VA-Vol-37-No-10-Oct-2009
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Transcript of VA-Vol-37-No-10-Oct-2009
GEOFF ROBISON PRES IDENT VINTAGE AIRCRAFT ASSOCIATION
Where did my summer go
Fall has arrived in the Midwest and our summer has slipped away from us Where did it go It seems as though it was only a few short weeks ago I
was all excited about what I thought would be a spring and summer full of travel new opportunities and more aviation in my life Then the bluntshyness of my real life and its responsishybilities ran me over like a truck
For an abundance of reasons I dont ever get everything on my bucket list crossed off during each seashyson of flying How about you Even after what I believe to be careful planshyning and a real attempt to engage myshyself in the activities or events I plan to attend I always seem to come up short Oh well 2010 may prove to be a new beginning for my aviashytion dreams This is not to say that I had a lousy summer-I did finally get that ever-elusive P-S1 Mustang ride I always promised to treat myself to Thanks Jimmy it was a real hoot
So far this year I spent about five weeks on the B-17 tour a wonderful volunteer experience This is always a grand experience that involves spendshying time with old friends and I get to make a number of new friends along the way I have always said that I am a most fortunate individual to count so many good friends all over this counshytry I cant make this statement withshyout again thanking the EAA for all of the opportunities it has placed at my feet over these many years to make this possible
But as is normally the case friends will come and friends will go I was reshy
cently shocked and deeply saddened to hear of the loss of my contemshyporary from the International Aeroshybatic Club (lAC) Vicki Cruse was a good friend and a strong leader for the lAC She was an extremely effecshytive president of the lAC and her loss will affect not only the aerobatic comshymunity but also EAA and all of its divisions She was a wonderful lady and an awesome competitor and my heart goes out to her many close friends and family members who will certainly miss her Most of all I wi ll miss her wonderful smile
Your Vintage Aircraft Association board of directors will be meeting again in Oshkosh in mid-October We are already deep into the planning of EAA AjrVenture Oshkosh 2010 In the aftermath of a wildly successful 2009 event we are working hard to make the 2010 event the best yet Be asshysured we have already received comshymitments to host a number of special arrivals next year Its going to be anshyother great one Along with the sucshycess we dont always get it right each year and it gets pointed out to us that we need to do better in some areas We are listening very carefully and we are committed to responding to each of these challenges
Your board of directors has a long list of sub-committees and volunshyteer chairmenchairwomen who will be dealing with these challenges throughout the planning process with the clear goal of making your exshyperience at AirVenture an enjoyable family-oriented event I hope to see each of you at the 2010 show
With regard to our finances your Vintage Aircraft Association is curshyrently on firm ground Like everyone we are experiencing increasing opshyerational costs and we are reacting to these relatively new challenges During the 2009 convention the volunteer leadership created a new sub-committee that has launched a renewed effort to improve our finanshycial outlook to better manage these increases as they develop I am happy to report that excellent progress has already been made to develop new income streams in the area of nonshydues revenue Like most associations dues typically make up only a small percentage of the revenue needed to operate This development comshymittee is working primarily on conshycepts that will attract new members as well as develop new member benshyefits to strengthen our renewal rates I will keep you posted on our progress throughout the current fiscal year
As always please do us all the fashyvor of inviting a friend to join the VAA and help keep us the strong asshysociation we have all enjoyed for so many years
EAA AirVenture Oshkosh 2010 The Worlds Greatest Aviation Celeshybration is July 26 through August l
VAA is about participation Be a member Be a volunteer Be there
Lets all pull in the same direction for the good of aviation Remember we are better together Join us and
have it all A~
OCT 0 B -E R VOL 37 No 1 0 2009
CONTE TS I Fe Straight amp Level
Where did my summer go by Geoff Robison
2 News
4 AeroMail
6 Sparkys Notebook Hello Oshkosh Some of the highlights of the VAA area during EAA
AirVenture Oshkosh 2009 by Sparky Barnes Sargent
18 My Favorite Ride A great treat neighbor to neighbor by Lorraine Morris
20 Light Plane Heritage Dwight Hun tington and the H-l Ligh tplane by Jack McRae
24 Stearman Flight The inaugural EAsT certified
Stearman Formation Clinic flies over St Louis by Don Parsons
28 The Vintage Mechanic STAFF Materials amp Processes Part I
EAA Publisher Tom Pobereznyby Robert G Lock Director of EAA Publications Mary Jones Executive DirectorEditor HG Frautschy
32 The Vintage Instructor ProductionSpecial Project Kathleen Witman Risk management Photography Jim Koepnick by Doug Stewart Bonnie Kratz
Advertising Coordinator Sue Anderson Classified Ad Coordinator Lesley Poberezny
by HG Frautschy 34 Mystery Plane
Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw
39 Classified Ads Displav Advertising Representatives Specialized Publications Co US Eastern Time Zone-Northeast Ken Ross 609-822-3750 Fax 609middot957middot5650COVERS kr40comcastnet
FRONT COVER By golly heres something you dont see every day - the replica DH88 Comet racer flown by Robin Reid in formation with the Com per Swift brought across the US Eastern Time ZonemiddotSoutheast Chester Baumgartner
727middot532middot4640 Fax 727middot532middot4630Pacific by Roy and Primrose Fox and flown by David Grieg Both airplanes were on display cbaum111mindspringcom
in the Vintage parking area during EAA AirVenture Oshkosh 2009 For more on the annual flymiddotin and convention see the article starting on page 6 EAA photo by Jim Koepnick EAA US Central Time Zone Gary Worden and Todd Reese photo plane piloted by Bruce Moore 800middot444middot9932 Fax 816middot741middot6458
garywordenspcmiddotmagcom toddSpcmiddotmagcom
BACK COVER Watercolor artist M Randall Mytar has been kind enough to share a few of US Mountain and Pacific Time Zones John Gibson his prints with us during past years and his latest he d like members to see is this fancimiddot 916middot784middot9593 Fax 510middot217middot3796 ful scene of the Ryan NYP The Spirit of St Lou is as it might have appeared in a Ryan johngibsonspcmiddotmagcom
Airl ines hangar Randall lives in Sherman Oaks California Known internationally as an Europe Willi Tacke architectural designer and illustrator he is also renowned for his classic automobile artmiddot Phone +49(0)1716980871 Fax +49(0)8841 496012 work Mytar can be reached at 818middot789-7719 willifyingmiddotpagescom
VINTAGE AIRPLANE
Preserving the Vintage Fleet Vintage DER application process checklist now available
Interested in becoming apshypOinted as a vintage designated engineering represen ta ti ve (VDER) to help with the unique challenge of preserving the vinshytage fleet A new checklist creshyated by EAA and the FAA will help with the application process and its now available through the Vintage Aircraft Association (VAA) website at www Vintage Aircraftorg Since the VDER desshyignation was announced by the FAA during this years EAA AirVenshyture Oshkosh a number of memshybers have expressed a desire to apshyply for appointment as a VDER
Some of those members have asked what the next step is in the process to become a VDER the checklist outlines the proshycess and all of it is overseen by the FAA The most important asshypect of the application process is to read FAA Order 8IOO8C lts rather dry but the applicashytion process is actually contained in that document (see Chapter 4) Also as stated in the openshying paragraphs of Chapter 4 you should contact the FAA stating your interest in the program In the case of the VDER program you should contact David Swartz or Kevin Kendall as noted on the second page of the checkshylist The process is identical for the previous DER program if youre already a DER then you can work directly with your curshyrent aircraft certification office and either David or Kevin to add the VDER designation If youve never been a DER (and most of the folks expressing interest in the VDER program are not yet a DER) then the entire DER applishycation process must be followed
The outlinechecklist is 10shy
2 OCTOBER 2009
cated here www VintageAircraft orgderder _checklistpdf
Keep in mind that this proshygram is run entirely by the FAA and all matters related to apshypointments as VDERs are at the FAAs discretion The VDER desshyignation is simply an addition to an already existing program within the FAA and all proceshydures and policies in place for the DER program will also apply to VDERs
Were pleased to see so much interest in the program and we appreciate the willingness of the FAA to add this designation to the DER program We look forward to hearing back from the FAA when its first group of VDERs is appointed
Changes Proposed for Pilot Flight Instructor Rules
The FAA has issued a notice of proposed rulemaking (NPRM) for changes to rules governing certishyfication of pilots flight instrucshytors and pilot schools Accordshying to the FAA the reasons for these revisions include changing aviation technologies recent reshysearch findings and a rededishycated focus on ensuring that pishylots have adequate training and qualifications to operate safely in the national airspace system
The proposals include requirshying pilot-in-command (PIC) proshyficiency checks for pilots who act as PIC of Single-piloted turbojetshypowered airplanes allowing pilot applicants to apply for a private pilot certificate and an instrument rating simultaneously and making allowance in the rule to provide for the issuance of standard US pilot certificates on the basis of an
international licensing agreement between the FAA and a foreign civil aviation authority (such as in
place with Canada) The FAA is also proposing that
pilot schools can use Internetshybased training programs withshyout requiring a physical groundshytraining facility The FAA is also proposing to allow pilot schools and provisional pilot schools to apply for a combined private pishylot certificate and instrument ratshying course In addition the FAA proposes revisions to the definishytion of complex airplane
Public comments must be submitted to the FAA on or beshyfore November 30 2009 Inshystructions on submitting a comshyment are contained within the NPRM To access the NPRM and the link visit wwwEAAorg news20092009-09-03_nprmasp
VAA Election Results During the annual membershy
ship meeting of the Vintage Aircraft Association President Geoff Robison reported a total of 89 ballots were received and counted by Secretary Steve Nesse and himself (The officers not up for election are asked to total the vote tally) The following offishycers and directors were elected to two-year terms
OFFICERS Vice President George Daubshy
ner Treasurer Charlie Harris
DIRECTORS David Bennett Jerry Brown John S Jack Copeland Phil Coulson Dale Gustafson Dan Knutson Wes Schmid
Minutes of the VAA annual membership meeting are avail shyable upon written request
VAA Hall of Fame Induction The Experishy
mental Airshycraft Assoshyciation will recognize the
contributions of six aviators
on October 16 as it inducts them
into the EAA Hall of Fame during a
banquet at the EAA Aviation Center
The six aviators represent the specshytrum of aviation wi thin the EAA membership and have achieved noshytable successes within their parshyticular realm of flight Among
them will be keynote speaker Bob Hoover the 2009 International Aerobatic Club inductee who is one of todays most notable aviashytors with accomplishments in the military as a test pilot and as a legendary air show performer
Other inductees include Lance Neibauer (Homebuilders) the late Stephen Pitcairn (Vintage Airshycraft Association) George Baker (Warbirds of America) Roy Pinner (Ultralights) and Paul Sanderson (NAFI-Flight Instruction)
This years six inductees join othshyers who have made a remarkable contribution to the aviation comshymunity said Tom Poberezny EAA chairman and president Their inshyclusion into the EAA Hall of Fame is not only a testament to their passion and determination but also an inshyspiration to the rest of us of the posshysibilities within the world of flight
The public is invited to attend and participate at the EAA Hall of Fame induction dinner Tickshyets and additional inductee inshyformation are available through EAAs secure website at wwwEAA orghalloffame
continued on page 38
CALL FOR VAA HALL OF FAME NOMINATIONS
Nominate your favorite aviator for the EAA Vintage Aircraft Association Hall of Fame A huge honor could be bestowed upon that man or woman working next to you on your airplane Sitting next to you in the chapter meeting or walking next to you at EAA AirVenture Oshkosh Think about the people in your circle of aviation friends the mechanic photographer or pilot who has shared innumerable tips with you and with many others They could be the next VAA Hall of Fame inshyductees-but only if they are nominated
The person you nominate can be a citizen of any country and may be living or deceased and his or her involvement in vintage aviation must have occurred between 1950 and the present day His or her contribution could be in the areas of flying design mechanical or aerodyshynamic developments administration writing some other vital and relevant field or any combination of fields that support aviation The person you nomishynate must be or have been a member of the Vintage Aircraft Association and prefshyerence is given to those whose actions have contributed to the VAA in some way perhaps as a volunteer a restorer who shares his expertise with others a writer a photographer or a pilot sharing stories preserving aviation history and encourshyaging new pi lots and enthusiasts
To nominate someone is easy It just takes a little time and a little reminiscshying on your part
bull Think of a person think of his or her contributions
bull Write those contributions in the various categories of the form
Write a simple letter highlighting these attributes and contributions Make copies of newspaper or magazine artishycles that may substantiate your view
If you can have another person complete a form or write a letter about this person confirming why the person
is a good candidate for induction Mail the form to VAA Hall of Fame Charles W Harris Chairman 7215 East 46th St Tu lsa OK 74147
Remember your contemporary may be a candidate nominate someone today
Find the nomination form at www VintageAircraftorg call the VAA office for a copy (920-426-6110) or on your own sheet of paper simply include the followshying information
bull Date submitted bull Name of person nominated bull Address and phone number of nominee bull Date of birth of nominee If deceased date
of death bull Name and relationship of nominees closshy
est living relative bull Address and phone of nominees closest
living relative bull E-mail address of nominee bull Time span (dates) of the nominees conshy
tributions to aviation (Must be between 1950 to present day)
bull VAA and EAA number if known (Nominee must have been or is aVAA member)
bull Area(s) of contributions to aviation bull Describe the event(s) or nature of activishy
ties the nominee has undertaken in aviashytion to be worthy of induction into the VAA Hall of Fame
bull Describe achievements the nominee has made in other related fields in aviation
bull Has the nominee already been honored for his or her involvement in aviation and or the contribution you are stating in this petition If yes please explain the nature of the honor andor award the nominee has received
bull Any additional supporting information bull Submitters address and phone number
plus e-mail address Include any supporting material with your
petition
VINTAGE AIRPLANE 3
SEND YOUR COMMENTS AND QUESTIONS TO VAA LETTERS TO THE EDITOR
PO Box 3086 OSHKOSH WI 54903-3086
OR YOU CAN E-MAIL THEM TO vintageaircrafteaaorg
1OOLL Issues Robert Locks article in the Aushy
gust 2009 Vintage Airplane (liMy Thoughts on Radial Engines) was interesting I have been flying Cessna 195s for 30 years with the Jacobs engine and can appreciate the technology improvements the Jacobs had over the older radials and the improvements that are still being made to the Jacobs engine The reason he is having trouble with 100LL is that the lead presshyent in 100LL is four times higher than in 8087 which has only 05 grams per gallon 100LL was an outgrowth of the old 100130 that usually had 3 grams per gallon By refining changes limiting the lead to 2 grams per gallon and adding toluene the new 100LL meets the 100130 fuel specification It can be used in engines designed for 8087 but often not without lead fouling problems So the chemical deposits Robert is seeing in the combustion chambers of his engines are subshystantially the result of the high lead content in 100LL
I saw exhaust valve leakage and valve guide problems on my Cessna 195 jump after 8087 became unshyavailable Many folks feel Marvel Mystery Oil added to the fuel helps keep the lead from forming hard deposits MMO is essentially a solshyvent with wintergreen added and is not an approved additive by the FAA TCP is another additive which helps prevent lead deposits and is approved I personally never found that either of these additives re-
OCTOBER 2009
duced my exhaust valve problems Recently steel exhaust valve seats
were approved and have became available on the Jacobs engines reshyplacing the aluminum bronze seats which seemed to be more suscepshytible to lead deposits sticking to them I had the conversion installed on all my cylinders after only 200 SMOH because of extensive exhaust valve and guide problems So far afshyter 140 hours the results look good but time will tell if this solves our valve problems
Keep them flying David Cole Willis Texas
Design Check for a Major Alteration
I was greatly interested in Robert Locks article in the May 2009 Vinshytage Airplane Some Thoughts on Restoration and Airworthiness It made me wish that an article like this by an experienced master like Bob had been published 30 or 40 years ago Bob has magnificently clarified some of the machinations of the apshyproving administrations-the FAA and in Canada Transport Canada
I did think that Bob was forced to take some unnecessarily difficult and perhaps risky load testing proshycedures to verify the structural adshyequacy of an airplane for an engine swap There are perhaps easier solushytions in this the computer age
I should mention that in the 1970s I restored a 1933 Waco and as the W670 220-hp Continental was barely over the original apshy
proved 210-hp engine in weight and horsepower the authorities in my country easily approved the engine substitution as typically allowed in the FAA 337 forms for similar aircraft
Not so when in the 1990s I launched on a similar but maybe slightly more daunting project a 1929 Fokker Super Universal At the outset I figured the engine swap from the original PampW R1340 Wasp C to the later and more reliable R1340 Wasp S3H1 would be a simshyple 20-minute field approval Alshythough the engine specs indicated the horsepower would be upped from 420 to 550 by controlling the rpm with an authentic fixedshypitch ground-adjustable prop I could keep the power down to 450 which had been okayed in field apshyproval paperwork from the 1930s
With the airplane 99 percent comshyplete the engine running and only the paperwork to finish I was advised by the authorities that this wouldnt do I was reqUired to provide a design check on the front fuselage frame for the increased weight torque and thrust of the later engine for the limshyiting horsepower of 450 Yuck
I chose to get some advice from my local DER (deSignated engineershying representative) We decided to use the design criteria established in an earlier document as being most appropriate-we chose US Departshyment of Commerce Bulletin 7 A as published in 1934 (You can downshyload copies of it at wwwAirwebFAA gov-look under Aeronautical Bulshyletins) Where FAA Part 23 now reshyquires limit load factors of 38 for normal category and 60 for aeroshybatic category the Bulletin 7 A limit load was mathematically derived as a function of power loading in our Fokker the limit load factor became 42-not much different
I should mention that limit loads require a further safety factor of 15 against yielding or failure of the steel
The engine thrust was derived in easy calculations seen in Dick Hisshycoxs (the DH Beaver designer) text Lightplane Design Another valushy
4
GRAVITY LOADS APPLIED TO FRONT FRAME Loads to be multiplied by N=42 for analysis
MEMBER NOTATIONS
able book was Analysis and Design of Flight Vehicle Structures by EF Bruhn Both texts are probably part of a DERs library
