicking on a few
boxes in the Options Menu.
•
Climb
and
Descent
Ca l
culated
into
Flight Plan: configured for
your aircraft
by
entering
a few
numbers
and EAA
Flight
Plan
ner provides climb
and
descent
rates . (AeroP lanner is working
on
an aircraft database that can
be used as a default setting, with
the option to customize.)
• Enha nc
ed
Navigation Options:
Minimum
clearance
above
MEFs; Preferred
separation
be
tween
points;
Maximum
distance to move point
from
VOR; Go direct to VOR if within
a certain amo unt of nautical
miles; Use VOR as waypoint i f
within so many nm; Include all
VORs within however many
nm;
Maximum allowable course
deviation
in
degrees; Maximum
d istance off straig
ht-lin
e course
in nm; and
Maximum
distance
between VORs.
• Fuel Stop Finder, including fuel
prices/types, airport specs, and
distance from route.
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JOHN
M .
MILLER
ATPNo.5945
I
soloed
in
my
own
Jenny, De
cember 25, 1923, and graduated
with a degree in mechanical en
gineering in 1927, mixing flying
with my studies. That year the new
air regulations started,
and
I quali
fied
for
an airframe and engine
(A&E) certificate, No. 2906. I did not
have funds for
another airplane
with which
to
qualify for one of the
new pilot
certificates, so I worked
for Gates Flying Circus as a me
chanic. I participated in a few of
their events, one of them
being at
Pittsfield, Massachusetts, which was
the biggest weekend in the history
of
the
Circus,
measured by
gross
take. (This was in 1927.)
I observed their methods
of
ad
vertising
and
publicity
and
devised
what I thought
would
be a better
way, but I did not reveal
my
idea,
preferring
to
keep it
to
myself for
when I could acquire a plane of my
own and go out barnstorming alone
to try it out.
After accumulating some money
while working for Gates, I
bought
the front cockpit. I tried barnstorm
ing with
it,
but
it
did not pay
with
only half a load, so I sold it in 1929.
That StandardJ-l, with the same en
gine, still existed in 1999, owned by
Jim Hammond
of
Yellow Springs,
Ohio.
I'm
97 now,
in
2003,
and
still
actively flying, with
ATP
No. 5945.
In
1929
the
newly designed New
Standard D-25
with
the Wright J-5
225-hp engine was available.
t
was
specifically designed for barnstorm
ing and carried four passengers,
facing forward,
in
the front
open
cockpit. I started
flying that type
and was able to successfully
apply
my idea of advertising and publicity
to
get large crowds to part with sub
stantial
sums
of money for short
flights,
VERY
short.
Most
barnstorming at
that
time
was conducted
in the proximity of
fairs and carnivals, or at least on es
tablished airports or airstrips already
used by previous
airplanes,
and
where
the
local
population
was al
ready familiar with airplanes. The
methods of
publicizing
the usual
PA system would talk to the crowd
to
try
to
sell tickets for flights until
the plane was loaded with most of
its seats filled. The plane would then
take off and disappear in
the
dis
tance
for 10
to
20 minutes. The big
feature of the flight was its length
and the sights
to
be seen from the
air. While the plane was thus
out on
its cross-country trip, the crowd
would lose interest and begin to dis
perse.
f some of those so-called
barnstormers grossed 200
to
300
in a day, it was considered to be just
fine. Usually
the
price of
th
e flights
was at least 5 for a 1O-minute flight,
or up
to
as
much
as
15 for
the
longer rides. Hanging around an air
port in the hot
sun
to
watch
such
flying could get
to
be boring for the
crowd. After observing the opera
tion
of
the Gates Flying Circus
in
1927, conSisting of very short rides
for
only
2.50 per person, four at a
time, grossing 1,000
per
day or
more per plane, I could see the pos
sibility of going further with the
idea of very short
hops at a
still
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~ P i . i i l w with airplanes
or
airstrip nearby.
such
a
field was found, it
would
be made suitable
for
flight
operation if necessary by grading, by
tree removal and
blasting of
rocks
and
stumps,
by opening of
fences,
and
by filling
or plank
bridging
of
drainage ditches.
I
got
to
be
an
ex
pert with dynamite, saws, axes,
and
shovels for there were
no
chain saws
or bulldozers
in those
ber
of the village
and
RFD
n \ . l ~
Fann
District)
boxes serviced
by
post
office.
The cards were
to be
mailed from
the
post office
at
which
they
were
purchased because the
post
office got credit for
volume
of
sales, and it was necessary to keep
the postmaster and
carriers happy
for all
the
extra work
they
were go
ing to do for us. The cards purchased
at each post office were kept
in
sepa
rate bundles and marked.
The New Standard
gets
refueled on the run
days.
All
this, of course,
had to be
arranged
by
contract with
the
owner,
and a fee was
paid
for a
weekend-usually
with
an option to return
for a
rain date or repeat date,
for
another
fee. An iron
bound written agreement
was
necessary because
when the
owner would
see
how much money
was taken
in
he might be
tempted to
raise
the
fee.
This
all
had to be done a week in ad
vance of
the
weekend
to
be used. A
location of this kind, away from any
previous flying operation,
was
called
virgin territory and
was
very impor
tant, but
not
difficult to find at the
time.
f
there
were room for car park
ing, a gate had to be made for
th
em
They were
then
taken to some lo
cal village printer and printed on
the
blank side
with the
advertising
and on the
address side
with
"Box
Holder"
and the name
of
the
post
office for each group o f cards to be
mailed from
the post
offices from
which
they
were
purchased and
from which they would
la t er
be
end.
wonderful new
$1
with a
Wright Whirlwind engine,
the
same
kind that
flew
Charles
lindbergh
across
the
Atlantic Ocean
in
1927, for
only one
dollar per per
son, "stunt" flying,
and
dead-engine
landings, sometimes a parachute
jump, too.
Arrows printed on
cardboard with
"FLY
$1
were posted on poles
and
trees
on
the
surrounding
roads
to
guide
the
cars to
the
field.
Posters
were
sometimes used,
but
were
not
at
all important. The
postal cards did it all.
At
the
field, steel posts were
driven
into the
ground
in
a long line parallel to
the
landing
area
and
ropes
were
strung along
them
to
keep
the
crowd back.
The posts and ropes also formed a
corral area
behind the
fence for
the
people who had bought tickets, and
a
chute
area was
formed outward
from the fence line to hold four pas
sengers for the next flight. Chains
were used
as
gates for the corral and
chute.
This was all very important
for
the
fast
action
that
would
take
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When those cards arrived at each
farm or village
home,
they caused
lots of excitement, especially among
the children who
would urge
the
parents to take them on Saturday or
Sunday.
As
soon as
the
milking and
feeding was done, the family would
pile into
the
Model T
and
rush
to
the field, following the arrows and
holding the cards. Farm families get
up early, so they started arriving af-
ter daylight.
A good pit crew was necessary,
consisting of a good ticket-seller,
one man to load the four passengers
and another
man
to unload the pre
vious four on the opposite side of
gers got in, for safety.
The sequence of action was this:
The loading
man
would have four
passengers ready in
the
chute, and
just
as
soon
as
the wing of
the
plane
passed
the
chute he would drop the
chain and urge the four passengers
to run to the plane and start climb
ing up on the lower wing and into
the cockpit,
which
was already be
ing vacated by the previous
passengers urged by the
unloading
man who had been waiting outside
of
the
spot where
the
plane would
stop. He would
run in
behind the
wing and urge the four previous pas
sengers to get out
and
climb down.
(_"_0"0-0"
-JOCiiiii
F 1 y l ~
Hibernia
Flats
Wabington Hollow
..
..
Sepl20 ' Sepl21
UPSIDEDOWN ·
JOHNNY MJLLER
U s. . . .
c.a./
Wil-u ........- ...-
. .. . . f_
Aerial
.....
Inverted
c r o b ~ p lying
.. l..........
Wriaf>t Whi,lwind Motor
...._ ...... Ii f
Lindber,h
four
new
passengers
together
from
the corral to go on the next flight.
By that time, about one minute after
takeoff, all would be ready for the
next unload/load sequence.
The flights were very short, about
one minute block to block, though
you may find it hard to believe.
About 50 flights per hour could be
made. That would be $200 per hour.
The flying would begin early
and
last until dark,
dew
to dew as a
harvester would say and we were re-
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BY H.G.