The complex tubing structure was plotted and entered into the computer analysis using software called Multiframe 3D The very hard part of the analysis laborishyously done so many years ago with pencil and slide rule had been the resolution of forces along the many paths and directions of the tubular structure This was resolved in secshyonds by computer I include comshyputer diagrams showing the memshybers for one of the loading cases After the loading cases for weight thrust and torque were spit out by the computer these were entered in a spreadsheet containing the 21 members with their lengths sizes and capacities as compression colshyumns or tension members
Wonderful-the engineering calshyculations showed the fuselage was capable of carrying the new engine
Without getting into the comshyplexities of the computer and papershywork analysis I would say that this approach is much easier safer and more appropriate than the static load test which Bob agonized over for his reported four and one-half years I admit I agonized and fussed over my situation for nine months before being granted approval The procedures are not dead easy and require the help of an engineer and preferably a DER familiar with airshycraft design requirements
Lwould caution that the landing gear loads are derived from differshyent calculations entirely unrelated to engine swaps The loading of tail ballast on the other end of a landshying gear pivot to amplify a down load on an engine mount could reshysult in overload of the landing gear
The computer makes simultashyneous solutions of all members assuming linear deformations of members and precise section propshyerties A more accurate analysis is possible than in 1928 due to the many redundant members in the truss having to be solved separately
loads in KIPS
when done by hand Some check analysis was done by hand (nonshycomputer) to verify
One further caution As more engine weight is installed and balshyanced by tail ballast the moment of inertia in pitching movement beshycomes greater All this added weight out at the extremities of the airplane reduces the control response of the elevators I think this is particularly noticeable when power-off and rounding out for landing
As more and more artifacts are pulled out of bushes and barns which require dependable engines this situation described by Bob Lock
will come up Hopefully the comshyputer age can be employed to make these engine swaps safe and easy Please dont call me for detailed help on this as every case is different and it requires an engineer at close proximity to your airplane and its problems to be able to analyze it
I only came to meet and know Bob Lock in the 2003 National Air Tour and found him to be a superb pilot and mechanic and a real genshytleman I thank him for his many informative articles
Sincerely Clark G Seaborn Calgary Alberta Canada
VINTAGE AIRPLANE 5
Captions and photos by Sparky Barnes Sargent Photos by HG Frautschy are noted
Above The new Vintage Hangar peeks out between the trees in the VAA area which has been newly reconfigured opening up the front lawn to be more open with plenty of room for displayshying aircraft and hosting the new Vintage in Review program
Left An EAA Seaplane Base volunteer reels in a fish as a J-3 Cub casts its golden reflection across the lake (She released the fish after catching it)
VINTAGE AIRPLANE 7
Jerry Langley and Ed Kale (VAA member) of Matshythews North Carolina were all smiles on a rainshy
soaked Wisconsin day and for good reason They were proudly standing under the protective wing of their 1941 Aeronca 65shyCA Super Chief which they finshyished restoring earlier this year The restoration took them eight years on and off The first year or so they concentrated on buildshying new ribs and spars But then they took a hiatus for a couple of years according to Ed and then worked especially hard for the past two years Jerry made the first flight in the plane this March says Kale As far as climb-out that thing went like a
scalded rabbit We were in a Cessna 172 chase plane and we couldnt get as high as he did as fast as he did When asked why they were inspired to acquire the Super Chief Langley quickly responds with a hearty laugh Well
its our age Actually it s a little bit younger We were looking for a younger girl so we found one Langley and Kale had each helped restore an airplane before tackling the Super Chief as their own project They also fly with the Civil Air Pa shytrol and have been coming to Oshkosh for about 15 years As for the Super Chiefs future Kale smiles broadly as he proshyclaims Were going to fly the wheels off of it Shes not a hangar queen
John Hupe of Wamego Kansas has been coming to Oshkosh in N2123V his 1948
Cessna 120 since 1975 He first soloed in a Cessna 150 in 1968 while he was in navigashytor school in the Air Forceshythe aero club at McClellan Air Force Base rented the plane for $350 an hour wet Hupe says its the people who keep him coming to AirVenture And then theres always something new and unusual here The week gets away reshyally fast-we like to go to the seaplane base one day and on a rainy day we go over to the museum and we do take in some of the forums
Another important aspect of the show for him is the family atmosphere We even brought my 87-year-old mother to the show two years ago and she enjoyed it Hupe recalls Each of my three sons started coming when they were about 3 years old Now one of my sons Brian flies an Aeronca Champ and another son Jason flies a Chief And the other son Kevin wants to fly
Hupe has inspired his family and friends to become interested in aviation and he started giving rides to folks many years ago Some of them went on to get their private certificate He says with a pleasant smile I really love flying and if 1can impart that to other people thats rewarding
8 OCTOBER 2009
Brothers Ryan and Cory Johnson of Dodgeville Wisconsin are only in their 20s but theyve already been coming to Oshkosh for 25 years They are the third generation of aviators in their family and theyve been helping their father restore several airplanes throughout the years Ryan just earned his airframe and powerplant certificate Cory is currently working on his flight instructor certificate
and nurturing a dream to become a competitive aerobatic air show pilot The brothers are obviously hooked on aviation and with good-natured laughter they explain that theyve had the conversation at times about what our lives would be like without aviation-and we cant imagine it Its all we do is work on airplanes Thats the center of our lives
So it isnt surprising that they are bubbling over with enthusiasm when they explain their attraction to AirshyVenture We just cant wait to come back It it just builds every year from winter into spring and you talk to people about the projects theyre working on and if they will be here this year Its the anticipation of whos going to be here and whos going to be flying whatThis year they were at the fly- in with N4469H a gleamshying 1948 Piper PA-15 Vagabond that they restored from the ground up for owner Donal Halloran of Marshshyfield Wisconsin It won the Reserve Grand Champion - Silver Lindy (Classic - September 1945-1955)
Steve Rusinowski of Royal Oak Michigan started flyshying hang gliders in 1978 And when he isnt flyshy
ing N1772K-a 1946 Luscombe 8E that he and two other pilots own-he just might be flying his Schleicher ASW-15 or Glasair He was interested in the Luscombe he says I just always wanted to try a taildragger and somebody we know who is based near us has an 8A So I got some dual with him and it was fun If I need to
get somewhere I fly my Glasair-thats the traveling machine and I fly it IFR I bought it here about six years ago Rusinowski has been coming to AirVenture about six of the last 10 years and its primarily the airplanes that keep
him coming The thing about Oshkosh is that they cater not just to the vintage people and not just the homebuilders theyve got the warbirds the ultralights and the light sport Everybodys welcome and its so well run and organizedshythat s the key Its aviation people and everybodys having fun-even in the rain
VINTAGE AIRPLANE 9
good friend and experienced pilot Brian Van Wagnen to help him meet that challenge
Jerry and Fern Lugten (Vinshytage members) of Leslie Michigan have owned N66294 a 1943 Howard
DGA-15P since October 2007 Were enjoying it immensely shares JerryIve been a Howard fan for many years and we finally had an opportunity to get one ourselves AI Lund had a couple of his Howards here one day and I was talking with him about buying one-Ill never forget what he said Just go out and get one you will not be sorry And we did Jerry knew that flying his 1939 Luscombe had not given him enough experience to safely transition to the Pratt amp Whitneyshypowered Howard so he asked
Jerry started coming to Oshkosh in his Luscombe in 1974 and hasnt missed a year yet The last two years hes flown his Howard instead His wife Fern smiles when she says Im just a passenger but a very happy one I do enjoy being here its a very relaxing week for me Sometimes I wander around with Jerry and sometimes I just sit under the wing with my book And now we have a lot of family and friends who stay with us and thats fun
N 3 4841 a 1945 Call-Air Model A is powered by a Lycoming 0-235 It is an early example of the model bearing serial number 5 and is registered to Per Anderas of Green Bay Wisconsin Look at the overall configuration of this
plane and you just might see a resemblance to a Kinner Sportster Also note the cowboy and bucking bronco silhouette on the tail-an icon ic symbol of Wyoming which was the home of Call Aircraft The Call family deshysigned the airplane prior to World War II and it went into production after the war The Call-Air first fulfilled a role as a workhorse for high-country ranchers and when design rights changed hands in the 1960s the airshyplane was configured for crop spraying
10 OCTOBER 2009
Glenn Hake of Byron Illinois has been atshytending the fly-in since 1971 This year even
under rainy skies he just couldnt hide his enthusiasm for N7695B his 1958 Bellanca 14-19-2 Cruiseshymaster Ive had it for 20 years and I think Ill keep it for a while I was interested in a four-place taildragger and I was looking at Stinsons and 170s but this caught my eye and it was a great value for the same price-or acshytually less-and a heck of a lot more airplane I cruise about 175 mph with a fuel burn of about 13 gph or with fuel prices the way they are now I can cruise at 150 mph and burn about 105 gph Its got a useful load of 900 pounds so its got 600 pounds after you fill it up with gas So it was the perfect airplane for me my wife and son and our bags Ive logged around 1000 hours on it so far His Cruisemaster has a fuel capacity of 50 gallons and is powered by a 23-hp Continental 0-470 engine When Hake isnt flyshying his Bellanca youll probably find him working on his Hatz project or volunteering at Ogle County Airport an awardshywinning grassroots airport southwest of Rockford Illinois
5everallong-nosed Fairchild 24R-46s were nestled side-by-side in the Vintage area In the foreground is N81326 manufactured in 1946 and registered to Ted Camp of Beverly Hills Michigan Ninety-five of these models are currently on the FAA registry
Theres just something about a Great Lakes biplane that makes you stop and savor it N847K was manufactured in
1929 and has a 200-hp Ranger 6-440-C engine Its owned by Terry and Doug Gardner of St Louis Missouri
VINTAGE AIRPLANE 11
Its always interesting to see look-alike airplanes on the field-theyre a good test for ones powers of observation At first glance the similarities are striking between these 1950 Cessnas- but if you look closely youll note several difshyferences between them In the foreground is N9436A a Model 140A which is registered to David Pyeatt of Northshyridge California N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza California
Whats a trip to AirVenture without going to the EAA Seaplane Base Thomas and Kimberly Hicksons good-looking 1957 Cessna 180A taxis into the base after making several flights from the lake
12 OCTOBER 2009
Ahandful of lovely Beech Staggerwings graced the grassy fields this year N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples Florida
Sixty years after AI Mooney deshysigned the retractable-gear Culver Cadet the tiny airplanes are still charming pilots This
pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field N34895 a 1941 Model LFA was origishynally powered by a Franklin engine but now flies with a C-85 lt is owned by Ken and Lorraine Morris of Poplar Grove Illinois and bears the factory deluxe paint scheme Its look-alike N34791 is a 1941 Model LCA (Contishynental engine) owned by Gene Morris of Westlake Texas Cadets can cruise at 128 mph and have a landing speed of 55 mph Well have a feature story on the Cadets in an upcoming issue
From polished to painted there was an excellent showing of Swift aircraft this year
N2708W a 1950 Temco GCshy1 B Swift is seen here at the front of the line Registered to Scott Naumann of Arroyo Grande California it reminds us that Swift pilots travel re shyspectable distances
VINTAGE AIRPLANE 13
The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949
This 1943 Stinson V77 was a handshysome addition to the vintage flightshy
line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year
Brilliant purple with bright red trim set this 1952 170B apart from
its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington
14 OCTOBER 2009
Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
bull Currently owns a 1941 Rearwin Skyranger
The 1941 Rearwin Skyranger that I currently own is the third
antique aircraft that I have had the privilege to care for The
great service and affordable rates provided by AUA have
helped to keep my hobby safe and affordable
- Scoff Kirby
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot36J2
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lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND EAAs VINTAGE AIRCRAFT ASSOCIATION
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
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DIRECTORS Steve Bende r Jeannie Hill
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MEMBERSHIP INFORMATION EAA lAC
Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
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zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $SS per
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Copyright e2009 by the EAA Vintage Aircraft Association All rights reserved VINTAGE AIRPLANE (USPS 062middot750 ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EAA members and $46 for non-EAA members Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 615 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Members are encouraged to submH stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to EdHor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
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40 O C TOBER 2009
Drive Smart I
Ford Flex The 7 Seat 24MPG Head Turner -Ford Work Solutions
bull bull bull bull
All New 2010 Ford Flex bull Available 355hp 35L DOHC EcoBoosfMV6 Engine bull 5-star crash test ratings bull Top Safety Pick from IIHS bull Six standard airbags bull AdvanceTracregwi Roll Stability ControlM
LIN COL N MlIlCUItY
bull Multi-panel Vista RoofMOption - Intelligent AWD doesnt just react shy it predicts -bull SYNC voice-activated entertainment ampcommunications --
OCT 0 B -E R VOL 37 No 1 0 2009
CONTE TS I Fe Straight amp Level
Where did my summer go by Geoff Robison
2 News
4 AeroMail
6 Sparkys Notebook Hello Oshkosh Some of the highlights of the VAA area during EAA
AirVenture Oshkosh 2009 by Sparky Barnes Sargent
18 My Favorite Ride A great treat neighbor to neighbor by Lorraine Morris
20 Light Plane Heritage Dwight Hun tington and the H-l Ligh tplane by Jack McRae
24 Stearman Flight The inaugural EAsT certified
Stearman Formation Clinic flies over St Louis by Don Parsons
28 The Vintage Mechanic STAFF Materials amp Processes Part I
EAA Publisher Tom Pobereznyby Robert G Lock Director of EAA Publications Mary Jones Executive DirectorEditor HG Frautschy
32 The Vintage Instructor ProductionSpecial Project Kathleen Witman Risk management Photography Jim Koepnick by Doug Stewart Bonnie Kratz
Advertising Coordinator Sue Anderson Classified Ad Coordinator Lesley Poberezny
by HG Frautschy 34 Mystery Plane
Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw
39 Classified Ads Displav Advertising Representatives Specialized Publications Co US Eastern Time Zone-Northeast Ken Ross 609-822-3750 Fax 609middot957middot5650COVERS kr40comcastnet
FRONT COVER By golly heres something you dont see every day - the replica DH88 Comet racer flown by Robin Reid in formation with the Com per Swift brought across the US Eastern Time ZonemiddotSoutheast Chester Baumgartner
727middot532middot4640 Fax 727middot532middot4630Pacific by Roy and Primrose Fox and flown by David Grieg Both airplanes were on display cbaum111mindspringcom
in the Vintage parking area during EAA AirVenture Oshkosh 2009 For more on the annual flymiddotin and convention see the article starting on page 6 EAA photo by Jim Koepnick EAA US Central Time Zone Gary Worden and Todd Reese photo plane piloted by Bruce Moore 800middot444middot9932 Fax 816middot741middot6458
garywordenspcmiddotmagcom toddSpcmiddotmagcom
BACK COVER Watercolor artist M Randall Mytar has been kind enough to share a few of US Mountain and Pacific Time Zones John Gibson his prints with us during past years and his latest he d like members to see is this fancimiddot 916middot784middot9593 Fax 510middot217middot3796 ful scene of the Ryan NYP The Spirit of St Lou is as it might have appeared in a Ryan johngibsonspcmiddotmagcom
Airl ines hangar Randall lives in Sherman Oaks California Known internationally as an Europe Willi Tacke architectural designer and illustrator he is also renowned for his classic automobile artmiddot Phone +49(0)1716980871 Fax +49(0)8841 496012 work Mytar can be reached at 818middot789-7719 willifyingmiddotpagescom
VINTAGE AIRPLANE
Preserving the Vintage Fleet Vintage DER application process checklist now available
Interested in becoming apshypOinted as a vintage designated engineering represen ta ti ve (VDER) to help with the unique challenge of preserving the vinshytage fleet A new checklist creshyated by EAA and the FAA will help with the application process and its now available through the Vintage Aircraft Association (VAA) website at www Vintage Aircraftorg Since the VDER desshyignation was announced by the FAA during this years EAA AirVenshyture Oshkosh a number of memshybers have expressed a desire to apshyply for appointment as a VDER
Some of those members have asked what the next step is in the process to become a VDER the checklist outlines the proshycess and all of it is overseen by the FAA The most important asshypect of the application process is to read FAA Order 8IOO8C lts rather dry but the applicashytion process is actually contained in that document (see Chapter 4) Also as stated in the openshying paragraphs of Chapter 4 you should contact the FAA stating your interest in the program In the case of the VDER program you should contact David Swartz or Kevin Kendall as noted on the second page of the checkshylist The process is identical for the previous DER program if youre already a DER then you can work directly with your curshyrent aircraft certification office and either David or Kevin to add the VDER designation If youve never been a DER (and most of the folks expressing interest in the VDER program are not yet a DER) then the entire DER applishycation process must be followed
The outlinechecklist is 10shy
2 OCTOBER 2009
cated here www VintageAircraft orgderder _checklistpdf
Keep in mind that this proshygram is run entirely by the FAA and all matters related to apshypointments as VDERs are at the FAAs discretion The VDER desshyignation is simply an addition to an already existing program within the FAA and all proceshydures and policies in place for the DER program will also apply to VDERs
Were pleased to see so much interest in the program and we appreciate the willingness of the FAA to add this designation to the DER program We look forward to hearing back from the FAA when its first group of VDERs is appointed
Changes Proposed for Pilot Flight Instructor Rules
The FAA has issued a notice of proposed rulemaking (NPRM) for changes to rules governing certishyfication of pilots flight instrucshytors and pilot schools Accordshying to the FAA the reasons for these revisions include changing aviation technologies recent reshysearch findings and a rededishycated focus on ensuring that pishylots have adequate training and qualifications to operate safely in the national airspace system
The proposals include requirshying pilot-in-command (PIC) proshyficiency checks for pilots who act as PIC of Single-piloted turbojetshypowered airplanes allowing pilot applicants to apply for a private pilot certificate and an instrument rating simultaneously and making allowance in the rule to provide for the issuance of standard US pilot certificates on the basis of an
international licensing agreement between the FAA and a foreign civil aviation authority (such as in
place with Canada) The FAA is also proposing that
pilot schools can use Internetshybased training programs withshyout requiring a physical groundshytraining facility The FAA is also proposing to allow pilot schools and provisional pilot schools to apply for a combined private pishylot certificate and instrument ratshying course In addition the FAA proposes revisions to the definishytion of complex airplane
Public comments must be submitted to the FAA on or beshyfore November 30 2009 Inshystructions on submitting a comshyment are contained within the NPRM To access the NPRM and the link visit wwwEAAorg news20092009-09-03_nprmasp
VAA Election Results During the annual membershy
ship meeting of the Vintage Aircraft Association President Geoff Robison reported a total of 89 ballots were received and counted by Secretary Steve Nesse and himself (The officers not up for election are asked to total the vote tally) The following offishycers and directors were elected to two-year terms
OFFICERS Vice President George Daubshy
ner Treasurer Charlie Harris
DIRECTORS David Bennett Jerry Brown John S Jack Copeland Phil Coulson Dale Gustafson Dan Knutson Wes Schmid
Minutes of the VAA annual membership meeting are avail shyable upon written request
VAA Hall of Fame Induction The Experishy
mental Airshycraft Assoshyciation will recognize the
contributions of six aviators
on October 16 as it inducts them
into the EAA Hall of Fame during a
banquet at the EAA Aviation Center
The six aviators represent the specshytrum of aviation wi thin the EAA membership and have achieved noshytable successes within their parshyticular realm of flight Among
them will be keynote speaker Bob Hoover the 2009 International Aerobatic Club inductee who is one of todays most notable aviashytors with accomplishments in the military as a test pilot and as a legendary air show performer
Other inductees include Lance Neibauer (Homebuilders) the late Stephen Pitcairn (Vintage Airshycraft Association) George Baker (Warbirds of America) Roy Pinner (Ultralights) and Paul Sanderson (NAFI-Flight Instruction)
This years six inductees join othshyers who have made a remarkable contribution to the aviation comshymunity said Tom Poberezny EAA chairman and president Their inshyclusion into the EAA Hall of Fame is not only a testament to their passion and determination but also an inshyspiration to the rest of us of the posshysibilities within the world of flight
The public is invited to attend and participate at the EAA Hall of Fame induction dinner Tickshyets and additional inductee inshyformation are available through EAAs secure website at wwwEAA orghalloffame
continued on page 38
CALL FOR VAA HALL OF FAME NOMINATIONS
Nominate your favorite aviator for the EAA Vintage Aircraft Association Hall of Fame A huge honor could be bestowed upon that man or woman working next to you on your airplane Sitting next to you in the chapter meeting or walking next to you at EAA AirVenture Oshkosh Think about the people in your circle of aviation friends the mechanic photographer or pilot who has shared innumerable tips with you and with many others They could be the next VAA Hall of Fame inshyductees-but only if they are nominated
The person you nominate can be a citizen of any country and may be living or deceased and his or her involvement in vintage aviation must have occurred between 1950 and the present day His or her contribution could be in the areas of flying design mechanical or aerodyshynamic developments administration writing some other vital and relevant field or any combination of fields that support aviation The person you nomishynate must be or have been a member of the Vintage Aircraft Association and prefshyerence is given to those whose actions have contributed to the VAA in some way perhaps as a volunteer a restorer who shares his expertise with others a writer a photographer or a pilot sharing stories preserving aviation history and encourshyaging new pi lots and enthusiasts
To nominate someone is easy It just takes a little time and a little reminiscshying on your part
bull Think of a person think of his or her contributions
bull Write those contributions in the various categories of the form
Write a simple letter highlighting these attributes and contributions Make copies of newspaper or magazine artishycles that may substantiate your view
If you can have another person complete a form or write a letter about this person confirming why the person
is a good candidate for induction Mail the form to VAA Hall of Fame Charles W Harris Chairman 7215 East 46th St Tu lsa OK 74147
Remember your contemporary may be a candidate nominate someone today
Find the nomination form at www VintageAircraftorg call the VAA office for a copy (920-426-6110) or on your own sheet of paper simply include the followshying information
bull Date submitted bull Name of person nominated bull Address and phone number of nominee bull Date of birth of nominee If deceased date
of death bull Name and relationship of nominees closshy
est living relative bull Address and phone of nominees closest
living relative bull E-mail address of nominee bull Time span (dates) of the nominees conshy
tributions to aviation (Must be between 1950 to present day)
bull VAA and EAA number if known (Nominee must have been or is aVAA member)
bull Area(s) of contributions to aviation bull Describe the event(s) or nature of activishy
ties the nominee has undertaken in aviashytion to be worthy of induction into the VAA Hall of Fame
bull Describe achievements the nominee has made in other related fields in aviation
bull Has the nominee already been honored for his or her involvement in aviation and or the contribution you are stating in this petition If yes please explain the nature of the honor andor award the nominee has received
bull Any additional supporting information bull Submitters address and phone number
plus e-mail address Include any supporting material with your
petition
VINTAGE AIRPLANE 3
SEND YOUR COMMENTS AND QUESTIONS TO VAA LETTERS TO THE EDITOR
PO Box 3086 OSHKOSH WI 54903-3086
OR YOU CAN E-MAIL THEM TO vintageaircrafteaaorg
1OOLL Issues Robert Locks article in the Aushy
gust 2009 Vintage Airplane (liMy Thoughts on Radial Engines) was interesting I have been flying Cessna 195s for 30 years with the Jacobs engine and can appreciate the technology improvements the Jacobs had over the older radials and the improvements that are still being made to the Jacobs engine The reason he is having trouble with 100LL is that the lead presshyent in 100LL is four times higher than in 8087 which has only 05 grams per gallon 100LL was an outgrowth of the old 100130 that usually had 3 grams per gallon By refining changes limiting the lead to 2 grams per gallon and adding toluene the new 100LL meets the 100130 fuel specification It can be used in engines designed for 8087 but often not without lead fouling problems So the chemical deposits Robert is seeing in the combustion chambers of his engines are subshystantially the result of the high lead content in 100LL
I saw exhaust valve leakage and valve guide problems on my Cessna 195 jump after 8087 became unshyavailable Many folks feel Marvel Mystery Oil added to the fuel helps keep the lead from forming hard deposits MMO is essentially a solshyvent with wintergreen added and is not an approved additive by the FAA TCP is another additive which helps prevent lead deposits and is approved I personally never found that either of these additives re-
OCTOBER 2009
duced my exhaust valve problems Recently steel exhaust valve seats
were approved and have became available on the Jacobs engines reshyplacing the aluminum bronze seats which seemed to be more suscepshytible to lead deposits sticking to them I had the conversion installed on all my cylinders after only 200 SMOH because of extensive exhaust valve and guide problems So far afshyter 140 hours the results look good but time will tell if this solves our valve problems
Keep them flying David Cole Willis Texas
Design Check for a Major Alteration
I was greatly interested in Robert Locks article in the May 2009 Vinshytage Airplane Some Thoughts on Restoration and Airworthiness It made me wish that an article like this by an experienced master like Bob had been published 30 or 40 years ago Bob has magnificently clarified some of the machinations of the apshyproving administrations-the FAA and in Canada Transport Canada
I did think that Bob was forced to take some unnecessarily difficult and perhaps risky load testing proshycedures to verify the structural adshyequacy of an airplane for an engine swap There are perhaps easier solushytions in this the computer age
I should mention that in the 1970s I restored a 1933 Waco and as the W670 220-hp Continental was barely over the original apshy
proved 210-hp engine in weight and horsepower the authorities in my country easily approved the engine substitution as typically allowed in the FAA 337 forms for similar aircraft
Not so when in the 1990s I launched on a similar but maybe slightly more daunting project a 1929 Fokker Super Universal At the outset I figured the engine swap from the original PampW R1340 Wasp C to the later and more reliable R1340 Wasp S3H1 would be a simshyple 20-minute field approval Alshythough the engine specs indicated the horsepower would be upped from 420 to 550 by controlling the rpm with an authentic fixedshypitch ground-adjustable prop I could keep the power down to 450 which had been okayed in field apshyproval paperwork from the 1930s
With the airplane 99 percent comshyplete the engine running and only the paperwork to finish I was advised by the authorities that this wouldnt do I was reqUired to provide a design check on the front fuselage frame for the increased weight torque and thrust of the later engine for the limshyiting horsepower of 450 Yuck
I chose to get some advice from my local DER (deSignated engineershying representative) We decided to use the design criteria established in an earlier document as being most appropriate-we chose US Departshyment of Commerce Bulletin 7 A as published in 1934 (You can downshyload copies of it at wwwAirwebFAA gov-look under Aeronautical Bulshyletins) Where FAA Part 23 now reshyquires limit load factors of 38 for normal category and 60 for aeroshybatic category the Bulletin 7 A limit load was mathematically derived as a function of power loading in our Fokker the limit load factor became 42-not much different
I should mention that limit loads require a further safety factor of 15 against yielding or failure of the steel
The engine thrust was derived in easy calculations seen in Dick Hisshycoxs (the DH Beaver designer) text Lightplane Design Another valushy
4
GRAVITY LOADS APPLIED TO FRONT FRAME Loads to be multiplied by N=42 for analysis
MEMBER NOTATIONS
able book was Analysis and Design of Flight Vehicle Structures by EF Bruhn Both texts are probably part of a DERs library
The complex tubing structure was plotted and entered into the computer analysis using software called Multiframe 3D The very hard part of the analysis laborishyously done so many years ago with pencil and slide rule had been the resolution of forces along the many paths and directions of the tubular structure This was resolved in secshyonds by computer I include comshyputer diagrams showing the memshybers for one of the loading cases After the loading cases for weight thrust and torque were spit out by the computer these were entered in a spreadsheet containing the 21 members with their lengths sizes and capacities as compression colshyumns or tension members
Wonderful-the engineering calshyculations showed the fuselage was capable of carrying the new engine
Without getting into the comshyplexities of the computer and papershywork analysis I would say that this approach is much easier safer and more appropriate than the static load test which Bob agonized over for his reported four and one-half years I admit I agonized and fussed over my situation for nine months before being granted approval The procedures are not dead easy and require the help of an engineer and preferably a DER familiar with airshycraft design requirements
Lwould caution that the landing gear loads are derived from differshyent calculations entirely unrelated to engine swaps The loading of tail ballast on the other end of a landshying gear pivot to amplify a down load on an engine mount could reshysult in overload of the landing gear
The computer makes simultashyneous solutions of all members assuming linear deformations of members and precise section propshyerties A more accurate analysis is possible than in 1928 due to the many redundant members in the truss having to be solved separately
loads in KIPS
when done by hand Some check analysis was done by hand (nonshycomputer) to verify
One further caution As more engine weight is installed and balshyanced by tail ballast the moment of inertia in pitching movement beshycomes greater All this added weight out at the extremities of the airplane reduces the control response of the elevators I think this is particularly noticeable when power-off and rounding out for landing
As more and more artifacts are pulled out of bushes and barns which require dependable engines this situation described by Bob Lock
will come up Hopefully the comshyputer age can be employed to make these engine swaps safe and easy Please dont call me for detailed help on this as every case is different and it requires an engineer at close proximity to your airplane and its problems to be able to analyze it
I only came to meet and know Bob Lock in the 2003 National Air Tour and found him to be a superb pilot and mechanic and a real genshytleman I thank him for his many informative articles
Sincerely Clark G Seaborn Calgary Alberta Canada
VINTAGE AIRPLANE 5
Captions and photos by Sparky Barnes Sargent Photos by HG Frautschy are noted
Above The new Vintage Hangar peeks out between the trees in the VAA area which has been newly reconfigured opening up the front lawn to be more open with plenty of room for displayshying aircraft and hosting the new Vintage in Review program
Left An EAA Seaplane Base volunteer reels in a fish as a J-3 Cub casts its golden reflection across the lake (She released the fish after catching it)
VINTAGE AIRPLANE 7
Jerry Langley and Ed Kale (VAA member) of Matshythews North Carolina were all smiles on a rainshy
soaked Wisconsin day and for good reason They were proudly standing under the protective wing of their 1941 Aeronca 65shyCA Super Chief which they finshyished restoring earlier this year The restoration took them eight years on and off The first year or so they concentrated on buildshying new ribs and spars But then they took a hiatus for a couple of years according to Ed and then worked especially hard for the past two years Jerry made the first flight in the plane this March says Kale As far as climb-out that thing went like a
scalded rabbit We were in a Cessna 172 chase plane and we couldnt get as high as he did as fast as he did When asked why they were inspired to acquire the Super Chief Langley quickly responds with a hearty laugh Well
its our age Actually it s a little bit younger We were looking for a younger girl so we found one Langley and Kale had each helped restore an airplane before tackling the Super Chief as their own project They also fly with the Civil Air Pa shytrol and have been coming to Oshkosh for about 15 years As for the Super Chiefs future Kale smiles broadly as he proshyclaims Were going to fly the wheels off of it Shes not a hangar queen
John Hupe of Wamego Kansas has been coming to Oshkosh in N2123V his 1948
Cessna 120 since 1975 He first soloed in a Cessna 150 in 1968 while he was in navigashytor school in the Air Forceshythe aero club at McClellan Air Force Base rented the plane for $350 an hour wet Hupe says its the people who keep him coming to AirVenture And then theres always something new and unusual here The week gets away reshyally fast-we like to go to the seaplane base one day and on a rainy day we go over to the museum and we do take in some of the forums
Another important aspect of the show for him is the family atmosphere We even brought my 87-year-old mother to the show two years ago and she enjoyed it Hupe recalls Each of my three sons started coming when they were about 3 years old Now one of my sons Brian flies an Aeronca Champ and another son Jason flies a Chief And the other son Kevin wants to fly
Hupe has inspired his family and friends to become interested in aviation and he started giving rides to folks many years ago Some of them went on to get their private certificate He says with a pleasant smile I really love flying and if 1can impart that to other people thats rewarding
8 OCTOBER 2009
Brothers Ryan and Cory Johnson of Dodgeville Wisconsin are only in their 20s but theyve already been coming to Oshkosh for 25 years They are the third generation of aviators in their family and theyve been helping their father restore several airplanes throughout the years Ryan just earned his airframe and powerplant certificate Cory is currently working on his flight instructor certificate
and nurturing a dream to become a competitive aerobatic air show pilot The brothers are obviously hooked on aviation and with good-natured laughter they explain that theyve had the conversation at times about what our lives would be like without aviation-and we cant imagine it Its all we do is work on airplanes Thats the center of our lives
So it isnt surprising that they are bubbling over with enthusiasm when they explain their attraction to AirshyVenture We just cant wait to come back It it just builds every year from winter into spring and you talk to people about the projects theyre working on and if they will be here this year Its the anticipation of whos going to be here and whos going to be flying whatThis year they were at the fly- in with N4469H a gleamshying 1948 Piper PA-15 Vagabond that they restored from the ground up for owner Donal Halloran of Marshshyfield Wisconsin It won the Reserve Grand Champion - Silver Lindy (Classic - September 1945-1955)
Steve Rusinowski of Royal Oak Michigan started flyshying hang gliders in 1978 And when he isnt flyshy
ing N1772K-a 1946 Luscombe 8E that he and two other pilots own-he just might be flying his Schleicher ASW-15 or Glasair He was interested in the Luscombe he says I just always wanted to try a taildragger and somebody we know who is based near us has an 8A So I got some dual with him and it was fun If I need to
get somewhere I fly my Glasair-thats the traveling machine and I fly it IFR I bought it here about six years ago Rusinowski has been coming to AirVenture about six of the last 10 years and its primarily the airplanes that keep
him coming The thing about Oshkosh is that they cater not just to the vintage people and not just the homebuilders theyve got the warbirds the ultralights and the light sport Everybodys welcome and its so well run and organizedshythat s the key Its aviation people and everybodys having fun-even in the rain
VINTAGE AIRPLANE 9
good friend and experienced pilot Brian Van Wagnen to help him meet that challenge
Jerry and Fern Lugten (Vinshytage members) of Leslie Michigan have owned N66294 a 1943 Howard
DGA-15P since October 2007 Were enjoying it immensely shares JerryIve been a Howard fan for many years and we finally had an opportunity to get one ourselves AI Lund had a couple of his Howards here one day and I was talking with him about buying one-Ill never forget what he said Just go out and get one you will not be sorry And we did Jerry knew that flying his 1939 Luscombe had not given him enough experience to safely transition to the Pratt amp Whitneyshypowered Howard so he asked
Jerry started coming to Oshkosh in his Luscombe in 1974 and hasnt missed a year yet The last two years hes flown his Howard instead His wife Fern smiles when she says Im just a passenger but a very happy one I do enjoy being here its a very relaxing week for me Sometimes I wander around with Jerry and sometimes I just sit under the wing with my book And now we have a lot of family and friends who stay with us and thats fun
N 3 4841 a 1945 Call-Air Model A is powered by a Lycoming 0-235 It is an early example of the model bearing serial number 5 and is registered to Per Anderas of Green Bay Wisconsin Look at the overall configuration of this
plane and you just might see a resemblance to a Kinner Sportster Also note the cowboy and bucking bronco silhouette on the tail-an icon ic symbol of Wyoming which was the home of Call Aircraft The Call family deshysigned the airplane prior to World War II and it went into production after the war The Call-Air first fulfilled a role as a workhorse for high-country ranchers and when design rights changed hands in the 1960s the airshyplane was configured for crop spraying
10 OCTOBER 2009
Glenn Hake of Byron Illinois has been atshytending the fly-in since 1971 This year even
under rainy skies he just couldnt hide his enthusiasm for N7695B his 1958 Bellanca 14-19-2 Cruiseshymaster Ive had it for 20 years and I think Ill keep it for a while I was interested in a four-place taildragger and I was looking at Stinsons and 170s but this caught my eye and it was a great value for the same price-or acshytually less-and a heck of a lot more airplane I cruise about 175 mph with a fuel burn of about 13 gph or with fuel prices the way they are now I can cruise at 150 mph and burn about 105 gph Its got a useful load of 900 pounds so its got 600 pounds after you fill it up with gas So it was the perfect airplane for me my wife and son and our bags Ive logged around 1000 hours on it so far His Cruisemaster has a fuel capacity of 50 gallons and is powered by a 23-hp Continental 0-470 engine When Hake isnt flyshying his Bellanca youll probably find him working on his Hatz project or volunteering at Ogle County Airport an awardshywinning grassroots airport southwest of Rockford Illinois