F R U T S C H Y
M Y
S
M Y S T E R Y N S W E R
CHANCE VOUGHT UO 1
Photo ta ken in 1928 in I Monte , California ,
by
Mr.
Reed at the time of his very first airplane ride.
The May Mystery Plane was one of the many Navy
biplanes of the 1930s. Here's our first note:
li he
Chance
Vought
UO-l
May
Mystery
quiz al
lows
the
HGF airplane
spotter
class
to answer with
both type and color. This
is
code yellow top alert
Aluminum paint and blue-white-red trailing rud
der
stripes conform to 1920s
U.S.
Navy
markings.
Lewis
and
Vought began production of VE 7 two-seat
observation double-wing
bay
strut
biplanes
with
Wright-Hisso SPAD-like noses before
the end
of World
War I. The Chance Vought UO-l followed, beginning
with
SIN
A 6482, with the same VE 7 DH-4-like wing
THIS
MONTH S MYSTERY PLANE
COMES
FROM
LONGTIME MEMBER
JOHN
VETTE
OF
OSHKOSH, WISCONSIN.
SEND
YOUR
ANSWER
TO
: EAA, VINTAGE A IRPLANE, P.O.
Box
30
86, OSHKOSH , WI
5490
3-308 6 . YOUR ANSWER
NEEDS TO BE IN
NO
LATER THAN SEPTEMBER 1
0,
2003 ,
FOR INCLUSION IN THE NOVEMBER 2003 ISSUE OF VINTAGE
AIRPLANE.
YOU C N ALSO SEND YOUR RESPONSE VIA E-MAIL. SEND
YOUR ANSWER TO vintage@eaa .org .
B E SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS
(ESPECIALLY YOUR CITY AND STATE ) IN THE BODY OF
YOUR NOTE AND PUT "( MONTH) MYSTERY PLANE IN THE
SUBJECT LINE.
sair observation types, Corsair fighters, and ending
round
engine types
with the
Goodyear FG2s. Refer to
the book
United States Navy Aircraft since
1911 by Gor
don Swanborough and Peter M. Bowers published by
the Naval Institute Press.
White
hats
off
and
a
missing
man formation
for
Pete . Aviation has lost a most prolific contributor of
aero history with the passing to the
west
of Peter
Bowers."
Russ
Brown
Lundhurst, Ohio
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RICHARD C HILL
~
During
the period
of
time
that
the Air
Force was working with the Consolidated
XC-99 parallel negotiations
were
con
ducted with
Lockheed which was
designing
another behemoth airplane
which would e called the Constitution
e Constitution was also
being developed to fur
300 mph and a cruise speed of 269
mph.
For scheduled long-distance
funds, I was in need of sustenance.
The school policy was such
that
I
cou ld fly only five hours a week, so
I had lots of time to waste. As a Ma
rine veteran, [ was able to sign up
as
a station keeper at
the
nearby Navy
Master Field. I was assigned as a
plane captain
on the
Corsair flight
line, preparing the FG-1Ds for week
end flights by reserve pilots.
It was quite a thrill
to
attend
these
great
planes
and
th
e
men
who flew them during the
recent
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an airplane could ever have landed
there.
(The southwest corn er of
th
e
base had been the field where Amelia
Earhart
be
gan
her fateful trip.
Pan Am realized there was no
current
market
for
such
a large
plane,
so
it
was
busy
buying
war
surplus DC-4s and Constellations
for its world airline network.
The
Constitutions
were pur
chased from Navy surplus in 19S5,
for
$98,000 apiece. Several
aborted attempts were made to
been made in building large
transport
aircraft. Probably
the
most
well
known
would be the gi
ant Hughes flying boat, the HK-1,
or as it is
more
well
known,
the
Spruce Goose.
That
plane
has recently been
placed in a new
aviation museum
near McMinnville, Oregon. Dur
ing
a visit
to
that
museum
in
August 2001, the Spruce Goose
had
not
been completely reassem
bled . The control surfaces
had
not
built for long-range cargo and
troop
movements,
mainly
during
the Korean War era. The C-124
was
better
known because so
many more
of
them were put
into
service. A follow-on
design of the
plane
was a single-deck version. t
was a bug-eyed
looking thing with
fighter-type canopies over the two
cockpits,
and
it evolved
into
the
civilian DC-7.
Another
of our lesser well
known giants is the Martin Mars.
Two
of these
giant
seaplanes
still
exist
and
are used for fighting for
est fires. They
are flown from
Sproat Lake
near
VancouveG
British Columbia, Canada.
On my return from Marine duty
in China,
I was privileged
to
be a
passenger on a 14-hour
flight
of
the Philippine
Mars
, from Hon
olulu
to
N S
Alameda, California.
During the
boarding
procedure
the
steward asked i I
would help
with the
evening and
breakfast
meal
services, and thus I was in
cluded as a crewman for the trip
across the Pacific. ( CHINA CLIP-
PER CALLING ALAMEDA TOWER,
COME IN PLEASE ")
The XC-99
was
the
world's
largest
operational plane at that
time, and the Martin Mars was our
largest production seaplane.
No large,
piston-type aircraft
are currently in use by the mili
tary, and
all have been forgotten
by the airlines. Thus came the
end
of big radials and the giant
pis
ton-driven aircraft in
domestic
and worldwide
service.
The jet
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GIL ERT ~
~
~ y
E Chapter
182,
From the May/June issue
o
Cub
Clues, the official newsletter o the
Cub Club.
I
noticed
when flying
my
Piper
Clipper heavily
loaded,
I
experi
enced tail wheel shimmy
on
my
Scott 3200 when landing on
a
hard surface such
as
concrete
or
asphalt.
Several
years
ago
I
was
parked at
the landing end
of Run-
way 36L
at Oshkosh.
I always get
tail
wheel shimmy
when landing
there. This afforded me the oppor-
tunity
to
observe many landings
as I
lounged under my
wing. t
was here
that
I made
the
discov-
ery that about
50
percent of the
tail
wheel airplanes landing on
36L
experienced
tail
wheel
shimmy
. I believe
the grooved
was
told to reduce the tail wheel
air
pressure.
I was
told
I had
too
much
grease
in
the
tail wheel. I
was told
that
if
the
tail wheel did-
n t
spit
grease at
you when
you
walked
by
it,
it did not
have
enough grease, hence the shimmy.
I
was told to loosen my steering
springs.
I was
told
to
tighten my
springs.
I was told
that the pivot
axis must be absolutely vertical so
that
the
surface
the
tail wheel
swivels on is
parallel with
the
ground; hence the pivot bolt
would be vertical. Mine was. I was
told the pivot bolt
must
face for-
ward
at the top. I was
told
the
pivot
bolt
must face aft at the top.
So what
did I do? I
took the
tail
wheel
apart and made sure it was
mechanically in
top-notch
condi
all
of the
available
manufacturer s
literature I could
find.
I still had
shimmy on pavement
with the
aircraft close
to
gross weight.
Next I got out an old 1950s
auto
repair
manual
that
explained
kingpin
front
wheel suspension
systems and steering castor angle.
If
you
have ever
pushed
a grocery
cart through the supermarket
with
one
of
the
front wheels shaking
side to side, you have experienced
wheel shimmy
and improper cas-
tor angle. What I learned from the
chapter on
steering
alignment
was
basic steering geometry.
To
measure your tail
wheel
steering
geometry,
drop
a
line
drawn
parallel to
and through
the
pivot
axis (pivot bolt) and
extend
it to
the
floor and make a mark
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Parallel to Line
ropped from Wheel
Line
ropped
From
Wheel
Tail
wheel
2 - Good Tail
wheel
Geometry
Line ropped
From
Wheel
must hit the
floor
ahead of the
line
dropped
vertically from t
he
wheel
axle.
The angle formed by
these
two
lines
is your castor an
gle.
The
larger
the castor angle
the better, as
far
as tail wheel
shimmy
is
concerned. In other
words, the
farther
ahead of the
tail
wheel
that the steering axis
line
hits the
floor,
the
greater
the
castor angle and the less like
ly
the tail
wheel w ill
shimmy.
To
put it another
way,
the steering
axis
pin
or
bolt
m ust
be
vertical
or tilted
with
the
top pointing
be
hind or
to
the rear
of
the airpl
ane
when the airpl
ane is
fu lly loaded.
Emphasis
on
fully loaded.
When
my airplane
was
empty,
the steering axis
bolt
was vertical.