5everallong-nosed Fairchild 24R-46s were nestled side-by-side in the Vintage area In the foreground is N81326 manufactured in 1946 and registered to Ted Camp of Beverly Hills Michigan Ninety-five of these models are currently on the FAA registry
Theres just something about a Great Lakes biplane that makes you stop and savor it N847K was manufactured in
1929 and has a 200-hp Ranger 6-440-C engine Its owned by Terry and Doug Gardner of St Louis Missouri
VINTAGE AIRPLANE 11
Its always interesting to see look-alike airplanes on the field-theyre a good test for ones powers of observation At first glance the similarities are striking between these 1950 Cessnas- but if you look closely youll note several difshyferences between them In the foreground is N9436A a Model 140A which is registered to David Pyeatt of Northshyridge California N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza California
Whats a trip to AirVenture without going to the EAA Seaplane Base Thomas and Kimberly Hicksons good-looking 1957 Cessna 180A taxis into the base after making several flights from the lake
12 OCTOBER 2009
Ahandful of lovely Beech Staggerwings graced the grassy fields this year N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples Florida
Sixty years after AI Mooney deshysigned the retractable-gear Culver Cadet the tiny airplanes are still charming pilots This
pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field N34895 a 1941 Model LFA was origishynally powered by a Franklin engine but now flies with a C-85 lt is owned by Ken and Lorraine Morris of Poplar Grove Illinois and bears the factory deluxe paint scheme Its look-alike N34791 is a 1941 Model LCA (Contishynental engine) owned by Gene Morris of Westlake Texas Cadets can cruise at 128 mph and have a landing speed of 55 mph Well have a feature story on the Cadets in an upcoming issue
From polished to painted there was an excellent showing of Swift aircraft this year
N2708W a 1950 Temco GCshy1 B Swift is seen here at the front of the line Registered to Scott Naumann of Arroyo Grande California it reminds us that Swift pilots travel re shyspectable distances
VINTAGE AIRPLANE 13
The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949
This 1943 Stinson V77 was a handshysome addition to the vintage flightshy
line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year
Brilliant purple with bright red trim set this 1952 170B apart from
its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington
14 OCTOBER 2009
Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
bull CRANKSHAFT GRINDING bull CRANKSHAFT BALANCING bull CAMSHAFT GRINDING bull MAGNAFLUXING bull CONNECTING RODS bull STARTER ADAPTERS bull ROCKER ARMS bull ULTRASONIC INSPECTIONS bull TAPPET BODIES bull CUSTOM MACHINING bull COUNTERWEIGHTS bull PLATING
Every part is the tightest Original Equipment Manufacturers specifications Our quality control continually tests repairs and certifies new repairs to keep the cost of aircraft engine maintenance down The quality really does go in each re-machined part before the yellow tag goes on
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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Upcoming Major Fly-Ins Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ) Casa Grande AZ October 22-24 2009 wwwCopperstateorg
Southeast Regional Fly-In Middleton Field Airport (GZH) Evergreen Al October 23-252009 www5ERFlorg
US Sport Aviation Expo Sebring Regional Airport (SEFl Sebring Fl January 21 -24 2010 www5port-Aviation-Expocom
AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany April 8-11 2010 wwwAero-Friedrichshafencoml htmllen
Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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Classified Display Ads One column wide (2 167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND EAAs VINTAGE AIRCRAFT ASSOCIATION
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 cll ie7025aolcom gdallbllereaaorg
Secretary Treasurer Steve Nesse Cha rles W Harris
2009 Highland Ave 7215 East 46th Sl Albert Lea MN 56007 Tulsa OK 7414 7
507-373-1 674 918-622-8400 stl les2009ivecom cwhhv5ucom
DIRECTORS Steve Bende r Jeannie Hill
85 Brush Hill Road PO Box 328 Sherborn MA 01 770 Harvard IL 60033-0328
508-653-7557 815-943-7205 ss t l OCol1lcastnet
David Bennett Espie Butch Joyce 375 Killdeer Ct 704 N Regional Rd
Lincoln CA 95648 Greensboro NC 27409 9 16-645 -8370 336-668-3650
antiqllerillreacil com windsockaol com
Jerry Brown Dan Knutson 4605 Hickory Wood Row 106 Tena Ma ri e Circle
Greenwood IN 46 143 Lcdi WI 53555 317-422-9366 608-592-7224
Ibrown4906aoicom odicubcllarter ef
Dave Clark Steve Krog 635 Vestal Lane 1002 Heather Ln
Plainfield IN 46168 Hartford WI 53027 317-839-4500 262-966-7627
davecpdattnet sskrogaoi(om
John S Copeland Robert D Bob Lumley l A Deacon Street 1265 South 124th St
Northborough MA 01 532 Brookfield WI 53005 508-393-4775 262-782-2633
copelald Jjlmocom lumperexecpccom
Phil Coulson S H Wes Schmid 284 15 Spri ngbrook Dr 2359 Lefeber Avenue
Lawton MI 49065 Wauwatosa WI 532 13 269-624-6490 414-77 1-1 545
rcouso S16Cscom sltschmidgmoilcom
Dale A Gustafson 7724 Shady Hills Dr
Indianapolis IN 46278 317-293-4430
daleaye(ggtt1lS1J com
DIRECTORS EMERITUS
Robert C Brauer EE Buck Hilbert 9345 S Hoyne 8102 Leech Rd
Chicago IL 60643 Union IL 601 80 805-782-97 13 815-923-459 1
photopilotaolcom buck7acgmaicom
Gene Chase Gene Morris 2159 Carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-23 1-5002 817-49 1-9110
GRCHAltfYharternet genem oisCharter llet
Ro nald C Fritz John Turgyan 15401 Sparta Ave PO Box 219
Kent City MI 49330 New Egypt NJ 08533 616-678-50 12 609-758-2910
- -
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircm(torg wwwairventureorg wwweaaorgmemberbenefits E-Mail vintageairaa(leaaorg
EAA and Division Membership Services (800 AM-700 PM Monday-Friday CST) 800-564-6322 FAX 920-426-4873 wwweaaargjmemberbenefits membershipeaaarg
bullNewrenew memberships bullAddress changes bullMerchandise sales Gift memberships
EM AirVenture Oshkosh 888-322-4636 wwwairventureorg airventureeaaarg
Sport Pilot Light-Sport Aircraft Hotline 877-359-1232 wwwsportpilotarg sportpiloteaaarg
Programs and Activities
Auto Fuel STCs 920-426-4843 dwalkereaaar
Education Aeroscholars 920-426-6570 mrabbinseaaarg
bull EM Air Academy 920-426-6880 wwwairacademyarg airacademyeaaorg
bull EM Scholarships 920-426-6823 schalarshipseaaarg
Right Instructor information 920-426-6801 wwweaaorgfnafi tdeimereaaorg
Library ServicesResearch 920-426-4848 slurveyeaaorg
Benefits
AUA Vintage Insurance Plan 800-727-3823 wwwauaanlinecam
EM Aircraft Insurance Plan 866-647-4322 wwweaaargjmemberbenefits membershipeaaarg
EM VISA Card 800-853-5576 ext 8884
EM Hertz Rent-A-Car Program 800-654-2200 wwweaaargjhertz membershipeaaarg EM Enterprise Rent-A-Car Program 877-421-3722 wwweaaorgjenterprise membershipeaaarg
Editorial 920-426-4825 wwwvintageaircraftorg vintageeaaarg
VAA Office FAX 920-426-6579 tboakseaaarg
EAA Members Information Une 888-EAAmiddotINFO (322-4636) Use this toll-free number for information about AirVenture Oshkosh aeromedical and technical aviation questions
chapters and Young Eagles Please have your membership number ready when calling Office hours are 815 am - 500 pm (Monday - Friday CST)
MEMBERSHIP INFORMATION EAA lAC
Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
no t included) (A dd $ 1 8 fo r ForeignEAA SPORT PILOT Postage)
Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS $20 per year Current EAA members may join the EAA
EAA Me m bers h ip and EAA SPOR T Warbi rds of America Division and receive PILOT magazine is available fo r $40 per WARBIRDS magazine for an additional $4S year (SPORT AVIATION magaZine not inshy per year cluded) (A dd $16 for Foreign Postage) EAA Membership WA RBIRDS magashy
zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $SS per
Current EAA m em bers m ay jo in the year (SPORT AVIATION magazine not in shyVin tage Aircraft Associat ion and receive cluded) (A dd $7 for Foreign Postage) VINTAGE AIRPLANE magaZine for an adshydi tional $36 per year FOREIGN MEMBERSHIPS
EAA Membership VINTAGE AIRPLANE Please submit your remit tan ce with a magazine and one year membership in the EAA check or draft drawn on a Un ited States Vintage Aircraft Association is available for $46 bank payable in Uni ted States dollars Add per year (SPORT AVIATION magaZine not inshy required Foreign Postage amount for each cluded) (Add $7 for Foreign Postage) membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright e2009 by the EAA Vintage Aircraft Association All rights reserved VINTAGE AIRPLANE (USPS 062middot750 ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EAA members and $46 for non-EAA members Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 615 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Members are encouraged to submH stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to EdHor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EAAreg and EAA SPORT AVIATIONreg the EAA Logoreg and AeronauticaM are registered trademarks trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
40 O C TOBER 2009
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Preserving the Vintage Fleet Vintage DER application process checklist now available
Interested in becoming apshypOinted as a vintage designated engineering represen ta ti ve (VDER) to help with the unique challenge of preserving the vinshytage fleet A new checklist creshyated by EAA and the FAA will help with the application process and its now available through the Vintage Aircraft Association (VAA) website at www Vintage Aircraftorg Since the VDER desshyignation was announced by the FAA during this years EAA AirVenshyture Oshkosh a number of memshybers have expressed a desire to apshyply for appointment as a VDER
Some of those members have asked what the next step is in the process to become a VDER the checklist outlines the proshycess and all of it is overseen by the FAA The most important asshypect of the application process is to read FAA Order 8IOO8C lts rather dry but the applicashytion process is actually contained in that document (see Chapter 4) Also as stated in the openshying paragraphs of Chapter 4 you should contact the FAA stating your interest in the program In the case of the VDER program you should contact David Swartz or Kevin Kendall as noted on the second page of the checkshylist The process is identical for the previous DER program if youre already a DER then you can work directly with your curshyrent aircraft certification office and either David or Kevin to add the VDER designation If youve never been a DER (and most of the folks expressing interest in the VDER program are not yet a DER) then the entire DER applishycation process must be followed
The outlinechecklist is 10shy
2 OCTOBER 2009
cated here www VintageAircraft orgderder _checklistpdf
Keep in mind that this proshygram is run entirely by the FAA and all matters related to apshypointments as VDERs are at the FAAs discretion The VDER desshyignation is simply an addition to an already existing program within the FAA and all proceshydures and policies in place for the DER program will also apply to VDERs
Were pleased to see so much interest in the program and we appreciate the willingness of the FAA to add this designation to the DER program We look forward to hearing back from the FAA when its first group of VDERs is appointed
Changes Proposed for Pilot Flight Instructor Rules
The FAA has issued a notice of proposed rulemaking (NPRM) for changes to rules governing certishyfication of pilots flight instrucshytors and pilot schools Accordshying to the FAA the reasons for these revisions include changing aviation technologies recent reshysearch findings and a rededishycated focus on ensuring that pishylots have adequate training and qualifications to operate safely in the national airspace system
The proposals include requirshying pilot-in-command (PIC) proshyficiency checks for pilots who act as PIC of Single-piloted turbojetshypowered airplanes allowing pilot applicants to apply for a private pilot certificate and an instrument rating simultaneously and making allowance in the rule to provide for the issuance of standard US pilot certificates on the basis of an
international licensing agreement between the FAA and a foreign civil aviation authority (such as in
place with Canada) The FAA is also proposing that
pilot schools can use Internetshybased training programs withshyout requiring a physical groundshytraining facility The FAA is also proposing to allow pilot schools and provisional pilot schools to apply for a combined private pishylot certificate and instrument ratshying course In addition the FAA proposes revisions to the definishytion of complex airplane
Public comments must be submitted to the FAA on or beshyfore November 30 2009 Inshystructions on submitting a comshyment are contained within the NPRM To access the NPRM and the link visit wwwEAAorg news20092009-09-03_nprmasp
VAA Election Results During the annual membershy
ship meeting of the Vintage Aircraft Association President Geoff Robison reported a total of 89 ballots were received and counted by Secretary Steve Nesse and himself (The officers not up for election are asked to total the vote tally) The following offishycers and directors were elected to two-year terms
OFFICERS Vice President George Daubshy
ner Treasurer Charlie Harris
DIRECTORS David Bennett Jerry Brown John S Jack Copeland Phil Coulson Dale Gustafson Dan Knutson Wes Schmid
Minutes of the VAA annual membership meeting are avail shyable upon written request
VAA Hall of Fame Induction The Experishy
mental Airshycraft Assoshyciation will recognize the
contributions of six aviators
on October 16 as it inducts them
into the EAA Hall of Fame during a
banquet at the EAA Aviation Center
The six aviators represent the specshytrum of aviation wi thin the EAA membership and have achieved noshytable successes within their parshyticular realm of flight Among
them will be keynote speaker Bob Hoover the 2009 International Aerobatic Club inductee who is one of todays most notable aviashytors with accomplishments in the military as a test pilot and as a legendary air show performer
Other inductees include Lance Neibauer (Homebuilders) the late Stephen Pitcairn (Vintage Airshycraft Association) George Baker (Warbirds of America) Roy Pinner (Ultralights) and Paul Sanderson (NAFI-Flight Instruction)
This years six inductees join othshyers who have made a remarkable contribution to the aviation comshymunity said Tom Poberezny EAA chairman and president Their inshyclusion into the EAA Hall of Fame is not only a testament to their passion and determination but also an inshyspiration to the rest of us of the posshysibilities within the world of flight
The public is invited to attend and participate at the EAA Hall of Fame induction dinner Tickshyets and additional inductee inshyformation are available through EAAs secure website at wwwEAA orghalloffame
continued on page 38
CALL FOR VAA HALL OF FAME NOMINATIONS
Nominate your favorite aviator for the EAA Vintage Aircraft Association Hall of Fame A huge honor could be bestowed upon that man or woman working next to you on your airplane Sitting next to you in the chapter meeting or walking next to you at EAA AirVenture Oshkosh Think about the people in your circle of aviation friends the mechanic photographer or pilot who has shared innumerable tips with you and with many others They could be the next VAA Hall of Fame inshyductees-but only if they are nominated
The person you nominate can be a citizen of any country and may be living or deceased and his or her involvement in vintage aviation must have occurred between 1950 and the present day His or her contribution could be in the areas of flying design mechanical or aerodyshynamic developments administration writing some other vital and relevant field or any combination of fields that support aviation The person you nomishynate must be or have been a member of the Vintage Aircraft Association and prefshyerence is given to those whose actions have contributed to the VAA in some way perhaps as a volunteer a restorer who shares his expertise with others a writer a photographer or a pilot sharing stories preserving aviation history and encourshyaging new pi lots and enthusiasts
To nominate someone is easy It just takes a little time and a little reminiscshying on your part
bull Think of a person think of his or her contributions
bull Write those contributions in the various categories of the form
Write a simple letter highlighting these attributes and contributions Make copies of newspaper or magazine artishycles that may substantiate your view
If you can have another person complete a form or write a letter about this person confirming why the person
is a good candidate for induction Mail the form to VAA Hall of Fame Charles W Harris Chairman 7215 East 46th St Tu lsa OK 74147
Remember your contemporary may be a candidate nominate someone today
Find the nomination form at www VintageAircraftorg call the VAA office for a copy (920-426-6110) or on your own sheet of paper simply include the followshying information
bull Date submitted bull Name of person nominated bull Address and phone number of nominee bull Date of birth of nominee If deceased date
of death bull Name and relationship of nominees closshy
est living relative bull Address and phone of nominees closest
living relative bull E-mail address of nominee bull Time span (dates) of the nominees conshy
tributions to aviation (Must be between 1950 to present day)
bull VAA and EAA number if known (Nominee must have been or is aVAA member)
bull Area(s) of contributions to aviation bull Describe the event(s) or nature of activishy
ties the nominee has undertaken in aviashytion to be worthy of induction into the VAA Hall of Fame
bull Describe achievements the nominee has made in other related fields in aviation
bull Has the nominee already been honored for his or her involvement in aviation and or the contribution you are stating in this petition If yes please explain the nature of the honor andor award the nominee has received
bull Any additional supporting information bull Submitters address and phone number
plus e-mail address Include any supporting material with your
petition
VINTAGE AIRPLANE 3
SEND YOUR COMMENTS AND QUESTIONS TO VAA LETTERS TO THE EDITOR
PO Box 3086 OSHKOSH WI 54903-3086
OR YOU CAN E-MAIL THEM TO vintageaircrafteaaorg
1OOLL Issues Robert Locks article in the Aushy
gust 2009 Vintage Airplane (liMy Thoughts on Radial Engines) was interesting I have been flying Cessna 195s for 30 years with the Jacobs engine and can appreciate the technology improvements the Jacobs had over the older radials and the improvements that are still being made to the Jacobs engine The reason he is having trouble with 100LL is that the lead presshyent in 100LL is four times higher than in 8087 which has only 05 grams per gallon 100LL was an outgrowth of the old 100130 that usually had 3 grams per gallon By refining changes limiting the lead to 2 grams per gallon and adding toluene the new 100LL meets the 100130 fuel specification It can be used in engines designed for 8087 but often not without lead fouling problems So the chemical deposits Robert is seeing in the combustion chambers of his engines are subshystantially the result of the high lead content in 100LL
I saw exhaust valve leakage and valve guide problems on my Cessna 195 jump after 8087 became unshyavailable Many folks feel Marvel Mystery Oil added to the fuel helps keep the lead from forming hard deposits MMO is essentially a solshyvent with wintergreen added and is not an approved additive by the FAA TCP is another additive which helps prevent lead deposits and is approved I personally never found that either of these additives re-
OCTOBER 2009
duced my exhaust valve problems Recently steel exhaust valve seats
were approved and have became available on the Jacobs engines reshyplacing the aluminum bronze seats which seemed to be more suscepshytible to lead deposits sticking to them I had the conversion installed on all my cylinders after only 200 SMOH because of extensive exhaust valve and guide problems So far afshyter 140 hours the results look good but time will tell if this solves our valve problems
Keep them flying David Cole Willis Texas
Design Check for a Major Alteration
I was greatly interested in Robert Locks article in the May 2009 Vinshytage Airplane Some Thoughts on Restoration and Airworthiness It made me wish that an article like this by an experienced master like Bob had been published 30 or 40 years ago Bob has magnificently clarified some of the machinations of the apshyproving administrations-the FAA and in Canada Transport Canada
I did think that Bob was forced to take some unnecessarily difficult and perhaps risky load testing proshycedures to verify the structural adshyequacy of an airplane for an engine swap There are perhaps easier solushytions in this the computer age
I should mention that in the 1970s I restored a 1933 Waco and as the W670 220-hp Continental was barely over the original apshy
proved 210-hp engine in weight and horsepower the authorities in my country easily approved the engine substitution as typically allowed in the FAA 337 forms for similar aircraft
Not so when in the 1990s I launched on a similar but maybe slightly more daunting project a 1929 Fokker Super Universal At the outset I figured the engine swap from the original PampW R1340 Wasp C to the later and more reliable R1340 Wasp S3H1 would be a simshyple 20-minute field approval Alshythough the engine specs indicated the horsepower would be upped from 420 to 550 by controlling the rpm with an authentic fixedshypitch ground-adjustable prop I could keep the power down to 450 which had been okayed in field apshyproval paperwork from the 1930s
With the airplane 99 percent comshyplete the engine running and only the paperwork to finish I was advised by the authorities that this wouldnt do I was reqUired to provide a design check on the front fuselage frame for the increased weight torque and thrust of the later engine for the limshyiting horsepower of 450 Yuck
I chose to get some advice from my local DER (deSignated engineershying representative) We decided to use the design criteria established in an earlier document as being most appropriate-we chose US Departshyment of Commerce Bulletin 7 A as published in 1934 (You can downshyload copies of it at wwwAirwebFAA gov-look under Aeronautical Bulshyletins) Where FAA Part 23 now reshyquires limit load factors of 38 for normal category and 60 for aeroshybatic category the Bulletin 7 A limit load was mathematically derived as a function of power loading in our Fokker the limit load factor became 42-not much different
I should mention that limit loads require a further safety factor of 15 against yielding or failure of the steel
The engine thrust was derived in easy calculations seen in Dick Hisshycoxs (the DH Beaver designer) text Lightplane Design Another valushy
4
GRAVITY LOADS APPLIED TO FRONT FRAME Loads to be multiplied by N=42 for analysis
MEMBER NOTATIONS
able book was Analysis and Design of Flight Vehicle Structures by EF Bruhn Both texts are probably part of a DERs library
The complex tubing structure was plotted and entered into the computer analysis using software called Multiframe 3D The very hard part of the analysis laborishyously done so many years ago with pencil and slide rule had been the resolution of forces along the many paths and directions of the tubular structure This was resolved in secshyonds by computer I include comshyputer diagrams showing the memshybers for one of the loading cases After the loading cases for weight thrust and torque were spit out by the computer these were entered in a spreadsheet containing the 21 members with their lengths sizes and capacities as compression colshyumns or tension members
Wonderful-the engineering calshyculations showed the fuselage was capable of carrying the new engine
Without getting into the comshyplexities of the computer and papershywork analysis I would say that this approach is much easier safer and more appropriate than the static load test which Bob agonized over for his reported four and one-half years I admit I agonized and fussed over my situation for nine months before being granted approval The procedures are not dead easy and require the help of an engineer and preferably a DER familiar with airshycraft design requirements
Lwould caution that the landing gear loads are derived from differshyent calculations entirely unrelated to engine swaps The loading of tail ballast on the other end of a landshying gear pivot to amplify a down load on an engine mount could reshysult in overload of the landing gear
The computer makes simultashyneous solutions of all members assuming linear deformations of members and precise section propshyerties A more accurate analysis is possible than in 1928 due to the many redundant members in the truss having to be solved separately
loads in KIPS
when done by hand Some check analysis was done by hand (nonshycomputer) to verify
One further caution As more engine weight is installed and balshyanced by tail ballast the moment of inertia in pitching movement beshycomes greater All this added weight out at the extremities of the airplane reduces the control response of the elevators I think this is particularly noticeable when power-off and rounding out for landing
As more and more artifacts are pulled out of bushes and barns which require dependable engines this situation described by Bob Lock
will come up Hopefully the comshyputer age can be employed to make these engine swaps safe and easy Please dont call me for detailed help on this as every case is different and it requires an engineer at close proximity to your airplane and its problems to be able to analyze it
I only came to meet and know Bob Lock in the 2003 National Air Tour and found him to be a superb pilot and mechanic and a real genshytleman I thank him for his many informative articles
Sincerely Clark G Seaborn Calgary Alberta Canada
VINTAGE AIRPLANE 5
Captions and photos by Sparky Barnes Sargent Photos by HG Frautschy are noted
Above The new Vintage Hangar peeks out between the trees in the VAA area which has been newly reconfigured opening up the front lawn to be more open with plenty of room for displayshying aircraft and hosting the new Vintage in Review program
Left An EAA Seaplane Base volunteer reels in a fish as a J-3 Cub casts its golden reflection across the lake (She released the fish after catching it)
VINTAGE AIRPLANE 7
Jerry Langley and Ed Kale (VAA member) of Matshythews North Carolina were all smiles on a rainshy
soaked Wisconsin day and for good reason They were proudly standing under the protective wing of their 1941 Aeronca 65shyCA Super Chief which they finshyished restoring earlier this year The restoration took them eight years on and off The first year or so they concentrated on buildshying new ribs and spars But then they took a hiatus for a couple of years according to Ed and then worked especially hard for the past two years Jerry made the first flight in the plane this March says Kale As far as climb-out that thing went like a
scalded rabbit We were in a Cessna 172 chase plane and we couldnt get as high as he did as fast as he did When asked why they were inspired to acquire the Super Chief Langley quickly responds with a hearty laugh Well
its our age Actually it s a little bit younger We were looking for a younger girl so we found one Langley and Kale had each helped restore an airplane before tackling the Super Chief as their own project They also fly with the Civil Air Pa shytrol and have been coming to Oshkosh for about 15 years As for the Super Chiefs future Kale smiles broadly as he proshyclaims Were going to fly the wheels off of it Shes not a hangar queen
John Hupe of Wamego Kansas has been coming to Oshkosh in N2123V his 1948
Cessna 120 since 1975 He first soloed in a Cessna 150 in 1968 while he was in navigashytor school in the Air Forceshythe aero club at McClellan Air Force Base rented the plane for $350 an hour wet Hupe says its the people who keep him coming to AirVenture And then theres always something new and unusual here The week gets away reshyally fast-we like to go to the seaplane base one day and on a rainy day we go over to the museum and we do take in some of the forums
Another important aspect of the show for him is the family atmosphere We even brought my 87-year-old mother to the show two years ago and she enjoyed it Hupe recalls Each of my three sons started coming when they were about 3 years old Now one of my sons Brian flies an Aeronca Champ and another son Jason flies a Chief And the other son Kevin wants to fly
Hupe has inspired his family and friends to become interested in aviation and he started giving rides to folks many years ago Some of them went on to get their private certificate He says with a pleasant smile I really love flying and if 1can impart that to other people thats rewarding
8 OCTOBER 2009
Brothers Ryan and Cory Johnson of Dodgeville Wisconsin are only in their 20s but theyve already been coming to Oshkosh for 25 years They are the third generation of aviators in their family and theyve been helping their father restore several airplanes throughout the years Ryan just earned his airframe and powerplant certificate Cory is currently working on his flight instructor certificate
and nurturing a dream to become a competitive aerobatic air show pilot The brothers are obviously hooked on aviation and with good-natured laughter they explain that theyve had the conversation at times about what our lives would be like without aviation-and we cant imagine it Its all we do is work on airplanes Thats the center of our lives
So it isnt surprising that they are bubbling over with enthusiasm when they explain their attraction to AirshyVenture We just cant wait to come back It it just builds every year from winter into spring and you talk to people about the projects theyre working on and if they will be here this year Its the anticipation of whos going to be here and whos going to be flying whatThis year they were at the fly- in with N4469H a gleamshying 1948 Piper PA-15 Vagabond that they restored from the ground up for owner Donal Halloran of Marshshyfield Wisconsin It won the Reserve Grand Champion - Silver Lindy (Classic - September 1945-1955)
Steve Rusinowski of Royal Oak Michigan started flyshying hang gliders in 1978 And when he isnt flyshy
ing N1772K-a 1946 Luscombe 8E that he and two other pilots own-he just might be flying his Schleicher ASW-15 or Glasair He was interested in the Luscombe he says I just always wanted to try a taildragger and somebody we know who is based near us has an 8A So I got some dual with him and it was fun If I need to
get somewhere I fly my Glasair-thats the traveling machine and I fly it IFR I bought it here about six years ago Rusinowski has been coming to AirVenture about six of the last 10 years and its primarily the airplanes that keep
him coming The thing about Oshkosh is that they cater not just to the vintage people and not just the homebuilders theyve got the warbirds the ultralights and the light sport Everybodys welcome and its so well run and organizedshythat s the key Its aviation people and everybodys having fun-even in the rain
VINTAGE AIRPLANE 9
good friend and experienced pilot Brian Van Wagnen to help him meet that challenge
Jerry and Fern Lugten (Vinshytage members) of Leslie Michigan have owned N66294 a 1943 Howard
DGA-15P since October 2007 Were enjoying it immensely shares JerryIve been a Howard fan for many years and we finally had an opportunity to get one ourselves AI Lund had a couple of his Howards here one day and I was talking with him about buying one-Ill never forget what he said Just go out and get one you will not be sorry And we did Jerry knew that flying his 1939 Luscombe had not given him enough experience to safely transition to the Pratt amp Whitneyshypowered Howard so he asked
Jerry started coming to Oshkosh in his Luscombe in 1974 and hasnt missed a year yet The last two years hes flown his Howard instead His wife Fern smiles when she says Im just a passenger but a very happy one I do enjoy being here its a very relaxing week for me Sometimes I wander around with Jerry and sometimes I just sit under the wing with my book And now we have a lot of family and friends who stay with us and thats fun
N 3 4841 a 1945 Call-Air Model A is powered by a Lycoming 0-235 It is an early example of the model bearing serial number 5 and is registered to Per Anderas of Green Bay Wisconsin Look at the overall configuration of this
plane and you just might see a resemblance to a Kinner Sportster Also note the cowboy and bucking bronco silhouette on the tail-an icon ic symbol of Wyoming which was the home of Call Aircraft The Call family deshysigned the airplane prior to World War II and it went into production after the war The Call-Air first fulfilled a role as a workhorse for high-country ranchers and when design rights changed hands in the 1960s the airshyplane was configured for crop spraying
10 OCTOBER 2009
Glenn Hake of Byron Illinois has been atshytending the fly-in since 1971 This year even
under rainy skies he just couldnt hide his enthusiasm for N7695B his 1958 Bellanca 14-19-2 Cruiseshymaster Ive had it for 20 years and I think Ill keep it for a while I was interested in a four-place taildragger and I was looking at Stinsons and 170s but this caught my eye and it was a great value for the same price-or acshytually less-and a heck of a lot more airplane I cruise about 175 mph with a fuel burn of about 13 gph or with fuel prices the way they are now I can cruise at 150 mph and burn about 105 gph Its got a useful load of 900 pounds so its got 600 pounds after you fill it up with gas So it was the perfect airplane for me my wife and son and our bags Ive logged around 1000 hours on it so far His Cruisemaster has a fuel capacity of 50 gallons and is powered by a 23-hp Continental 0-470 engine When Hake isnt flyshying his Bellanca youll probably find him working on his Hatz project or volunteering at Ogle County Airport an awardshywinning grassroots airport southwest of Rockford Illinois
5everallong-nosed Fairchild 24R-46s were nestled side-by-side in the Vintage area In the foreground is N81326 manufactured in 1946 and registered to Ted Camp of Beverly Hills Michigan Ninety-five of these models are currently on the FAA registry
Theres just something about a Great Lakes biplane that makes you stop and savor it N847K was manufactured in
1929 and has a 200-hp Ranger 6-440-C engine Its owned by Terry and Doug Gardner of St Louis Missouri
VINTAGE AIRPLANE 11
Its always interesting to see look-alike airplanes on the field-theyre a good test for ones powers of observation At first glance the similarities are striking between these 1950 Cessnas- but if you look closely youll note several difshyferences between them In the foreground is N9436A a Model 140A which is registered to David Pyeatt of Northshyridge California N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza California
Whats a trip to AirVenture without going to the EAA Seaplane Base Thomas and Kimberly Hicksons good-looking 1957 Cessna 180A taxis into the base after making several flights from the lake
12 OCTOBER 2009
Ahandful of lovely Beech Staggerwings graced the grassy fields this year N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples Florida
Sixty years after AI Mooney deshysigned the retractable-gear Culver Cadet the tiny airplanes are still charming pilots This
pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field N34895 a 1941 Model LFA was origishynally powered by a Franklin engine but now flies with a C-85 lt is owned by Ken and Lorraine Morris of Poplar Grove Illinois and bears the factory deluxe paint scheme Its look-alike N34791 is a 1941 Model LCA (Contishynental engine) owned by Gene Morris of Westlake Texas Cadets can cruise at 128 mph and have a landing speed of 55 mph Well have a feature story on the Cadets in an upcoming issue
From polished to painted there was an excellent showing of Swift aircraft this year
N2708W a 1950 Temco GCshy1 B Swift is seen here at the front of the line Registered to Scott Naumann of Arroyo Grande California it reminds us that Swift pilots travel re shyspectable distances
VINTAGE AIRPLANE 13
The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949
This 1943 Stinson V77 was a handshysome addition to the vintage flightshy
line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year
Brilliant purple with bright red trim set this 1952 170B apart from
its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington
14 OCTOBER 2009
Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
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The 1941 Rearwin Skyranger that I currently own is the third
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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36 OCT OBER 2009
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Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND EAAs VINTAGE AIRCRAFT ASSOCIATION
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President Vice-President Geoff Robison George Daubner
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MEMBERSHIP INFORMATION EAA lAC
Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
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Copyright e2009 by the EAA Vintage Aircraft Association All rights reserved VINTAGE AIRPLANE (USPS 062middot750 ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
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40 O C TOBER 2009
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VAA Hall of Fame Induction The Experishy
mental Airshycraft Assoshyciation will recognize the
contributions of six aviators
on October 16 as it inducts them
into the EAA Hall of Fame during a
banquet at the EAA Aviation Center
The six aviators represent the specshytrum of aviation wi thin the EAA membership and have achieved noshytable successes within their parshyticular realm of flight Among
them will be keynote speaker Bob Hoover the 2009 International Aerobatic Club inductee who is one of todays most notable aviashytors with accomplishments in the military as a test pilot and as a legendary air show performer
Other inductees include Lance Neibauer (Homebuilders) the late Stephen Pitcairn (Vintage Airshycraft Association) George Baker (Warbirds of America) Roy Pinner (Ultralights) and Paul Sanderson (NAFI-Flight Instruction)
This years six inductees join othshyers who have made a remarkable contribution to the aviation comshymunity said Tom Poberezny EAA chairman and president Their inshyclusion into the EAA Hall of Fame is not only a testament to their passion and determination but also an inshyspiration to the rest of us of the posshysibilities within the world of flight
The public is invited to attend and participate at the EAA Hall of Fame induction dinner Tickshyets and additional inductee inshyformation are available through EAAs secure website at wwwEAA orghalloffame
continued on page 38
CALL FOR VAA HALL OF FAME NOMINATIONS
Nominate your favorite aviator for the EAA Vintage Aircraft Association Hall of Fame A huge honor could be bestowed upon that man or woman working next to you on your airplane Sitting next to you in the chapter meeting or walking next to you at EAA AirVenture Oshkosh Think about the people in your circle of aviation friends the mechanic photographer or pilot who has shared innumerable tips with you and with many others They could be the next VAA Hall of Fame inshyductees-but only if they are nominated
The person you nominate can be a citizen of any country and may be living or deceased and his or her involvement in vintage aviation must have occurred between 1950 and the present day His or her contribution could be in the areas of flying design mechanical or aerodyshynamic developments administration writing some other vital and relevant field or any combination of fields that support aviation The person you nomishynate must be or have been a member of the Vintage Aircraft Association and prefshyerence is given to those whose actions have contributed to the VAA in some way perhaps as a volunteer a restorer who shares his expertise with others a writer a photographer or a pilot sharing stories preserving aviation history and encourshyaging new pi lots and enthusiasts
To nominate someone is easy It just takes a little time and a little reminiscshying on your part
bull Think of a person think of his or her contributions
bull Write those contributions in the various categories of the form
Write a simple letter highlighting these attributes and contributions Make copies of newspaper or magazine artishycles that may substantiate your view
If you can have another person complete a form or write a letter about this person confirming why the person
is a good candidate for induction Mail the form to VAA Hall of Fame Charles W Harris Chairman 7215 East 46th St Tu lsa OK 74147
Remember your contemporary may be a candidate nominate someone today
Find the nomination form at www VintageAircraftorg call the VAA office for a copy (920-426-6110) or on your own sheet of paper simply include the followshying information
bull Date submitted bull Name of person nominated bull Address and phone number of nominee bull Date of birth of nominee If deceased date
of death bull Name and relationship of nominees closshy
est living relative bull Address and phone of nominees closest
living relative bull E-mail address of nominee bull Time span (dates) of the nominees conshy
tributions to aviation (Must be between 1950 to present day)
bull VAA and EAA number if known (Nominee must have been or is aVAA member)
bull Area(s) of contributions to aviation bull Describe the event(s) or nature of activishy
ties the nominee has undertaken in aviashytion to be worthy of induction into the VAA Hall of Fame
bull Describe achievements the nominee has made in other related fields in aviation
bull Has the nominee already been honored for his or her involvement in aviation and or the contribution you are stating in this petition If yes please explain the nature of the honor andor award the nominee has received