When I loaded
the
airp lane, t h e
tail wheel
spring compressed
and
the top of the steering
axis bolt
was
pointing
to
the
front of the
airplane. This wo
u
ld
pu t
the ex
tension
of
a line
drawn through
the
steering axis
behind
the tail
wheel
contact
point. Bad news-it
will
now
shimmy.
Yo
u
don t want
the
castor angle
to
be too large be
cau
se
it will make steering on
the
ground more
difficult. A large cas
tor
angle
will tend to lift the rear
of the
airplane slight
ly
as
yo u
turn the aircraft. This is called the
self-centering effect. Having
the
steering
axis
bolt
vertical
or
in
clined
slightly
with the top
pointing back when fully loaded
should be sufficient.
So how do
yo
u
correc
t this an
gle? There are
two
easy
solutions
.
Tail wheel 1 - Poor Tail wheel Geometry
Tail
wheel with positive and negative castor angles--exaggerated .
The terms positive and neg tive
re
simply
the n ming
convention I
choose to use as they agree with
my
textbook references.
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-
My
thoughts
on
radial
engines
As an FAA airframe &
power
plant
(A P)
mechanic, I have been
around
single
row radial e
ngines
for
many years. Wright )-6-7
(R-
760),
Continental
W-670 (R-670),
Pratt &
Whitney
R-985 are all en
gines I' m familiar
with.
I
will
attempt to
pass
along some of my
experi
ences,
most recently main
taining and operating
a
Wright
R-760-8,
which
as
of this writing
has a total
of
930
hours SMOH
(since major overhaul).
Many older small single-row ra
dial
engines were certificated
on
73 octane fuel.
They
were low
compression engines and operated
at low rpm, and
manifold
pressure
was
not
boosted.
When
73
octane
fuel was
no longer available,
the
next higher grade was used, which
was grade 80/87. This fuel worked
well
with
low
compression
en
gines,
but
has recently become
another
good
product on the en
dangered
species"
list.
So now
operators
must
decide whether
to
use 100LL or auto fuel. During
the
late 1980s and into
the
early 1990s
I
had the opportunity to
operate a
Wright R-760 installed in my 1929
Command -Aire
biplane
on both
RO ERT G. LOCK
but
I haven't
flown the Com
mand
-Aire for
the
past three years.
Now
I
am
flying behind a
Wright
on an
everyday basis. My son, Rob,
owns
a
1929 New
Standard D-25
biplane equipped with the
Wright
R-760-8.
It
is
one of only
four that
are airworthy.
That leads us to a
discussion of
low-lead avgas and
the
radial
en
gine. Plus some tips I've learned to
keep
the engine operational
as
the
hours SMOH build.
After close
to three
years
of
op
eration,
the
engine
has, as of
this
writing, 930 hours
SMOH. I
have
done all the
maintenance
on the
airframe
and
powerplant
and
can
report
the
following information.
First, the engine now operates
about 400 hours per year
and
is in
stalled in an
airplane used
specifically for giving rides;
there
fore, I
use
full
power
for takeoff,
climb at
1800 rpm to 1,000
to
1,500 feet above
the
ground, cruise
at 1650
to
1710 rpm, gradually re
duce power, and land. Each flight
is actually
in the air for about 15
minutes. There are, of course, ferry
flights where the engine runs con
stantlyat 1700
to
1750 rpm. That's
ders into
top
cylinders. This
auto
matically cleans
the
plugs because
rear plugs tend
to run
hotter, will
erode quicker, and tend to acquire
chemical
deposits. I
attribute this
routine to getting 700
hours of
foul-free
spark
plug operation.
New plugs were installed at this
point.
So,
if you don't change
plugs
from front to
rear, I suggest
you institute this
procedure. It re
ally works
We never
had
a
magneto drop
because of a fouled
spark plug caused by 100LL fuel.
I
was conducting
a cylinder
leakage test every 100
hours
of op
eration, but
since
the
engine is
nearing the end of
its service life, I
did
the
check every 50 hours. Now
it
wi ll
be
every 25 hours, just to
keep tabs
on
cylinder leakage. With
the engine warm and at 80 psi of air
pressure, a
cylinder normally
will
hold 72
to
78 psi. When
cylinder
leakage drops below 70 psi, I stake
the
exhaust valve by removing
the
rocker cover
to
tap
the
valve with a
wood block and hammer. Avgas of
lOOLL puts an unbelievable
amount
of chemical deposits
into the
com
bustion chamber, piston top, and
around
the
exhaust valve that some
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engine
seemed to
develop
power,
and performance seemed other
wise
normal. The problem also
seemed to come and go. I leakage
checked
the
cylinders,
and
every
thing was normal; however,
the
problem persisted. Finally caught
the
culprit
t
was
the
No . 4 cylin
der;
the
leakage
check showed at
80 psi it was
only
holding
10 psi.
removed
the
cylinder
and piston,
but there
appeared
to
be no obvi
ous
damage
other
than
blow-by
around the rings. replaced
the
cylinder,
and we
continued on.
Now
,
at the
910-hour
SMOH
mark,
the No.5 cylinder decided
to do the same
thing. At 80
psi
the
cylinder would
hold
only
50 psi,
which
would
slowly
drop
to 44
psi and stabi
lize.
So
removed
the cylinder, and
i t
appeared
exactly
as
No.4 did
300
hours
earlier.
t
had blow
by
around
the
rings
(which could be
heard
coming out
of
the
crankshaft breather)
and
a
lot
of
chemical buildup from the LL
fuel. I inspected
the piston and
cylinder, roughed the walls
with
a
hone,
and reinstalled the cylinder
with new
seals
and
gaskets.
That
was 20 operation hours ago,
and
a
leakage
check
shows
at 80
psi
the
cylinder holds
76
psi. For the pres
ent, problem solved
terline
of the
No.5
cylinder on
compression stroke.
t
works
The cylinder problems we've ex
perienced
on the Wright have been
on
No.4
and
No.5,
the
two lower
cylinders. Why, don't know. All
the other
cylinders
are still the
original overhauled parts and have
930
total
hours
of
operating
time.
The first
problem
(No . 4) was loss
of
ring
tension. The second
prob
lem (No.5) was glazing of cylinder
walls.
Wright
R-760s
have
always
had an oil control problem with
the
lower cylinders. This
could
be
the
cause.
The Wright
R-760
engine also
has no
lower rocker
drains,
so all
rocker
arms below the
horizontal
will
not drain back
to
the
sump
to be scavenged
into
the oil tank.
During engine operation, con
densation
forms
in
the
oil
tank
and works
its way
to the lower
parts of the engine.
This
water
from condensation
will
eventu
ally
seek the lowest
level
and
firing revolutions and
check
the
clearance
on
each
cylinder.
Here
again, the silicone valve cover gas
kets make this task easy
but
messy.
Re-torque
the
rocker cover retain
ing nuts to
about
20 to 25
inch-pounds,
no more.
After a
flight
around
the patch the leaking
covers will be readily seen.
carry
a 7116-inch socket
and ratchet in
the
baggage
compartment and
just
snug
the
nuts
until the
cover
quits leaking.
Engine power output
and
gauge
readings plus listening to the
en
gine
is
helpful to long life.
We
have been using
AeroShell
SAE
100 (50
weight)
oil
here
in Florida.
However,
the tem
perature
is
starting
to rise
into the
80s,
and
will
switch
to
SA
E 120 (60 weight)
on
the
next oil
change. Oil pressure
is a
constant
70 psi
while
I
occasionally
see
the operating
temperature at
65°
C.
AeroShell tech reps
have
told me
that
can operate
the
oil to
slightly warmer than
lOO
oe
(actually
250
0
F)
with no
breakdown of
the
oil.
The oil
should
run hot to
help boil off wa
ter accumulations
caused
by
condensation.
The Wright redlines
at
88°e inlet oil temperature. I set
operating oil
pressure
at mid
range,
70
psi (the Wright
oil
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s
Russ
Farris sat un
der the wing of his
shiny
170B enjoy
ing
the
crowd at
Sun
'n
Fun 2003, he
knew that few of the passersby could
know that the
most
interesting
chapter
in
the
life of his airplane,
N8143A,
actually
started on the
morning of September
9
1956.
On
that
day,
the
lives of a
Continental
Airlines pilot, Ben Richards, and one
of
the
first
owners of the
Cessna,
James
Folks
of Carthage, Texas, were
about to cross in a most unexpected
sort of way.
Continental Flight 190 was a rou
tine
DC-3
short
hop
flight-EI Paso,
Tulsa, Bartlesville,
then
Kansas City.
Captain Richards had
made
the
flight many times in the past. In
fact, he had more than 5,800 hours
of DC-3
time-nearly
half of his to
tal
time in
the air
had been
at the
controls of a Gooney Bird. This par
ticular
DC-3 had seen its share of
traveling, too. By 1956 it had accu
mulated nearly 36,000
hours
since
joining the Army
as
a C-47 in 1942.
t
was a clear Sunday
morning
,
and James Folks was enjoying some
time off and looking forward to giv
ing some of his young friends a tour
of the Bartlesville, Oklahoma, area
in his recently acquired 170B. Folks
had been flying for years and had a
total of 3,200 hours
in
his logbook,
a considerable amount of time for a
civilian pilot.
Captain Richards and his copilot,
John Deshurley, made their first stop
His passel of pas
sengers finally settled
down, and with their
noses glued to the
windows,
Folks
and
the
Cessna trundled
down
the
runway
and lifted into
the
air.
The time was almost
exactly 2:30 pm.
As
the gear of the
Cessna left the
ground,
Continental
pilots Richards
and
Deshurley were get
ting ready for their
arrival at Bartlesville.
They had already
called and gotten
the
wind
and
altimeter
settings
and
were in
the
process of clean
ing up the flight
deck
in
preparation
for th
e
ir landing.
Their route made it
Russell Farris and his friend Shayla Reese.
easy for them to
make
a straight
en
try
into downwind
for Runway 17
at Phillips. About
that
time , James
Folks and his passengers were scan
ning the ground
trying to pick out
various homes
on the
outskirts
of
Bartlesville.
The
DC-3 was established on a
long downwind, and First Officer
Deshurley was
running
through
the
short
in range checklist, which
normally took
about 30 seconds.
One of the items on the
list
was
checking the level in the hydraulic
James Folks was rolling
into
a
turn
to look at a house, fate brought their
two airplanes together. The Cessna s
prop sliced
into the
right aileron of
the DC-3 from below, then the trans
port
surged
ahead,
and the 170B
chopped several feet off the airliner s
right elevator and stab.
With
all
the sheet
metal flailing
around,
the top
cowling
of the
Cessna disappeared,
the
leading
edge of the left wing was bashed and
scored, and the windshield broken.
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With the
exception of modern avion-
ics,
the 170 s panel remains much
as
i t
did
during
its
encounter with
the
DC 3. A
pair
of LightSPEED ac-
t ive noise canceling headsets
keeps the pilot and
copilot s
hear-
ing
intact.
right seat for
U.S.
Airways via Pied
mont ,
but he
never lost his love for
little airplanes.
As a young CFI, I was instructing
in Cubs
and Champs, Cessna 170s
and 140s, and my taste has always
run that way. In the early '90s, I got
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-
UJ
8
: ::
::;:
Then,
about three
years ago I
came across
glideslope, but
that
was it.
"I
live
in
Rock Hill,
South
Car
olina,
and
I fly
the airplane
all
the
time
on
instruments, so it was im
portant
I
have
a
good panel, but
I
tried to keep it looking as original as
possible
while getting maximum
utility out of it.
Almost from
the
moment
I
bought the
airplane,
I
have been
vaguely bothered by a series of scuffs
and
creases
on the leading
edge of
the left wing. It's an area about the
size
of
your hand, but it always
bugged
me
because
the
rest
of
the
and flowed over it.
Having
flown
DC-3s
quite
a bit, I
can't
imagine
how
they managed
to
do
that amount of dam
age
to
a DC-3 and
not
crash
them
selves. For the prop
to
chew up
the
ele
vator and
stab,
that
means the
wing was
clear
under the
DC-
3's fuselage.
It just
looks as if
it would
hook
the
tail wheel
or something. The
way the
dings are
shaped in
my
wing,
they
look exactly as
you'd
expect
a
wing
to look
that
skipped
off the bottom of
a
fuselage.
"I managed
to
come up with a
newspaper clipping
from Bartlesville about the aCCident,
and
it
had photos of both
airplanes.
The top cowling
is
completely miss
ing,
and the
crash investigation says
that
two spark plugs were knocked
out. That means something
with
some weight came down
and
took
the cowl and the plugs
at
the same
time. How do
you
hit something
hard
enough to
break spark plugs
and not crash? Absolutely amazing
"I have spoken with
John
Deshur
ley who has very vivid memories of
that day. Also, the DC-3 involved
still exists in a museum in Holland.
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EAA AirVenture
Museum hosts
extensive exhibit of
Charles Lindbergh s
life
DICK
KNAPINSKI
row Lindbergh, who
became
an ac
claimed author
in
her
own
right,
will also be included.
The exhibit's appearance at EAA
is
made possible through support
from Socata Aircraft,
EADS North
America, and
Dassault
Falcon Jet
Corporation.
Additional
support
provided by
Goodrich
Corp.
The
EAA
AirVenture Museum
is
lo
cated just off Highway 41 at the
Highway
44
exit in Oshkosh. The Mu-
seum
is open
Monday through
Saturday from 8:30 a.m. to 5 p.m. and
on Sundays from 10 a.m. to 5 p.m.
For
more
information,
call the EAA Air
Venture Museum
at
920-426-4818 or
visit
www airventuremuseum org
Personal
artifacts
, such as
the
large globe presented to the
Lind-
berghs
as
a wedding present
from
B.
Franklin Mahoney, are part of
the
hundreds of Lindbergh
arti-
facts
and souvenirs
on
display
until early October
at
the
EAA Air-
Venture Museum.
The EAA
AirVenture Museum in
Oshkosh marks its
20th
anniversary
in Oshkosh
this summer
by
hosting
the largest traveling exhibit
ever
brought
to
the
facility, as
the
renowned
Lindbergh
exhibit
pro
duced by
the
Missouri
Historical
Society
will be
on
display at EAA
through
early October.
I t includes hundreds
of
superb
artifacts drawn from
Charles
Lind
bergh's
personal collection, many
on public
view for the first time in
decades. Those
items include
Lind
bergh's flight suit and other gear
from his historic trans-Atlantic jour
ney
in
1927;
the Orteig Prize
proclamation and
medal
won
by
Lindbergh; his Congressional Medal
of
Honor; and many more of the
important documents, souvenirs,
and other objects
attesting
to
lind
bergh's worldwide popularity.
The exhibit also looks
at
the more
controversial elements of Lindbergh's
life, including
the
tragic
kidnapping
and
murder of his son in 1932;
lind
bergh's
forceful support of the
isolationist
America First
move
ment; and
his
acceptance
of awards
from Nazi Germany
and
Japan in
the
days prior to World
War II
Other exhibit items include
his
toric
film footage and
radio
broadcasts
that capture
the
emo
t ion
surrounding
Lindbergh's
successful solo flight across
the
At
lantic Ocean; an interactive cross
section of the Spirit ofSt Louis cock
pit
that
gives
visitors a
thorough
understanding
of
the
challenges
faced
during
Lindbergh's
33-hour
journey;
and
special displays
of
par
ticular interest to children and
families. In addition, memorabilia
from
Lindbergh's
wife, Anne Mor-
To
display the Lindbergh exhibit adjacent
to
its own display of
the
EAA
Spirit of
St.
Loui
s replica,
EAA
had to construct a 4 ,
OOO square
foot museum within a
museum. The special temporary construction allows
the
Lindbergh exhibit to
have its own lighting
and di
splay capabilities, creating a
un
ique experience for
EAA
AirVenture
Mu
seum visitors.
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58 Y.ars TOCJ th r in th (o(kpit
A
WWII
transport
crew
sticks together
Jim Gorman and Frank Moynahan n
945
(Jim s on the far
left
, and
Frank s next to him) and present day (Jim s
on
the right) with Jim s
Beech Staggerwing.
I
is
unlikely you ll find
any
World War
II
pilots still flying as
a crew,
but
we know of two: Jim
Gorman
and
Frank Moynahan.
Their story began in the South
west Pacific 58 years ago. Jim s
crew
along
with 15 airplanes, departed
the United States in C-47s
as
part of
the 3rd Air Commando Group,
318th
Troop Carrier Squadron for
assignment to the 5th
Air Force. Af-
ter
51
hours
of flying
time
via
the
Hawaii,
Christmas,
Canton, and
Tarawa
islands
and
Guadalcanal,
they arrived in New Guinea.