bull Any additional supporting information bull Submitters address and phone number
plus e-mail address Include any supporting material with your
petition
VINTAGE AIRPLANE 3
SEND YOUR COMMENTS AND QUESTIONS TO VAA LETTERS TO THE EDITOR
PO Box 3086 OSHKOSH WI 54903-3086
OR YOU CAN E-MAIL THEM TO vintageaircrafteaaorg
1OOLL Issues Robert Locks article in the Aushy
gust 2009 Vintage Airplane (liMy Thoughts on Radial Engines) was interesting I have been flying Cessna 195s for 30 years with the Jacobs engine and can appreciate the technology improvements the Jacobs had over the older radials and the improvements that are still being made to the Jacobs engine The reason he is having trouble with 100LL is that the lead presshyent in 100LL is four times higher than in 8087 which has only 05 grams per gallon 100LL was an outgrowth of the old 100130 that usually had 3 grams per gallon By refining changes limiting the lead to 2 grams per gallon and adding toluene the new 100LL meets the 100130 fuel specification It can be used in engines designed for 8087 but often not without lead fouling problems So the chemical deposits Robert is seeing in the combustion chambers of his engines are subshystantially the result of the high lead content in 100LL
I saw exhaust valve leakage and valve guide problems on my Cessna 195 jump after 8087 became unshyavailable Many folks feel Marvel Mystery Oil added to the fuel helps keep the lead from forming hard deposits MMO is essentially a solshyvent with wintergreen added and is not an approved additive by the FAA TCP is another additive which helps prevent lead deposits and is approved I personally never found that either of these additives re-
OCTOBER 2009
duced my exhaust valve problems Recently steel exhaust valve seats
were approved and have became available on the Jacobs engines reshyplacing the aluminum bronze seats which seemed to be more suscepshytible to lead deposits sticking to them I had the conversion installed on all my cylinders after only 200 SMOH because of extensive exhaust valve and guide problems So far afshyter 140 hours the results look good but time will tell if this solves our valve problems
Keep them flying David Cole Willis Texas
Design Check for a Major Alteration
I was greatly interested in Robert Locks article in the May 2009 Vinshytage Airplane Some Thoughts on Restoration and Airworthiness It made me wish that an article like this by an experienced master like Bob had been published 30 or 40 years ago Bob has magnificently clarified some of the machinations of the apshyproving administrations-the FAA and in Canada Transport Canada
I did think that Bob was forced to take some unnecessarily difficult and perhaps risky load testing proshycedures to verify the structural adshyequacy of an airplane for an engine swap There are perhaps easier solushytions in this the computer age
I should mention that in the 1970s I restored a 1933 Waco and as the W670 220-hp Continental was barely over the original apshy
proved 210-hp engine in weight and horsepower the authorities in my country easily approved the engine substitution as typically allowed in the FAA 337 forms for similar aircraft
Not so when in the 1990s I launched on a similar but maybe slightly more daunting project a 1929 Fokker Super Universal At the outset I figured the engine swap from the original PampW R1340 Wasp C to the later and more reliable R1340 Wasp S3H1 would be a simshyple 20-minute field approval Alshythough the engine specs indicated the horsepower would be upped from 420 to 550 by controlling the rpm with an authentic fixedshypitch ground-adjustable prop I could keep the power down to 450 which had been okayed in field apshyproval paperwork from the 1930s
With the airplane 99 percent comshyplete the engine running and only the paperwork to finish I was advised by the authorities that this wouldnt do I was reqUired to provide a design check on the front fuselage frame for the increased weight torque and thrust of the later engine for the limshyiting horsepower of 450 Yuck
I chose to get some advice from my local DER (deSignated engineershying representative) We decided to use the design criteria established in an earlier document as being most appropriate-we chose US Departshyment of Commerce Bulletin 7 A as published in 1934 (You can downshyload copies of it at wwwAirwebFAA gov-look under Aeronautical Bulshyletins) Where FAA Part 23 now reshyquires limit load factors of 38 for normal category and 60 for aeroshybatic category the Bulletin 7 A limit load was mathematically derived as a function of power loading in our Fokker the limit load factor became 42-not much different
I should mention that limit loads require a further safety factor of 15 against yielding or failure of the steel
The engine thrust was derived in easy calculations seen in Dick Hisshycoxs (the DH Beaver designer) text Lightplane Design Another valushy
4
GRAVITY LOADS APPLIED TO FRONT FRAME Loads to be multiplied by N=42 for analysis
MEMBER NOTATIONS
able book was Analysis and Design of Flight Vehicle Structures by EF Bruhn Both texts are probably part of a DERs library
The complex tubing structure was plotted and entered into the computer analysis using software called Multiframe 3D The very hard part of the analysis laborishyously done so many years ago with pencil and slide rule had been the resolution of forces along the many paths and directions of the tubular structure This was resolved in secshyonds by computer I include comshyputer diagrams showing the memshybers for one of the loading cases After the loading cases for weight thrust and torque were spit out by the computer these were entered in a spreadsheet containing the 21 members with their lengths sizes and capacities as compression colshyumns or tension members
Wonderful-the engineering calshyculations showed the fuselage was capable of carrying the new engine
Without getting into the comshyplexities of the computer and papershywork analysis I would say that this approach is much easier safer and more appropriate than the static load test which Bob agonized over for his reported four and one-half years I admit I agonized and fussed over my situation for nine months before being granted approval The procedures are not dead easy and require the help of an engineer and preferably a DER familiar with airshycraft design requirements
Lwould caution that the landing gear loads are derived from differshyent calculations entirely unrelated to engine swaps The loading of tail ballast on the other end of a landshying gear pivot to amplify a down load on an engine mount could reshysult in overload of the landing gear
The computer makes simultashyneous solutions of all members assuming linear deformations of members and precise section propshyerties A more accurate analysis is possible than in 1928 due to the many redundant members in the truss having to be solved separately
loads in KIPS
when done by hand Some check analysis was done by hand (nonshycomputer) to verify
One further caution As more engine weight is installed and balshyanced by tail ballast the moment of inertia in pitching movement beshycomes greater All this added weight out at the extremities of the airplane reduces the control response of the elevators I think this is particularly noticeable when power-off and rounding out for landing
As more and more artifacts are pulled out of bushes and barns which require dependable engines this situation described by Bob Lock
will come up Hopefully the comshyputer age can be employed to make these engine swaps safe and easy Please dont call me for detailed help on this as every case is different and it requires an engineer at close proximity to your airplane and its problems to be able to analyze it
I only came to meet and know Bob Lock in the 2003 National Air Tour and found him to be a superb pilot and mechanic and a real genshytleman I thank him for his many informative articles
Sincerely Clark G Seaborn Calgary Alberta Canada
VINTAGE AIRPLANE 5
Captions and photos by Sparky Barnes Sargent Photos by HG Frautschy are noted
Above The new Vintage Hangar peeks out between the trees in the VAA area which has been newly reconfigured opening up the front lawn to be more open with plenty of room for displayshying aircraft and hosting the new Vintage in Review program
Left An EAA Seaplane Base volunteer reels in a fish as a J-3 Cub casts its golden reflection across the lake (She released the fish after catching it)
VINTAGE AIRPLANE 7
Jerry Langley and Ed Kale (VAA member) of Matshythews North Carolina were all smiles on a rainshy
soaked Wisconsin day and for good reason They were proudly standing under the protective wing of their 1941 Aeronca 65shyCA Super Chief which they finshyished restoring earlier this year The restoration took them eight years on and off The first year or so they concentrated on buildshying new ribs and spars But then they took a hiatus for a couple of years according to Ed and then worked especially hard for the past two years Jerry made the first flight in the plane this March says Kale As far as climb-out that thing went like a
scalded rabbit We were in a Cessna 172 chase plane and we couldnt get as high as he did as fast as he did When asked why they were inspired to acquire the Super Chief Langley quickly responds with a hearty laugh Well
its our age Actually it s a little bit younger We were looking for a younger girl so we found one Langley and Kale had each helped restore an airplane before tackling the Super Chief as their own project They also fly with the Civil Air Pa shytrol and have been coming to Oshkosh for about 15 years As for the Super Chiefs future Kale smiles broadly as he proshyclaims Were going to fly the wheels off of it Shes not a hangar queen
John Hupe of Wamego Kansas has been coming to Oshkosh in N2123V his 1948
Cessna 120 since 1975 He first soloed in a Cessna 150 in 1968 while he was in navigashytor school in the Air Forceshythe aero club at McClellan Air Force Base rented the plane for $350 an hour wet Hupe says its the people who keep him coming to AirVenture And then theres always something new and unusual here The week gets away reshyally fast-we like to go to the seaplane base one day and on a rainy day we go over to the museum and we do take in some of the forums
Another important aspect of the show for him is the family atmosphere We even brought my 87-year-old mother to the show two years ago and she enjoyed it Hupe recalls Each of my three sons started coming when they were about 3 years old Now one of my sons Brian flies an Aeronca Champ and another son Jason flies a Chief And the other son Kevin wants to fly
Hupe has inspired his family and friends to become interested in aviation and he started giving rides to folks many years ago Some of them went on to get their private certificate He says with a pleasant smile I really love flying and if 1can impart that to other people thats rewarding
8 OCTOBER 2009
Brothers Ryan and Cory Johnson of Dodgeville Wisconsin are only in their 20s but theyve already been coming to Oshkosh for 25 years They are the third generation of aviators in their family and theyve been helping their father restore several airplanes throughout the years Ryan just earned his airframe and powerplant certificate Cory is currently working on his flight instructor certificate
and nurturing a dream to become a competitive aerobatic air show pilot The brothers are obviously hooked on aviation and with good-natured laughter they explain that theyve had the conversation at times about what our lives would be like without aviation-and we cant imagine it Its all we do is work on airplanes Thats the center of our lives
So it isnt surprising that they are bubbling over with enthusiasm when they explain their attraction to AirshyVenture We just cant wait to come back It it just builds every year from winter into spring and you talk to people about the projects theyre working on and if they will be here this year Its the anticipation of whos going to be here and whos going to be flying whatThis year they were at the fly- in with N4469H a gleamshying 1948 Piper PA-15 Vagabond that they restored from the ground up for owner Donal Halloran of Marshshyfield Wisconsin It won the Reserve Grand Champion - Silver Lindy (Classic - September 1945-1955)
Steve Rusinowski of Royal Oak Michigan started flyshying hang gliders in 1978 And when he isnt flyshy
ing N1772K-a 1946 Luscombe 8E that he and two other pilots own-he just might be flying his Schleicher ASW-15 or Glasair He was interested in the Luscombe he says I just always wanted to try a taildragger and somebody we know who is based near us has an 8A So I got some dual with him and it was fun If I need to
get somewhere I fly my Glasair-thats the traveling machine and I fly it IFR I bought it here about six years ago Rusinowski has been coming to AirVenture about six of the last 10 years and its primarily the airplanes that keep
him coming The thing about Oshkosh is that they cater not just to the vintage people and not just the homebuilders theyve got the warbirds the ultralights and the light sport Everybodys welcome and its so well run and organizedshythat s the key Its aviation people and everybodys having fun-even in the rain
VINTAGE AIRPLANE 9
good friend and experienced pilot Brian Van Wagnen to help him meet that challenge
Jerry and Fern Lugten (Vinshytage members) of Leslie Michigan have owned N66294 a 1943 Howard
DGA-15P since October 2007 Were enjoying it immensely shares JerryIve been a Howard fan for many years and we finally had an opportunity to get one ourselves AI Lund had a couple of his Howards here one day and I was talking with him about buying one-Ill never forget what he said Just go out and get one you will not be sorry And we did Jerry knew that flying his 1939 Luscombe had not given him enough experience to safely transition to the Pratt amp Whitneyshypowered Howard so he asked
Jerry started coming to Oshkosh in his Luscombe in 1974 and hasnt missed a year yet The last two years hes flown his Howard instead His wife Fern smiles when she says Im just a passenger but a very happy one I do enjoy being here its a very relaxing week for me Sometimes I wander around with Jerry and sometimes I just sit under the wing with my book And now we have a lot of family and friends who stay with us and thats fun
N 3 4841 a 1945 Call-Air Model A is powered by a Lycoming 0-235 It is an early example of the model bearing serial number 5 and is registered to Per Anderas of Green Bay Wisconsin Look at the overall configuration of this
plane and you just might see a resemblance to a Kinner Sportster Also note the cowboy and bucking bronco silhouette on the tail-an icon ic symbol of Wyoming which was the home of Call Aircraft The Call family deshysigned the airplane prior to World War II and it went into production after the war The Call-Air first fulfilled a role as a workhorse for high-country ranchers and when design rights changed hands in the 1960s the airshyplane was configured for crop spraying
10 OCTOBER 2009
Glenn Hake of Byron Illinois has been atshytending the fly-in since 1971 This year even
under rainy skies he just couldnt hide his enthusiasm for N7695B his 1958 Bellanca 14-19-2 Cruiseshymaster Ive had it for 20 years and I think Ill keep it for a while I was interested in a four-place taildragger and I was looking at Stinsons and 170s but this caught my eye and it was a great value for the same price-or acshytually less-and a heck of a lot more airplane I cruise about 175 mph with a fuel burn of about 13 gph or with fuel prices the way they are now I can cruise at 150 mph and burn about 105 gph Its got a useful load of 900 pounds so its got 600 pounds after you fill it up with gas So it was the perfect airplane for me my wife and son and our bags Ive logged around 1000 hours on it so far His Cruisemaster has a fuel capacity of 50 gallons and is powered by a 23-hp Continental 0-470 engine When Hake isnt flyshying his Bellanca youll probably find him working on his Hatz project or volunteering at Ogle County Airport an awardshywinning grassroots airport southwest of Rockford Illinois
5everallong-nosed Fairchild 24R-46s were nestled side-by-side in the Vintage area In the foreground is N81326 manufactured in 1946 and registered to Ted Camp of Beverly Hills Michigan Ninety-five of these models are currently on the FAA registry
Theres just something about a Great Lakes biplane that makes you stop and savor it N847K was manufactured in
1929 and has a 200-hp Ranger 6-440-C engine Its owned by Terry and Doug Gardner of St Louis Missouri
VINTAGE AIRPLANE 11
Its always interesting to see look-alike airplanes on the field-theyre a good test for ones powers of observation At first glance the similarities are striking between these 1950 Cessnas- but if you look closely youll note several difshyferences between them In the foreground is N9436A a Model 140A which is registered to David Pyeatt of Northshyridge California N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza California
Whats a trip to AirVenture without going to the EAA Seaplane Base Thomas and Kimberly Hicksons good-looking 1957 Cessna 180A taxis into the base after making several flights from the lake
12 OCTOBER 2009
Ahandful of lovely Beech Staggerwings graced the grassy fields this year N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples Florida
Sixty years after AI Mooney deshysigned the retractable-gear Culver Cadet the tiny airplanes are still charming pilots This
pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field N34895 a 1941 Model LFA was origishynally powered by a Franklin engine but now flies with a C-85 lt is owned by Ken and Lorraine Morris of Poplar Grove Illinois and bears the factory deluxe paint scheme Its look-alike N34791 is a 1941 Model LCA (Contishynental engine) owned by Gene Morris of Westlake Texas Cadets can cruise at 128 mph and have a landing speed of 55 mph Well have a feature story on the Cadets in an upcoming issue
From polished to painted there was an excellent showing of Swift aircraft this year
N2708W a 1950 Temco GCshy1 B Swift is seen here at the front of the line Registered to Scott Naumann of Arroyo Grande California it reminds us that Swift pilots travel re shyspectable distances
VINTAGE AIRPLANE 13
The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949
This 1943 Stinson V77 was a handshysome addition to the vintage flightshy
line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year
Brilliant purple with bright red trim set this 1952 170B apart from
its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington
14 OCTOBER 2009
Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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VINTAGE AIRPLANE 39
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1OOLL Issues Robert Locks article in the Aushy
gust 2009 Vintage Airplane (liMy Thoughts on Radial Engines) was interesting I have been flying Cessna 195s for 30 years with the Jacobs engine and can appreciate the technology improvements the Jacobs had over the older radials and the improvements that are still being made to the Jacobs engine The reason he is having trouble with 100LL is that the lead presshyent in 100LL is four times higher than in 8087 which has only 05 grams per gallon 100LL was an outgrowth of the old 100130 that usually had 3 grams per gallon By refining changes limiting the lead to 2 grams per gallon and adding toluene the new 100LL meets the 100130 fuel specification It can be used in engines designed for 8087 but often not without lead fouling problems So the chemical deposits Robert is seeing in the combustion chambers of his engines are subshystantially the result of the high lead content in 100LL
I saw exhaust valve leakage and valve guide problems on my Cessna 195 jump after 8087 became unshyavailable Many folks feel Marvel Mystery Oil added to the fuel helps keep the lead from forming hard deposits MMO is essentially a solshyvent with wintergreen added and is not an approved additive by the FAA TCP is another additive which helps prevent lead deposits and is approved I personally never found that either of these additives re-
OCTOBER 2009
duced my exhaust valve problems Recently steel exhaust valve seats
were approved and have became available on the Jacobs engines reshyplacing the aluminum bronze seats which seemed to be more suscepshytible to lead deposits sticking to them I had the conversion installed on all my cylinders after only 200 SMOH because of extensive exhaust valve and guide problems So far afshyter 140 hours the results look good but time will tell if this solves our valve problems
Keep them flying David Cole Willis Texas
Design Check for a Major Alteration
I was greatly interested in Robert Locks article in the May 2009 Vinshytage Airplane Some Thoughts on Restoration and Airworthiness It made me wish that an article like this by an experienced master like Bob had been published 30 or 40 years ago Bob has magnificently clarified some of the machinations of the apshyproving administrations-the FAA and in Canada Transport Canada
I did think that Bob was forced to take some unnecessarily difficult and perhaps risky load testing proshycedures to verify the structural adshyequacy of an airplane for an engine swap There are perhaps easier solushytions in this the computer age