As
the war progressed, moves
were made
to
the islands of Leyte,
Mindoro
in
the
Philippines, and
Luzon, where they
landed at
Lin
gayen Gulf
shortly
after
the
invasion. There
the
runway was a
dry
rice paddy. Frank Moynahan
arrived
on the scene in
January
1945, and Gorman and Moyna
han
became a team
at
ages 20
and
19. As
Jim
has stated many times,
it took
only
a week or so to realize
that
Frank
was
probably
a
better
pilot than he was. From then on
they
exchanged seats on their mis
sions. During the
battle
for
Manila,
they
landed
on Quezon
City Boulevard
with
ammunition
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Tailwheel Transition
Training
Part
2
Wheel landings, or 101 w ys t st rt religious w r
DONOVAN HAMMER
f long ago you were the type of
kid who would poke at an
ant
hill, you
might
like
to
know of
an
adult equivalent in which
you enter a hangar full of tailwheel
pilots
and
ask how
and
why wheel
landings
are performed.
The
ensu
ing chaos is very nearly
the
same,
tailed arguments supporting my po
sition, some of
what
I say here will
have
to
be taken
on
faith for now.
The three-point landing is widely
accepted to
be
the
conventional
method of landing for most models
of
taildragger airplanes.
But, the
wheel landing is an important tool,
that, to receive a tailwheel endorse
ment, a pilot must demonstrate
proficiency in wheel landings unless
they
are not recommended by the
manufacturer for
the
airplane used
for training. Unfortunately, for some
certificated flight instructors (eFls),
this is what could be one of the most
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Because
the
tail wheel has
no
sup
port at touchdown, and because
the
airspeed is a bit higher,
the
wheel
landing is more susceptib le to the
t
bounce.
At
touchdown,
the
pilot
must
gently apply forward pressure
on the yoke or stick to eliminate the
tendency for the aircraft to bounce
as well as to hold the aircraft to the
runway. The
pilot must
exercise
good control so that the
touchdown
is
done
gently with very little verti
cal velocity. It
should
be
noted
that
landing techniques used for tricycle
airplanes have no real counterpart
to the wheel landing, so transition
pilots have little prior experience to
draw from. Ironically,
glider pilots
can relate to
wheel
landings more
easily because the conventional
landing
for
gliders
is
essentially
a
wheel landing, although it is not re
ferred to as such.
The list of advantages
and
disad
vantages offered by wheel landings
can be somewhat subjective and will
vary to some degree from instructor
to instructor. The transitioning pilot
should
not
be deterred by
the
fact
that
there are
some
differences
of
opinion. Notwithstanding, a partial
list of
the advantages might
be (a)
improved visibility, (b) wider allow
tions calling for wheel landings are
as much a matter of
technique,
de
pendent on pilot
and
aircraft, as
they are a matter of accepted prac
tice. Most students are
more
comfortable
with
definite rules gov
erning the
use
of wheel
landings.
But, like many things in aviation,
one size does not necessarily fit all,
and it
is
up to the judgment of the
pilot to decide what usage
is
appro
priate for
the situation. Therefore,
an important job rests with the in
structor to ensure
that the student
is
adequately prepared
to
make a safe
and
informed decision. The instruc
tor will provide guidelines based on
accepted practices flavored with per
sonal preferences that are based on
the
instructor's
own
technique.
However,
in the
final analysis, it
is
up
to
the
transitioning
pilot
to
be
come proficient with wheel landings
and to experiment with them to see
what works best.
Whether or
not
you decide to use a wheel
landing
should be based
on
what
you
judge
to be
the
appropriate action for your
situation, and not because you lack
the
skill to
do
it.
Wheel
landings and
crosswind
technique are two areas where CFls
frequently
fail to
provide
adequate
training. The fact
that
Mother Nature
cannot be relied upon to provide the
proper conditions becomes one com
mon reason that crosswind training
gets neglected.
On
the other hand,
the reasons that wheel landings get
shortchanged are
not
so easily ex
cused.
The
first of
these reasons is
perhaps that wheel landings are not
tailwheel airplanes don't really un
derstand their significance. And yet
one more reason
is
that it is not un
common for the wheel landing part
of the training to become somewhat
protracted
i f
the
CFI is
intent
on
bringing the student up to the appro
priate level of proficiency. However,
the
overly customer-oriented CF I,
sometimes under pressure from stu
dents
, may rationalize that
the
students
can be turned loose to re
solve any shortcomings on their
own, or to come
back
later
for fur
ther instruction when they get a
better feel for their new airplane. The
truth is that the likelihood that ei
ther will happen is not always gOOd.
The punchline to all this verbiage
is
that
in order for you to consider
yourself a taildragger pilot you must
be proficient at wheel landings. The
first step toward this
goal
comes
from the proper training, which
must be followed up with frequent
practice
and experimentation. I
know that
getting many
pilots to
read anything can be about as suc
cessful as getting them to enjoy a
trip
to the
dentist,
but
I
cannot
stress
enough
the
importance
of
a good
textbook. Two very good and readily
available texts are The Compleat Tail
drag
ge
r Pilot by Harvey
S. Plourde
and Conventional Gear: Flying a
Tail
dragger by David Robson. You need
not worry too much about deciding
between them.
Get
both;
each has
its
own
perspective,
and they
com
plement
each other
well.
In
closing
maybe you should
consider
all of
this as enlightened self-interest.
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NTAGEINSTRUCTOR
fter
the
DOUG STEWART
A
Short while ago I was flying to a
nearby
air
port with my 16-year-old son at
the
controls
in
the
front seat of my 1947 Piper
Supe
r
Cruiser. At
the appropriate time he started
his descent. With carb
heat on and
power reduced to
2,000 rpm, we were in a stable
cruise
descent. We
were approximately 2 miles from
the
airport, descend
ing through 2,500 feet AGL, when he suddenly pulled
the power to idle. It certainly caught my attention as I
sat
up and
said, Why'd you pull
the
power? I did
n't, he said.
"I
thought
you did ,
he continued
as he
began sitting up straight in
the
front seat.
Saying, I've got it, I quickly took
him
through
the
drill. Trim for best glide. Carb
heat on.
Mixture full
rich. Check
both
fuel
tanks on.
Mags
on
in
both
.
From
our
position relative
to
the
airport, we
had
just
enough
altitude and distance to glide
to
a
downwind
landing.
Announcing our
position
and predicament
on the
UNICOM frequency, we set up for a modified
left base
to the
runway. Luckily there was
no one
else
in the pattern. With the
slow glide speed of a PA-12,
there was
not
enough air passing through the prop to
keep
it windmilling, and
as
i t
came to
a
stop,
I
am
sure my son's eyeballs were about as big as saucers.
I
touched
down
on the runway
just a little farther
than
I had planned,
as
I had
not
realized
the
tail wind
would be as strong as it was. However, I was still able
less
than
good skills? Currency?
As
a flight instructor
there isn't
too
much in
my
pocket,
but
as far as prac
ticing simulated power failures
goes,
I would
be
honest and accurate
i I said
that
I coach
students
through
these at
least several
times each
week. Fur
thermore, when I am pleasure flying my Super Cruiser
by
myself,
or with
friends
and/or
family
on
board, I
practice a
simulated
power failure at a minimum
of
once a
month.
To me,
that
is
money in the
bank.
These
simulated
failures are practiced both
at
alti
tude
as well as in
the pattern
,
and
they are always
taken
to
a landing. To up the
ante
I
insist
both for
myself, as well as for
my
students,
that
th e
landing
be
a precision landing, touching
down on, or
no
more
than
100 feet beyond, a deSignated spot.
Bob Martens,
one
of
the
best Safety Program Man
agers the
FAA
has in it's employ, is often heard
to
say
that if you have
not
practiced a simulated power failure
in
the
past 30 days,
then
you are
not
current if your en
gine does indeed fail for real. How current are you?
Many pilots feel
that they
have
to
have
an
instruc
tor on board
to
practice a simulated failure. This is not
the
case
at
all. However let's be
CLEAR
about
several
things.
When
practicing
failures, be sure to CLEAR
your engine at least once for every thousand feet of al
titude loss
.
That way if
a
go-around becomes
a
necessity, your simulation will not become a real
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flaps wi ll
only
come from experience. I
wo
uld not
want
that knowledge
to
be gained
only
when experi
encing
a
genuine
failure.
To
gain
th
e
most
o
ut
of the
training be sure that you endeavor
to land
on a desig
nated spot. And
to
further enhance the training, do a
soft-field landing so
that
you are prepared to land
in
a
plowed corn lot if that happens
to
be
the
only landing
option if or when your engine fails for real.
Speaking
of real
engine
failures, you won t have
time during
a failure
to
get out the checklist. This
is
one of those emergencies that requires you to know
what to do
immediately.
It is
on ly through frequent
practice
that
will you be prepared for the eventuality.
Memorize
the
engine failure checklist
through
re
peated practice.
I have also found th
at
many pilots, when verbaliz
ing the procedure, say at some point, "Attempt res tart
of engine." I ask if that means
that
they are going to
go to the starter switch, and I usually receive a reply to
the affirmative.
What we have to realize is that in
many
engine fail
ures,
the
reason
the
engine
is
no longer producing
power is because it is missing one of three ingredients:
fuel, fire, or air. If this
is
the case,
the
propeller will be
windmilling. Restore
what is
missing
and the engine
will immediately restart without ever touching a start
switch. The fuel could be missing because you 've run a
tank dry (if it's your
only
tank, you had better look for
a landing spot) the mixture might have vibrated to idle
cut-off a fuel line might be blocked; a fuel pump, if you
have one,
might
have failed; or a fuel line might have
broken.
Switching tanks, checking mixture full
rich,
and
putting
on
an electric pump, if so equipped, should re
store
the
fuel. The
engine
might not be getting air
because of carb ice or a blocked
induction
system. Try
carb heat or alternate air. n engine might not run
too
well if a magneto has jumped time, so see if
the
engine
will run better on one mag or
the
other.
You are probably wondering
what
had caused my
failure. Well . . . the best I
can
figure
out,
I
had
more
than
an
hour's
worth
of fuel on board,
but
it was dis
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P SS
IT TO
Bue
BY
E.E.
BUCK HILBERT, EAA 21 VAA 5
P O
Box
424
UNION IL
60180
ow come
we do
• ••
?
Doing owner-assisted
annuals
has
its perks. It gives me a
chance
to
meet
and
greet fellow aviati on enthusiasts
who are
addicted
to the
airplane
dis
ease
and
love
airplanes. There
are
times when eve rything isn't fun,
and
an annual
inspection
reveals prob
lems
that
can really deflate
an
owner's
ego as well as his wallet.
Then too, there is the guy, let's call
him
Captain Knowitall, who flies for
an airline and
is
an
expert on every
thing.
His
attitude and treatment
of
his "little" airplane borders on the
criminal. "That
little
airplane can't
hurt me! I'm a heavy equipment op
erator!
By
the way, I'm
having
a little
trouble trying to turn my
airplane
to
the right.
Is
there a problem?"
After a few more comments and a
question
or
two,
the
source
of the
"problem is uncovered. He has a
"big"
Scott tail wheel
on
his Cessna
140,
and
it does in fact swivel in only
one
direction.
Other
than
that, the
operation,
although
dirty and
over
lubed, seems normal.
I asked him if
when
he parked his
airplane after
he
is
through
flying for
the day, if
he
trailed
the
tail
wheel
to
the fore and aft position? His reply
was
something
like
this
:
"What the
heck
for?
I never worry
about
it "
hard
on
the tire, the spring, and all the
attached hardware. It's also embarrass
ing to our pilot when he tries to make a
tight turn in the locked-up direction.
All
the lube in the world won't help.
The only remedy
is
to remove and re
place the tired, weakened spring, and
then take care to always park with
the
tail wheel in the trailing position when
you secure your airplane.
Captain Knowitall is also a verita
ble
repetitive
question box . I'm
forever
answering questions such
as:
Why
do we do a compression check?
Why do
we
rotate the spark
plugs?
Where do the lead deposits come
from
in
the spark plugs?
Don't misunderstand me; there re
ally isn't a dumb question. If a person
asks a question, an explanation is the
only
way
to
go; however,
and
this
is
the problem, Captain Knowitall some
how doesn't absorb
the
answer. He is
cyclical in his questions. He
abounds
in
theories that contradict plausible
explanation,
and
is
busy telling all
who will listen hi s
theory
that
he
never hears
what
I have to say.
Your technician,
your
airframe
and
powerplant (A&P)
mechanic
, and
your A P with an inspection authori
za
tion
have spent
countless
hours,
days, and even years gaining the ex
I mentioned
the compression
check. What does
it
accomplish?
In
short,
it's
not
an
MRI,
but
if
it's
done correctly,
and when
the
en
gine is still
warm
after recent opera
tion, it's sort of like
an examination of
your innards.
A look
at the
spark plugs, coupled
with
the compression check, can give
a
good
indication as to the condition
of your
engine. The clues are
there;
it's up to the "wrench to read them.
Oily
plugs? Fouled plugs?
Burned
electrodes? Plugs
have
a story to tell,
if
one
can only
read
them,
and that
coupled
with
the compression check
can isolate a
problem
when it may
still be
minor-before
it escalates
into
a major repair.
This
is
why we do the compression
check
just as soon
after
the opera
tional check when the airplane comes
into
the
shop. If
there
is
a "bellyache"
it will soon be evident.
The
second
item is to drain the oil
and
open up
the
filter to look for any
suspicious debris. Finding that the fil
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FLY IN CALENDAR
= .
J,M NE
WlUN
f
The fol/owing
list coming events is furnished to
ollr
readers as a matter illforrnatioll ollly and
does not constitute approval,
spollsorship,
involvemellt,
control
or
direction
allY event fly-in, semi
nars
fly
market,
etc.)
li
sted. To
submit
an event, please log on to www.eaa.org/events/events.asp.
Only if Interne t access is unavailable should you send
the information
via mai l to:, Att: Vin
tage Airplane P.O.
Box
3086 Oshkosh WI 54903-3086. Information should
be
received
four
mOllths prior to the
event
date
.
AUGUST 8-
10--
Alliance,
OH-5th
Annual
Ohio Aeronca
Av
iators Fly-In, Alliance
Barber Airport (2Dl) Info: Brian 216-932
3475, bwmatzllac@yal
lOo.com,
or
www.oaafly-in.com
AUGUST 9
-Toughkenamon,
PA-EAA Ch.
240 Fly-In/Drive-In Pancake Breakfast
Lunch,
New
Garden Airport (N57). 8a.m.
2p.m.
Young Eagles
Flights. Info:
215-761-3191 or
EAA240.org
AUGUST 1000Queen City, MO-15th Annual
Watermelon Fly-In
BBQ,
Applegate Air·
port, 2pm·dark. Info: 660-766-2644
AUGUST 16-Cadil lac,
MI-EAA
Ch. 678
Fly-In/Drive-In Breakfast, Wexford Cty
Airport. 7:30-11 a.m. Info: 231-779-8113
AUGUST
1 7
-Brookfield,
WI
-VAA
Ch. 11,
19th Annual Vintage Aircraft Display
and
Ice
Cream Social, Capitol Airport. Noon
5. Info: George 414-962-2428 or Capitol
Airport 262-781 -8132
AUGUST
22
-
23
-Coffeyville, KS-Funk
Air
craft Owners Association 26th Annual
Fly-In and Reunion. Info: 302-674-5350
AUGUST
22
- 4 Sussex, NJ-Sussex Air
show. Experimentals, ultralights, classics,
warbirds,
top
performers,
celebrate the history of flight. Info: 973
875-0783 or
www .
sussexairshowinc.com
AUGUST 29
-
31
-Saranac Lake, NY-Cen
tennial of Flight Celebration
Air
Show.
www.saranaclake.com/airport.shtnll
AUGUST
30--
Zanesville,
OH-EAA
Ch
.
425 Pancake Breakfast Fly -I n/Drive-In,
Riverside Airport, 8am-2pm. Lunch also
available. Info: 740-454-0003
AUGUST
30--
Prosser,
WA-EAA
Ch. 391
20th Annual Labor Day Weekend
Prosser
Fly-
In. Info: 509 -735-1664
SEPTEMBER
13
-14-Rock
Fa
ll s, IL -
North
Central EAA
"Olel Fashioneel"
Fly- In,
Whiteside
County Airport (SQI).