I should mention that in the 1970s I restored a 1933 Waco and as the W670 220-hp Continental was barely over the original apshy
proved 210-hp engine in weight and horsepower the authorities in my country easily approved the engine substitution as typically allowed in the FAA 337 forms for similar aircraft
Not so when in the 1990s I launched on a similar but maybe slightly more daunting project a 1929 Fokker Super Universal At the outset I figured the engine swap from the original PampW R1340 Wasp C to the later and more reliable R1340 Wasp S3H1 would be a simshyple 20-minute field approval Alshythough the engine specs indicated the horsepower would be upped from 420 to 550 by controlling the rpm with an authentic fixedshypitch ground-adjustable prop I could keep the power down to 450 which had been okayed in field apshyproval paperwork from the 1930s
With the airplane 99 percent comshyplete the engine running and only the paperwork to finish I was advised by the authorities that this wouldnt do I was reqUired to provide a design check on the front fuselage frame for the increased weight torque and thrust of the later engine for the limshyiting horsepower of 450 Yuck
I chose to get some advice from my local DER (deSignated engineershying representative) We decided to use the design criteria established in an earlier document as being most appropriate-we chose US Departshyment of Commerce Bulletin 7 A as published in 1934 (You can downshyload copies of it at wwwAirwebFAA gov-look under Aeronautical Bulshyletins) Where FAA Part 23 now reshyquires limit load factors of 38 for normal category and 60 for aeroshybatic category the Bulletin 7 A limit load was mathematically derived as a function of power loading in our Fokker the limit load factor became 42-not much different
I should mention that limit loads require a further safety factor of 15 against yielding or failure of the steel
The engine thrust was derived in easy calculations seen in Dick Hisshycoxs (the DH Beaver designer) text Lightplane Design Another valushy
4
GRAVITY LOADS APPLIED TO FRONT FRAME Loads to be multiplied by N=42 for analysis
MEMBER NOTATIONS
able book was Analysis and Design of Flight Vehicle Structures by EF Bruhn Both texts are probably part of a DERs library
The complex tubing structure was plotted and entered into the computer analysis using software called Multiframe 3D The very hard part of the analysis laborishyously done so many years ago with pencil and slide rule had been the resolution of forces along the many paths and directions of the tubular structure This was resolved in secshyonds by computer I include comshyputer diagrams showing the memshybers for one of the loading cases After the loading cases for weight thrust and torque were spit out by the computer these were entered in a spreadsheet containing the 21 members with their lengths sizes and capacities as compression colshyumns or tension members
Wonderful-the engineering calshyculations showed the fuselage was capable of carrying the new engine
Without getting into the comshyplexities of the computer and papershywork analysis I would say that this approach is much easier safer and more appropriate than the static load test which Bob agonized over for his reported four and one-half years I admit I agonized and fussed over my situation for nine months before being granted approval The procedures are not dead easy and require the help of an engineer and preferably a DER familiar with airshycraft design requirements
Lwould caution that the landing gear loads are derived from differshyent calculations entirely unrelated to engine swaps The loading of tail ballast on the other end of a landshying gear pivot to amplify a down load on an engine mount could reshysult in overload of the landing gear
The computer makes simultashyneous solutions of all members assuming linear deformations of members and precise section propshyerties A more accurate analysis is possible than in 1928 due to the many redundant members in the truss having to be solved separately
loads in KIPS
when done by hand Some check analysis was done by hand (nonshycomputer) to verify
One further caution As more engine weight is installed and balshyanced by tail ballast the moment of inertia in pitching movement beshycomes greater All this added weight out at the extremities of the airplane reduces the control response of the elevators I think this is particularly noticeable when power-off and rounding out for landing
As more and more artifacts are pulled out of bushes and barns which require dependable engines this situation described by Bob Lock
will come up Hopefully the comshyputer age can be employed to make these engine swaps safe and easy Please dont call me for detailed help on this as every case is different and it requires an engineer at close proximity to your airplane and its problems to be able to analyze it
I only came to meet and know Bob Lock in the 2003 National Air Tour and found him to be a superb pilot and mechanic and a real genshytleman I thank him for his many informative articles
Sincerely Clark G Seaborn Calgary Alberta Canada
VINTAGE AIRPLANE 5
Captions and photos by Sparky Barnes Sargent Photos by HG Frautschy are noted
Above The new Vintage Hangar peeks out between the trees in the VAA area which has been newly reconfigured opening up the front lawn to be more open with plenty of room for displayshying aircraft and hosting the new Vintage in Review program
Left An EAA Seaplane Base volunteer reels in a fish as a J-3 Cub casts its golden reflection across the lake (She released the fish after catching it)
VINTAGE AIRPLANE 7
Jerry Langley and Ed Kale (VAA member) of Matshythews North Carolina were all smiles on a rainshy
soaked Wisconsin day and for good reason They were proudly standing under the protective wing of their 1941 Aeronca 65shyCA Super Chief which they finshyished restoring earlier this year The restoration took them eight years on and off The first year or so they concentrated on buildshying new ribs and spars But then they took a hiatus for a couple of years according to Ed and then worked especially hard for the past two years Jerry made the first flight in the plane this March says Kale As far as climb-out that thing went like a
scalded rabbit We were in a Cessna 172 chase plane and we couldnt get as high as he did as fast as he did When asked why they were inspired to acquire the Super Chief Langley quickly responds with a hearty laugh Well
its our age Actually it s a little bit younger We were looking for a younger girl so we found one Langley and Kale had each helped restore an airplane before tackling the Super Chief as their own project They also fly with the Civil Air Pa shytrol and have been coming to Oshkosh for about 15 years As for the Super Chiefs future Kale smiles broadly as he proshyclaims Were going to fly the wheels off of it Shes not a hangar queen
John Hupe of Wamego Kansas has been coming to Oshkosh in N2123V his 1948
Cessna 120 since 1975 He first soloed in a Cessna 150 in 1968 while he was in navigashytor school in the Air Forceshythe aero club at McClellan Air Force Base rented the plane for $350 an hour wet Hupe says its the people who keep him coming to AirVenture And then theres always something new and unusual here The week gets away reshyally fast-we like to go to the seaplane base one day and on a rainy day we go over to the museum and we do take in some of the forums
Another important aspect of the show for him is the family atmosphere We even brought my 87-year-old mother to the show two years ago and she enjoyed it Hupe recalls Each of my three sons started coming when they were about 3 years old Now one of my sons Brian flies an Aeronca Champ and another son Jason flies a Chief And the other son Kevin wants to fly
Hupe has inspired his family and friends to become interested in aviation and he started giving rides to folks many years ago Some of them went on to get their private certificate He says with a pleasant smile I really love flying and if 1can impart that to other people thats rewarding
8 OCTOBER 2009
Brothers Ryan and Cory Johnson of Dodgeville Wisconsin are only in their 20s but theyve already been coming to Oshkosh for 25 years They are the third generation of aviators in their family and theyve been helping their father restore several airplanes throughout the years Ryan just earned his airframe and powerplant certificate Cory is currently working on his flight instructor certificate
and nurturing a dream to become a competitive aerobatic air show pilot The brothers are obviously hooked on aviation and with good-natured laughter they explain that theyve had the conversation at times about what our lives would be like without aviation-and we cant imagine it Its all we do is work on airplanes Thats the center of our lives
So it isnt surprising that they are bubbling over with enthusiasm when they explain their attraction to AirshyVenture We just cant wait to come back It it just builds every year from winter into spring and you talk to people about the projects theyre working on and if they will be here this year Its the anticipation of whos going to be here and whos going to be flying whatThis year they were at the fly- in with N4469H a gleamshying 1948 Piper PA-15 Vagabond that they restored from the ground up for owner Donal Halloran of Marshshyfield Wisconsin It won the Reserve Grand Champion - Silver Lindy (Classic - September 1945-1955)
Steve Rusinowski of Royal Oak Michigan started flyshying hang gliders in 1978 And when he isnt flyshy
ing N1772K-a 1946 Luscombe 8E that he and two other pilots own-he just might be flying his Schleicher ASW-15 or Glasair He was interested in the Luscombe he says I just always wanted to try a taildragger and somebody we know who is based near us has an 8A So I got some dual with him and it was fun If I need to
get somewhere I fly my Glasair-thats the traveling machine and I fly it IFR I bought it here about six years ago Rusinowski has been coming to AirVenture about six of the last 10 years and its primarily the airplanes that keep
him coming The thing about Oshkosh is that they cater not just to the vintage people and not just the homebuilders theyve got the warbirds the ultralights and the light sport Everybodys welcome and its so well run and organizedshythat s the key Its aviation people and everybodys having fun-even in the rain
VINTAGE AIRPLANE 9
good friend and experienced pilot Brian Van Wagnen to help him meet that challenge
Jerry and Fern Lugten (Vinshytage members) of Leslie Michigan have owned N66294 a 1943 Howard
DGA-15P since October 2007 Were enjoying it immensely shares JerryIve been a Howard fan for many years and we finally had an opportunity to get one ourselves AI Lund had a couple of his Howards here one day and I was talking with him about buying one-Ill never forget what he said Just go out and get one you will not be sorry And we did Jerry knew that flying his 1939 Luscombe had not given him enough experience to safely transition to the Pratt amp Whitneyshypowered Howard so he asked
Jerry started coming to Oshkosh in his Luscombe in 1974 and hasnt missed a year yet The last two years hes flown his Howard instead His wife Fern smiles when she says Im just a passenger but a very happy one I do enjoy being here its a very relaxing week for me Sometimes I wander around with Jerry and sometimes I just sit under the wing with my book And now we have a lot of family and friends who stay with us and thats fun
N 3 4841 a 1945 Call-Air Model A is powered by a Lycoming 0-235 It is an early example of the model bearing serial number 5 and is registered to Per Anderas of Green Bay Wisconsin Look at the overall configuration of this
plane and you just might see a resemblance to a Kinner Sportster Also note the cowboy and bucking bronco silhouette on the tail-an icon ic symbol of Wyoming which was the home of Call Aircraft The Call family deshysigned the airplane prior to World War II and it went into production after the war The Call-Air first fulfilled a role as a workhorse for high-country ranchers and when design rights changed hands in the 1960s the airshyplane was configured for crop spraying
10 OCTOBER 2009
Glenn Hake of Byron Illinois has been atshytending the fly-in since 1971 This year even
under rainy skies he just couldnt hide his enthusiasm for N7695B his 1958 Bellanca 14-19-2 Cruiseshymaster Ive had it for 20 years and I think Ill keep it for a while I was interested in a four-place taildragger and I was looking at Stinsons and 170s but this caught my eye and it was a great value for the same price-or acshytually less-and a heck of a lot more airplane I cruise about 175 mph with a fuel burn of about 13 gph or with fuel prices the way they are now I can cruise at 150 mph and burn about 105 gph Its got a useful load of 900 pounds so its got 600 pounds after you fill it up with gas So it was the perfect airplane for me my wife and son and our bags Ive logged around 1000 hours on it so far His Cruisemaster has a fuel capacity of 50 gallons and is powered by a 23-hp Continental 0-470 engine When Hake isnt flyshying his Bellanca youll probably find him working on his Hatz project or volunteering at Ogle County Airport an awardshywinning grassroots airport southwest of Rockford Illinois
5everallong-nosed Fairchild 24R-46s were nestled side-by-side in the Vintage area In the foreground is N81326 manufactured in 1946 and registered to Ted Camp of Beverly Hills Michigan Ninety-five of these models are currently on the FAA registry
Theres just something about a Great Lakes biplane that makes you stop and savor it N847K was manufactured in
1929 and has a 200-hp Ranger 6-440-C engine Its owned by Terry and Doug Gardner of St Louis Missouri
VINTAGE AIRPLANE 11
Its always interesting to see look-alike airplanes on the field-theyre a good test for ones powers of observation At first glance the similarities are striking between these 1950 Cessnas- but if you look closely youll note several difshyferences between them In the foreground is N9436A a Model 140A which is registered to David Pyeatt of Northshyridge California N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza California
Whats a trip to AirVenture without going to the EAA Seaplane Base Thomas and Kimberly Hicksons good-looking 1957 Cessna 180A taxis into the base after making several flights from the lake
12 OCTOBER 2009
Ahandful of lovely Beech Staggerwings graced the grassy fields this year N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples Florida
Sixty years after AI Mooney deshysigned the retractable-gear Culver Cadet the tiny airplanes are still charming pilots This
pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field N34895 a 1941 Model LFA was origishynally powered by a Franklin engine but now flies with a C-85 lt is owned by Ken and Lorraine Morris of Poplar Grove Illinois and bears the factory deluxe paint scheme Its look-alike N34791 is a 1941 Model LCA (Contishynental engine) owned by Gene Morris of Westlake Texas Cadets can cruise at 128 mph and have a landing speed of 55 mph Well have a feature story on the Cadets in an upcoming issue
From polished to painted there was an excellent showing of Swift aircraft this year
N2708W a 1950 Temco GCshy1 B Swift is seen here at the front of the line Registered to Scott Naumann of Arroyo Grande California it reminds us that Swift pilots travel re shyspectable distances
VINTAGE AIRPLANE 13
The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949
This 1943 Stinson V77 was a handshysome addition to the vintage flightshy
line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year
Brilliant purple with bright red trim set this 1952 170B apart from
its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington
14 OCTOBER 2009
Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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36 OCT OBER 2009
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Upcoming Major Fly-Ins Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ) Casa Grande AZ October 22-24 2009 wwwCopperstateorg
Southeast Regional Fly-In Middleton Field Airport (GZH) Evergreen Al October 23-252009 www5ERFlorg
US Sport Aviation Expo Sebring Regional Airport (SEFl Sebring Fl January 21 -24 2010 www5port-Aviation-Expocom
AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany April 8-11 2010 wwwAero-Friedrichshafencoml htmllen
Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND EAAs VINTAGE AIRCRAFT ASSOCIATION
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President Vice-President Geoff Robison George Daubner
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DIRECTORS Steve Bende r Jeannie Hill
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MEMBERSHIP INFORMATION EAA lAC
Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
no t included) (A dd $ 1 8 fo r ForeignEAA SPORT PILOT Postage)
Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS $20 per year Current EAA members may join the EAA
EAA Me m bers h ip and EAA SPOR T Warbi rds of America Division and receive PILOT magazine is available fo r $40 per WARBIRDS magazine for an additional $4S year (SPORT AVIATION magaZine not inshy per year cluded) (A dd $16 for Foreign Postage) EAA Membership WA RBIRDS magashy
zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $SS per
Current EAA m em bers m ay jo in the year (SPORT AVIATION magazine not in shyVin tage Aircraft Associat ion and receive cluded) (A dd $7 for Foreign Postage) VINTAGE AIRPLANE magaZine for an adshydi tional $36 per year FOREIGN MEMBERSHIPS
EAA Membership VINTAGE AIRPLANE Please submit your remit tan ce with a magazine and one year membership in the EAA check or draft drawn on a Un ited States Vintage Aircraft Association is available for $46 bank payable in Uni ted States dollars Add per year (SPORT AVIATION magaZine not inshy required Foreign Postage amount for each cluded) (Add $7 for Foreign Postage) membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright e2009 by the EAA Vintage Aircraft Association All rights reserved VINTAGE AIRPLANE (USPS 062middot750 ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EAA members and $46 for non-EAA members Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 615 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Members are encouraged to submH stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to EdHor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EAAreg and EAA SPORT AVIATIONreg the EAA Logoreg and AeronauticaM are registered trademarks trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
40 O C TOBER 2009
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GRAVITY LOADS APPLIED TO FRONT FRAME Loads to be multiplied by N=42 for analysis
MEMBER NOTATIONS
able book was Analysis and Design of Flight Vehicle Structures by EF Bruhn Both texts are probably part of a DERs library
The complex tubing structure was plotted and entered into the computer analysis using software called Multiframe 3D The very hard part of the analysis laborishyously done so many years ago with pencil and slide rule had been the resolution of forces along the many paths and directions of the tubular structure This was resolved in secshyonds by computer I include comshyputer diagrams showing the memshybers for one of the loading cases After the loading cases for weight thrust and torque were spit out by the computer these were entered in a spreadsheet containing the 21 members with their lengths sizes and capacities as compression colshyumns or tension members
Wonderful-the engineering calshyculations showed the fuselage was capable of carrying the new engine
Without getting into the comshyplexities of the computer and papershywork analysis I would say that this approach is much easier safer and more appropriate than the static load test which Bob agonized over for his reported four and one-half years I admit I agonized and fussed over my situation for nine months before being granted approval The procedures are not dead easy and require the help of an engineer and preferably a DER familiar with airshycraft design requirements
Lwould caution that the landing gear loads are derived from differshyent calculations entirely unrelated to engine swaps The loading of tail ballast on the other end of a landshying gear pivot to amplify a down load on an engine mount could reshysult in overload of the landing gear
The computer makes simultashyneous solutions of all members assuming linear deformations of members and precise section propshyerties A more accurate analysis is possible than in 1928 due to the many redundant members in the truss having to be solved separately
loads in KIPS
when done by hand Some check analysis was done by hand (nonshycomputer) to verify
One further caution As more engine weight is installed and balshyanced by tail ballast the moment of inertia in pitching movement beshycomes greater All this added weight out at the extremities of the airplane reduces the control response of the elevators I think this is particularly noticeable when power-off and rounding out for landing
As more and more artifacts are pulled out of bushes and barns which require dependable engines this situation described by Bob Lock