Forums, workshops, fly-market, camp
ing, air ra ll
y,
awards, food exhibitors,
Sunday
pancake
breakfast. Info: 630
543-6743
or www.nceaa.org
SEPTEMBER 13 -1
Bayport,
NY-40th
Annual Fly-In of the Antique Airplane Club
of Greater
New
York,
Brookhaven Calabro
Airport. Display of vintage and homebuilt
aircraft, awards, flea market, hangar party.
Info: 631-589-03 74
SEPTEMBER 19 -20--Bartlesville, O K
47th
Annual
Tulsa Regiona l Fly-l n. Info:
Charlie
Harris 918-665-0755,
Fax
918
665-0039 www.tulsaflyill.com
SEPTEMBER
20 -21
-Nashua,
NH-2003
Aviation Heritage Festival,
sponsored
by
Daniel Webster Co llege. Nashua Airport,
adjacent
to
the
co llege. 8:30am-5pm.
Featuring
25
vintage airplanes, distin
guished guests, seminars,
and
aviation
exhibits sure to
educate and
entertain
peop
le of all ages. Tickets availab le
at
the
gate, cash on ly. Adults: $10, Children 6
12: $5,
Children
5 and under: Free. Info:
603-577-6624 or
www.dwc.edu /fes tival
SEPTEMBER
21
-Simsbury
CT-Annua l
Simsbury Connecticut Fly-ln.
We
es
pecially
welcome antique and vintage a/c, along w/
homebuilts and Warbirds. Trophies awarded
for
best
of type.
Event also
features
flybys by
Navy
F-18
jets, a Canadair business jet, para
chute jumping, over
125
beautiful antique
cars, and more. No advance registration, no
admission
fee
for aircraft flying to the eve nt.
Info: Bill Thomas 860-693-4550 or
wdtholnas@snet .net.
EAA
FLY-IN
SCHEDULE 2003
• EAA
Mid Eastern
Fly
In
Augu st 22-24, Marion, OH
(MNN)
44 352 17
8
•
Virginia
State
EAA
Fly In
September 20-21, Petersburg,
VA (PTB)
www
.vaeaa.org
• EAA Southeast Regional Fly In
October 3
-5
, Evergre
en
, AL
(GZH)
www.
se
rfi·org
•
Copperstate EAA Fly
In
October 9-1
2,
Phoenix, AZ
(A39)
www
.coppers
tate.org
EAA s Countdown to
Kitty Hawk Touring
Pavilion presented y
Ford Motor Company
Key
Venues
in 2003
- August 23-September 2 - Museum
of Flight, Seattle, WA
- December l3-1 7 - First
Flig
ht
Cen tenn
ia
l Celebra tion,
Ki
tty
Hawk, NC
ment.
General admission
is
free . Arts
and
Crafts vendors, Stearman rides, food,
and
much, much more. Info: 804-758-2753 or
in{o@win
gsandwileels.us.
SEPTEM
BER 2 7-28--Midland, TX-Fina
CAF AlRSHO
2003, Mid l
and
Int'I Airport.
Info: 915-563-1000, www.airsho.org
SEPTEMBER 28--Ghent,
NY-EAA Ch.
146 Fall Fly-In Pancake Breakfast,
Klinekill Airport (NY 1), Route 21B.
8:30-noon. (Gas available
at
Columbia
County
Airport, 1B1.) 518-758-6355,
web: www.eaa146.org
OCTOBER
4-S-Rutland, VT-13th
An
nual Leafpeepers Fly-In Breakfast,
Rutland
State Airport . Info: 802-235
2808
vt{1yer@vermonte
l.net
OCTOBER
IS
-
19
Tu
llahoma,
TN-
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8
Years
Together
in the Cockpit continued from
page 19
Their C-47, flown
by
ano th
er
crew, was lost in
the
Luzon
Moun
tains while
on an aerial
resupply
mission. Fortunately,
anot
her very
well used C-47 was located
as
a re
placement.
During
February 1945,
Jim
and
Frank flew 112
hours and
32 com
bat
missions for aerial resupply
of
the Philippine
guerillas that were
fighting the Japanese
on
Luzon.
In Europe, 30 missions got you a
trip home. In the Southwest Pacific,
you got a warm cola at the Red Cross
tent
and
the opportunity
to
finish
out
the war where you were. In eight
months, 6,600 sorties were flown by
the
318th. That's
just
short of two
missions per day, per airplane.
The
next base
of operations
for
the
318th
was the island
of Ie
Shima, off
the
coast of Okinawa,
to
prepare for
the
expected November
I,
1945,
invasion of Japan. While
there,
after
the dropping of
the
atomic
bombs,
they had
the
rare
opportunity to see the Japanese
Betty
bombers land on
their
strip
with
the
high-ranking
delegation
en route to
Manila
to arrange for
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ia
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the
final surrender.
The
most
heart-warming
of their
missions was, after
arriving
in
Japan
two
weeks before
the
formal
surrender, flying out
to remote
ar
eas
of Japan
to
bring American
and
other
prisoners
of
war back
to
Tokyo for transfer back
home
after
some
had spent
more
than
four
long years
in
captivity.
After
the
end of
World
War II,
they learned
that
had
the
invasion
of
Japan
taken place,
the
estimated
casualty rate
of their
squadron was
80
percent. Both
would
be glad to
discuss the
matter with those
who
say we should
not
have dropped
the
atomic bomb.
Once back home, Frank
and Jim
followed the same format for
their
early civilian lives, returning to col
lege and joining
the
National
Guard,
where they
again
flew the
C-47 in addition to the P-51 Mus
tang
and
P-80 jet fighter.
Jim joined his father's company, a
pump manufacturer, while Frank be
came a Delta Air Lines pilot. He flew
DC-3s and everything else up to and
including the Lockheed L-101 1. Their
paths dr ifted apart until
the
1970s,
when they met again at the
EAA
fly
in in Oshkosh. Frank had brought his
Pitts Special, while Jim had flown in
with his Beech Staggerwing.
Frank was the last WWII veteran
pilot to retire from Delta.
Jim
and
his wife, Marge, joined Frank and
his wife, Lucille,
and
Frank's chil
dren
on his last
flight
from
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JOHN MILLER RECALLS
continued from
page
make such
short
flights, here is
how
it was
done.
The
takeoff began right at
the
chute. After liftoff
the
plane
was held
down two or three seconds and then
lifted
up
into a
steep climbing 180-degree
turn to
down
wind, a cross between a wingover
and
an Immelman.
Shortly after passing
the
touchdown
area
a steep
banked turn was
made
to land. The speed was killed
by wide fishtailing,
and
touchdown was made exactly
on the
same spot each time so
that
the plane could be
slightly braked to a stop with the lower wing just past
the chute. t was a real
rolier-coaster
ride, and
the
people loved it. They all
got out
laughing, and
many
went right back and bought tickets for a second ride.
I had realized
that those people who had never been
close to an airplane before just wanted a
short
sample
ride the first
time,
not a long one. A family of
four
could go up for 4, fully
equivalent
to today's 16
at
least,
but
far less
than the
20
or more that
it
would
cost at an airport. None complained. With the airplane
going up and down, with never a break, the excitement
was high,
and
people
who
would
not
normally take a
chance of flying got
caught up
in
the enthusiasm and
did it, by
the
hundreds. The tailskid would actually dig
a big hole in
the
ground where it touched down repeat
edly in
an
area of only about 5 or 6 feet.
The
flying would
become almost
automatic
from
repetition. In
the
evening it was fun to layout all
the
money on the
beds
and
the
floor
of
the
hotel room to
count
it
and
check the tickets
against
it and then
to
divide
it up. Even
though
it was obvious to
many
people that we were loaded with
money
at the end of
the
day,
there
was little
chance of
a
holdup
in
those
days. Nevertheless, I always carried a .32 Colt pistol.
In
later years while flying
on the
airline,
my
copi
lots and even the flight attendants sometimes asked
how
I
could make such consistently
good
landings,
and I
just said
that I' d had a heliuvalotta practice
while barnstorming, like 250 or more landings a day.
In 1930
I
did
a
lot of passenger
hopping
in
a
New
ride in a IN-4
Canuck
in 1921
and
flew out
of
Teter
boro until
he
retired. A street at Teterboro is
named
for him. Before he died
he
wrote
me
several letters re
calling that flying.
None of the other
pilots
ever
learned about
my
method ,
and
I did not brag
about how
many passen
gers I carried because they might get curious and
investigate. They were all busy
on
some airport trying
to
get
people to part with five bucks for a 10
or
15
minute ride, so they did not
know
what I was doing
or
even where I was. t
would often
be several weeks
before I
would even touchdown
on the
established
airport,
for
I was always out in the farm country
somewhere. The men who
worked
for me were not
aviation people, so
they
did
not
go
to
airports. In fact,
I kept them busy seven days per week.
I like to th ink about the thousands of people whom
I flew on
their
very first flights , before
the
era
of
air
lines more
than
60 years ago,
when
airplanes were still
open-cockpit biplanes. They are
the
airline passengers
of
today.
When
I was flying
the
airliners later, I
often
wondered
if any
of the
people I originally introduced
to
flying
might
be riding with
me
in a pressurized jet
airliner at 35,000 feet, but I was afraid to ask. . . . . . .
T
hese are the irst tools you need
to
buy when you
re-cover
your
airplane. Anyone who has used them
8/20/2019 Vintage Airplane - Aug 2003
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A timeless
investment that
even Wall Street
should envy.
Award
nn
ng Vintage Interiors
Paul Workman
OHIO AIRCRAFT INTERIORS
Parr Airport (421)
Zanesville, Ohio 43701
800.794.6560
Radial
Ex
hau
st
Sys
tems Inc.
Jumping
Branch, WV
25969
27
Years Experience
15 different engines for fitting
FAA
Certified
Repair
Station
XHYR068L
Antiques, Warbirds, Cropdusters
304-466-1752 Fax 304-466-0802
www radialexhaustsystems com
NEW MEMBERS
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Sutherland. . .
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MI
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hren
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MN
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. , , , , .
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john
M,
johnson
..
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MT
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L
Morris
. Ulm,
MT
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Bottegal. Kure Beach,
NC
john
S.
Cargill .
..
.
Cary, NC
Mark
Honeycutt
.
. . . Elizabeth City, NC
Frank Mason , . , , .. , , , Davidson ,
NC
jeffrey Reynolds,
, .
Trou
tman ,
NC
William
C. Smathers Canton, NC
jack
R. jacobsen Omaha, NE
Richard Millard . .. , . . . . .. Bedford,
NH
Anthony j, Ciampa
Northfield,
Nj
David
L
Hamann
Los Lunas,
NM
Frederick Prosser
. , , , , , . , , , Boulder
City, NY
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Stone
Ridge,
NY
john
Siedhoff.
Averill Park,
NY
Perry
M. Chappano
. . .
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Heights,
OH
Eric E. Franks
, . ,
..
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OH
james j. Hill . . Napoleon, OH
Thomas V.
Seevers
.. . .
.
.. Hilliard
,
OH
Vincent Anderson Canby,
OR
Philip Bales,
, . . .
..
. . .
Astoria, OR
Russell Darr
.
. .
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Portland, OR
David Gester
.
. . . Grants Pass, OR
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Mar
t
in
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, .
..
,
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Albany,
OR
Chris Presley
Stroudsburg,
PA
William Steinkamp. , , .
.. . . Saunderstown, RI
john Sweeney
.. .. Smithfield, RI
Harvard
Schulz
.
. . ..
Mission
Hill
,
SD
Raymond Thomas Spring Field, SD
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VINTAGE
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sell or trade
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rods. valves. piston rings Call us
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A Web Site With The Pilot In Mind
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those who love airplanes)
For
sale,
reluctantly:
Warner
145 &
165
engines. 1 each, new OH and low time.
No
tire
kickers.
please
. Two
Curtiss
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to go
with above engines.
1966 Helton Lark 95, Serial 8 . Very rare.
PQ-8 certified Target Drone derivative.
Tri-gear Culver Cadet. See Juptner's
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time
A&E
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Aug 23 .
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Arlington. WA
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Aug 23-24.
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Sept 5-7.
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Sept 12-14.
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VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
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President
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'Butch' joyce
George
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704
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Rd.
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53027
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262·673·5885
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Treasurer
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Charles W. Harris
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46th
St.
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OK 74147
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916·645·6926
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7645 Echo
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Chicago, IL 60620
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MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft
Associ-
ation, Inc. is $40 for one year, induding 12 issues of
SPORTAVIATIO N. Family membership is available
for
an additional $10 annually. Junior Membership
(under 19 years of
age is
available at $23 annually.
All major credit cards accepted for membership.
(Add $16 for
Fo
reign Postage,)
VINTAGE AIRCRAFT ASSOCIATION
Current EAA
members may join the Vintage
Aircraft Associaton and receive VINTA GE AIR-
P
L NE magazine
for
an additional $36 per
year.
EAA
Membership,
VINTAGE AIRPLANE
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per
year
(
SPORT AV
IATION magazine
not in
cluded). (Add 7 for Foreign Postage.)
AVIATIO
N magazine
not
included).
Add
15
fo
r
Fore
ign Postage.)
WARBIRDS
Current
EAA
members may join the
EAA
War
birds
of
America Division and receive
WARBlRDS
magazine for an additional $40 per year.
EAA Membership, WARB IRDS magazine
and one
year membership in the Warbirds Divi
sion is available
for
50 per year (S
POR
T
AVIATION magazine not included). (Add $7 for
Foreign Postage.)
EAA EXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTER magaZine for an additional
$20 per year.
EAA
Membership
and EAA
EXPERIMENTER
magazine is available for $30
per
year (SPOR T
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/lAUA is FAST, FAIR and FRIENDLY. What more
can you ask for when you choose insurance
for
your
antique airplane?/I
ave Meeks
Dove and
Trevor flew to
L I " ' ' ' l A l I
for the fi
rst time in
2002
Dove
_ Started flying as teenager
_ After 23 yeor
hiatus
began
fly
i
ng
again in
1997
_
Bought
1941 Interstate
Cadet
in 1998
Trevor
_ Soloed a gli
der
on
4
th
birthday - Sept.
29, 2000
_ Soloed the Cadet on his
6
th
birthday
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TYPE CLU
NOTES
con t inue from page 2
This jacket is a Winner No
better way
to
show your
American pride.
Classic stainless steel
mug with plastic
handle and cap.
Standard base fits
most car cup holders.
MD
V00877XL
V00879
L
V008782X VOO88O
SEE
MORE
Check out
all the VAA
available merchandise
showing up on the leading edge of
the
lower
wing just behind ex
haust
tail pipe that nothing will
remove.
These
deposits
appear
as
small black specs that you can feel
when running
your
hands
over
them. Your
fingernail
will flake
them off. This chemical buildup is
also inside
the
exhaust system and
appears
as a light tan to a yellow
color. I've seen it
in this
engine
and
inside
exhaust
systems
of
op
posed
engines.
I have a series of
colored photographs taken of a
Ly-
coming
0-320
in New Hampsh ire
that
was operated
on lOOLL
fuel.
The
chemical
buildup
is
very
heavy. So we
can
expect changes
in radial engine
operation and
even
overhaul
life
i
this
fue l is
used
on
a regular basis.
I have used no fuel/oil additives;
however, I d id
use
some
Marvel
Mystery Oil in
the
fuel for a time .
We
cannot operate the engine
on
automotive fuel because
the
air
plane is flown commercially.
However, if I could use auto fuel, I
think I'd try to use a mixture of
75
percent
auto and 25
percent
100LL. I'll
bet the
engine
would
love
it
So,
it
is
my
belief
that
if
one
stays
on top
of
engine operation
and
does regu
l
ar
maintenance
along
with good preventive main
tenance
measures, engine life
should
be enhanced. I
am
ab
so
lutely sold on
AeroShell
ashless dispersant oil,
with
changes
every
25
hours
(with
no
fil t
er
sys
tem
installed). In fact, AeroShell is
now an
official
sponsor of
Rob's
barnstorming business-Waldo
Wright's Flying Service.
Cylinder
leakage
checks every
50 hours, spark plug gapping and
reversing every 50 hours, and per
haps oil analysis wi ll
keep that
radia
l engine operational for a
long period of time. I pay close at
tention to
oil
consumption.
This
engine
has used
4 quarts of oil
over
a
IS-hour
span of
operation.
I'm sure
that
prolonged engine life
is due to
the
improvements in lu
bricating
oil. And
a
good
understanding
of how best to op
erate
and maintain the
engine over
a l
ong
period
of
time .
Good luck and
happy
flying.
Robert Lock
E-mail: waldo e@aol com
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