will come up Hopefully the comshyputer age can be employed to make these engine swaps safe and easy Please dont call me for detailed help on this as every case is different and it requires an engineer at close proximity to your airplane and its problems to be able to analyze it
I only came to meet and know Bob Lock in the 2003 National Air Tour and found him to be a superb pilot and mechanic and a real genshytleman I thank him for his many informative articles
Sincerely Clark G Seaborn Calgary Alberta Canada
VINTAGE AIRPLANE 5
Captions and photos by Sparky Barnes Sargent Photos by HG Frautschy are noted
Above The new Vintage Hangar peeks out between the trees in the VAA area which has been newly reconfigured opening up the front lawn to be more open with plenty of room for displayshying aircraft and hosting the new Vintage in Review program
Left An EAA Seaplane Base volunteer reels in a fish as a J-3 Cub casts its golden reflection across the lake (She released the fish after catching it)
VINTAGE AIRPLANE 7
Jerry Langley and Ed Kale (VAA member) of Matshythews North Carolina were all smiles on a rainshy
soaked Wisconsin day and for good reason They were proudly standing under the protective wing of their 1941 Aeronca 65shyCA Super Chief which they finshyished restoring earlier this year The restoration took them eight years on and off The first year or so they concentrated on buildshying new ribs and spars But then they took a hiatus for a couple of years according to Ed and then worked especially hard for the past two years Jerry made the first flight in the plane this March says Kale As far as climb-out that thing went like a
scalded rabbit We were in a Cessna 172 chase plane and we couldnt get as high as he did as fast as he did When asked why they were inspired to acquire the Super Chief Langley quickly responds with a hearty laugh Well
its our age Actually it s a little bit younger We were looking for a younger girl so we found one Langley and Kale had each helped restore an airplane before tackling the Super Chief as their own project They also fly with the Civil Air Pa shytrol and have been coming to Oshkosh for about 15 years As for the Super Chiefs future Kale smiles broadly as he proshyclaims Were going to fly the wheels off of it Shes not a hangar queen
John Hupe of Wamego Kansas has been coming to Oshkosh in N2123V his 1948
Cessna 120 since 1975 He first soloed in a Cessna 150 in 1968 while he was in navigashytor school in the Air Forceshythe aero club at McClellan Air Force Base rented the plane for $350 an hour wet Hupe says its the people who keep him coming to AirVenture And then theres always something new and unusual here The week gets away reshyally fast-we like to go to the seaplane base one day and on a rainy day we go over to the museum and we do take in some of the forums
Another important aspect of the show for him is the family atmosphere We even brought my 87-year-old mother to the show two years ago and she enjoyed it Hupe recalls Each of my three sons started coming when they were about 3 years old Now one of my sons Brian flies an Aeronca Champ and another son Jason flies a Chief And the other son Kevin wants to fly
Hupe has inspired his family and friends to become interested in aviation and he started giving rides to folks many years ago Some of them went on to get their private certificate He says with a pleasant smile I really love flying and if 1can impart that to other people thats rewarding
8 OCTOBER 2009
Brothers Ryan and Cory Johnson of Dodgeville Wisconsin are only in their 20s but theyve already been coming to Oshkosh for 25 years They are the third generation of aviators in their family and theyve been helping their father restore several airplanes throughout the years Ryan just earned his airframe and powerplant certificate Cory is currently working on his flight instructor certificate
and nurturing a dream to become a competitive aerobatic air show pilot The brothers are obviously hooked on aviation and with good-natured laughter they explain that theyve had the conversation at times about what our lives would be like without aviation-and we cant imagine it Its all we do is work on airplanes Thats the center of our lives
So it isnt surprising that they are bubbling over with enthusiasm when they explain their attraction to AirshyVenture We just cant wait to come back It it just builds every year from winter into spring and you talk to people about the projects theyre working on and if they will be here this year Its the anticipation of whos going to be here and whos going to be flying whatThis year they were at the fly- in with N4469H a gleamshying 1948 Piper PA-15 Vagabond that they restored from the ground up for owner Donal Halloran of Marshshyfield Wisconsin It won the Reserve Grand Champion - Silver Lindy (Classic - September 1945-1955)
Steve Rusinowski of Royal Oak Michigan started flyshying hang gliders in 1978 And when he isnt flyshy
ing N1772K-a 1946 Luscombe 8E that he and two other pilots own-he just might be flying his Schleicher ASW-15 or Glasair He was interested in the Luscombe he says I just always wanted to try a taildragger and somebody we know who is based near us has an 8A So I got some dual with him and it was fun If I need to
get somewhere I fly my Glasair-thats the traveling machine and I fly it IFR I bought it here about six years ago Rusinowski has been coming to AirVenture about six of the last 10 years and its primarily the airplanes that keep
him coming The thing about Oshkosh is that they cater not just to the vintage people and not just the homebuilders theyve got the warbirds the ultralights and the light sport Everybodys welcome and its so well run and organizedshythat s the key Its aviation people and everybodys having fun-even in the rain
VINTAGE AIRPLANE 9
good friend and experienced pilot Brian Van Wagnen to help him meet that challenge
Jerry and Fern Lugten (Vinshytage members) of Leslie Michigan have owned N66294 a 1943 Howard
DGA-15P since October 2007 Were enjoying it immensely shares JerryIve been a Howard fan for many years and we finally had an opportunity to get one ourselves AI Lund had a couple of his Howards here one day and I was talking with him about buying one-Ill never forget what he said Just go out and get one you will not be sorry And we did Jerry knew that flying his 1939 Luscombe had not given him enough experience to safely transition to the Pratt amp Whitneyshypowered Howard so he asked
Jerry started coming to Oshkosh in his Luscombe in 1974 and hasnt missed a year yet The last two years hes flown his Howard instead His wife Fern smiles when she says Im just a passenger but a very happy one I do enjoy being here its a very relaxing week for me Sometimes I wander around with Jerry and sometimes I just sit under the wing with my book And now we have a lot of family and friends who stay with us and thats fun
N 3 4841 a 1945 Call-Air Model A is powered by a Lycoming 0-235 It is an early example of the model bearing serial number 5 and is registered to Per Anderas of Green Bay Wisconsin Look at the overall configuration of this
plane and you just might see a resemblance to a Kinner Sportster Also note the cowboy and bucking bronco silhouette on the tail-an icon ic symbol of Wyoming which was the home of Call Aircraft The Call family deshysigned the airplane prior to World War II and it went into production after the war The Call-Air first fulfilled a role as a workhorse for high-country ranchers and when design rights changed hands in the 1960s the airshyplane was configured for crop spraying
10 OCTOBER 2009
Glenn Hake of Byron Illinois has been atshytending the fly-in since 1971 This year even
under rainy skies he just couldnt hide his enthusiasm for N7695B his 1958 Bellanca 14-19-2 Cruiseshymaster Ive had it for 20 years and I think Ill keep it for a while I was interested in a four-place taildragger and I was looking at Stinsons and 170s but this caught my eye and it was a great value for the same price-or acshytually less-and a heck of a lot more airplane I cruise about 175 mph with a fuel burn of about 13 gph or with fuel prices the way they are now I can cruise at 150 mph and burn about 105 gph Its got a useful load of 900 pounds so its got 600 pounds after you fill it up with gas So it was the perfect airplane for me my wife and son and our bags Ive logged around 1000 hours on it so far His Cruisemaster has a fuel capacity of 50 gallons and is powered by a 23-hp Continental 0-470 engine When Hake isnt flyshying his Bellanca youll probably find him working on his Hatz project or volunteering at Ogle County Airport an awardshywinning grassroots airport southwest of Rockford Illinois
5everallong-nosed Fairchild 24R-46s were nestled side-by-side in the Vintage area In the foreground is N81326 manufactured in 1946 and registered to Ted Camp of Beverly Hills Michigan Ninety-five of these models are currently on the FAA registry
Theres just something about a Great Lakes biplane that makes you stop and savor it N847K was manufactured in
1929 and has a 200-hp Ranger 6-440-C engine Its owned by Terry and Doug Gardner of St Louis Missouri
VINTAGE AIRPLANE 11
Its always interesting to see look-alike airplanes on the field-theyre a good test for ones powers of observation At first glance the similarities are striking between these 1950 Cessnas- but if you look closely youll note several difshyferences between them In the foreground is N9436A a Model 140A which is registered to David Pyeatt of Northshyridge California N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza California
Whats a trip to AirVenture without going to the EAA Seaplane Base Thomas and Kimberly Hicksons good-looking 1957 Cessna 180A taxis into the base after making several flights from the lake
12 OCTOBER 2009
Ahandful of lovely Beech Staggerwings graced the grassy fields this year N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples Florida
Sixty years after AI Mooney deshysigned the retractable-gear Culver Cadet the tiny airplanes are still charming pilots This
pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field N34895 a 1941 Model LFA was origishynally powered by a Franklin engine but now flies with a C-85 lt is owned by Ken and Lorraine Morris of Poplar Grove Illinois and bears the factory deluxe paint scheme Its look-alike N34791 is a 1941 Model LCA (Contishynental engine) owned by Gene Morris of Westlake Texas Cadets can cruise at 128 mph and have a landing speed of 55 mph Well have a feature story on the Cadets in an upcoming issue
From polished to painted there was an excellent showing of Swift aircraft this year
N2708W a 1950 Temco GCshy1 B Swift is seen here at the front of the line Registered to Scott Naumann of Arroyo Grande California it reminds us that Swift pilots travel re shyspectable distances
VINTAGE AIRPLANE 13
The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949
This 1943 Stinson V77 was a handshysome addition to the vintage flightshy
line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year
Brilliant purple with bright red trim set this 1952 170B apart from
its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington
14 OCTOBER 2009
Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
bull Currently owns a 1941 Rearwin Skyranger
The 1941 Rearwin Skyranger that I currently own is the third
antique aircraft that I have had the privilege to care for The
great service and affordable rates provided by AUA have
helped to keep my hobby safe and affordable
- Scoff Kirby
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot36J2
Aviation insurance with the EAA Vintage Program oHers
lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
On-line quote request available - AUA is licensed in all states
BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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40 O C TOBER 2009
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Captions and photos by Sparky Barnes Sargent Photos by HG Frautschy are noted
Above The new Vintage Hangar peeks out between the trees in the VAA area which has been newly reconfigured opening up the front lawn to be more open with plenty of room for displayshying aircraft and hosting the new Vintage in Review program
Left An EAA Seaplane Base volunteer reels in a fish as a J-3 Cub casts its golden reflection across the lake (She released the fish after catching it)
VINTAGE AIRPLANE 7
Jerry Langley and Ed Kale (VAA member) of Matshythews North Carolina were all smiles on a rainshy
soaked Wisconsin day and for good reason They were proudly standing under the protective wing of their 1941 Aeronca 65shyCA Super Chief which they finshyished restoring earlier this year The restoration took them eight years on and off The first year or so they concentrated on buildshying new ribs and spars But then they took a hiatus for a couple of years according to Ed and then worked especially hard for the past two years Jerry made the first flight in the plane this March says Kale As far as climb-out that thing went like a
scalded rabbit We were in a Cessna 172 chase plane and we couldnt get as high as he did as fast as he did When asked why they were inspired to acquire the Super Chief Langley quickly responds with a hearty laugh Well
its our age Actually it s a little bit younger We were looking for a younger girl so we found one Langley and Kale had each helped restore an airplane before tackling the Super Chief as their own project They also fly with the Civil Air Pa shytrol and have been coming to Oshkosh for about 15 years As for the Super Chiefs future Kale smiles broadly as he proshyclaims Were going to fly the wheels off of it Shes not a hangar queen
John Hupe of Wamego Kansas has been coming to Oshkosh in N2123V his 1948
Cessna 120 since 1975 He first soloed in a Cessna 150 in 1968 while he was in navigashytor school in the Air Forceshythe aero club at McClellan Air Force Base rented the plane for $350 an hour wet Hupe says its the people who keep him coming to AirVenture And then theres always something new and unusual here The week gets away reshyally fast-we like to go to the seaplane base one day and on a rainy day we go over to the museum and we do take in some of the forums
Another important aspect of the show for him is the family atmosphere We even brought my 87-year-old mother to the show two years ago and she enjoyed it Hupe recalls Each of my three sons started coming when they were about 3 years old Now one of my sons Brian flies an Aeronca Champ and another son Jason flies a Chief And the other son Kevin wants to fly
Hupe has inspired his family and friends to become interested in aviation and he started giving rides to folks many years ago Some of them went on to get their private certificate He says with a pleasant smile I really love flying and if 1can impart that to other people thats rewarding
8 OCTOBER 2009
Brothers Ryan and Cory Johnson of Dodgeville Wisconsin are only in their 20s but theyve already been coming to Oshkosh for 25 years They are the third generation of aviators in their family and theyve been helping their father restore several airplanes throughout the years Ryan just earned his airframe and powerplant certificate Cory is currently working on his flight instructor certificate
and nurturing a dream to become a competitive aerobatic air show pilot The brothers are obviously hooked on aviation and with good-natured laughter they explain that theyve had the conversation at times about what our lives would be like without aviation-and we cant imagine it Its all we do is work on airplanes Thats the center of our lives
So it isnt surprising that they are bubbling over with enthusiasm when they explain their attraction to AirshyVenture We just cant wait to come back It it just builds every year from winter into spring and you talk to people about the projects theyre working on and if they will be here this year Its the anticipation of whos going to be here and whos going to be flying whatThis year they were at the fly- in with N4469H a gleamshying 1948 Piper PA-15 Vagabond that they restored from the ground up for owner Donal Halloran of Marshshyfield Wisconsin It won the Reserve Grand Champion - Silver Lindy (Classic - September 1945-1955)
Steve Rusinowski of Royal Oak Michigan started flyshying hang gliders in 1978 And when he isnt flyshy
ing N1772K-a 1946 Luscombe 8E that he and two other pilots own-he just might be flying his Schleicher ASW-15 or Glasair He was interested in the Luscombe he says I just always wanted to try a taildragger and somebody we know who is based near us has an 8A So I got some dual with him and it was fun If I need to
get somewhere I fly my Glasair-thats the traveling machine and I fly it IFR I bought it here about six years ago Rusinowski has been coming to AirVenture about six of the last 10 years and its primarily the airplanes that keep
him coming The thing about Oshkosh is that they cater not just to the vintage people and not just the homebuilders theyve got the warbirds the ultralights and the light sport Everybodys welcome and its so well run and organizedshythat s the key Its aviation people and everybodys having fun-even in the rain
VINTAGE AIRPLANE 9
good friend and experienced pilot Brian Van Wagnen to help him meet that challenge
Jerry and Fern Lugten (Vinshytage members) of Leslie Michigan have owned N66294 a 1943 Howard
DGA-15P since October 2007 Were enjoying it immensely shares JerryIve been a Howard fan for many years and we finally had an opportunity to get one ourselves AI Lund had a couple of his Howards here one day and I was talking with him about buying one-Ill never forget what he said Just go out and get one you will not be sorry And we did Jerry knew that flying his 1939 Luscombe had not given him enough experience to safely transition to the Pratt amp Whitneyshypowered Howard so he asked
Jerry started coming to Oshkosh in his Luscombe in 1974 and hasnt missed a year yet The last two years hes flown his Howard instead His wife Fern smiles when she says Im just a passenger but a very happy one I do enjoy being here its a very relaxing week for me Sometimes I wander around with Jerry and sometimes I just sit under the wing with my book And now we have a lot of family and friends who stay with us and thats fun
N 3 4841 a 1945 Call-Air Model A is powered by a Lycoming 0-235 It is an early example of the model bearing serial number 5 and is registered to Per Anderas of Green Bay Wisconsin Look at the overall configuration of this
plane and you just might see a resemblance to a Kinner Sportster Also note the cowboy and bucking bronco silhouette on the tail-an icon ic symbol of Wyoming which was the home of Call Aircraft The Call family deshysigned the airplane prior to World War II and it went into production after the war The Call-Air first fulfilled a role as a workhorse for high-country ranchers and when design rights changed hands in the 1960s the airshyplane was configured for crop spraying
10 OCTOBER 2009
Glenn Hake of Byron Illinois has been atshytending the fly-in since 1971 This year even
under rainy skies he just couldnt hide his enthusiasm for N7695B his 1958 Bellanca 14-19-2 Cruiseshymaster Ive had it for 20 years and I think Ill keep it for a while I was interested in a four-place taildragger and I was looking at Stinsons and 170s but this caught my eye and it was a great value for the same price-or acshytually less-and a heck of a lot more airplane I cruise about 175 mph with a fuel burn of about 13 gph or with fuel prices the way they are now I can cruise at 150 mph and burn about 105 gph Its got a useful load of 900 pounds so its got 600 pounds after you fill it up with gas So it was the perfect airplane for me my wife and son and our bags Ive logged around 1000 hours on it so far His Cruisemaster has a fuel capacity of 50 gallons and is powered by a 23-hp Continental 0-470 engine When Hake isnt flyshying his Bellanca youll probably find him working on his Hatz project or volunteering at Ogle County Airport an awardshywinning grassroots airport southwest of Rockford Illinois
5everallong-nosed Fairchild 24R-46s were nestled side-by-side in the Vintage area In the foreground is N81326 manufactured in 1946 and registered to Ted Camp of Beverly Hills Michigan Ninety-five of these models are currently on the FAA registry
Theres just something about a Great Lakes biplane that makes you stop and savor it N847K was manufactured in
1929 and has a 200-hp Ranger 6-440-C engine Its owned by Terry and Doug Gardner of St Louis Missouri
VINTAGE AIRPLANE 11
Its always interesting to see look-alike airplanes on the field-theyre a good test for ones powers of observation At first glance the similarities are striking between these 1950 Cessnas- but if you look closely youll note several difshyferences between them In the foreground is N9436A a Model 140A which is registered to David Pyeatt of Northshyridge California N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza California
Whats a trip to AirVenture without going to the EAA Seaplane Base Thomas and Kimberly Hicksons good-looking 1957 Cessna 180A taxis into the base after making several flights from the lake
12 OCTOBER 2009
Ahandful of lovely Beech Staggerwings graced the grassy fields this year N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples Florida
Sixty years after AI Mooney deshysigned the retractable-gear Culver Cadet the tiny airplanes are still charming pilots This
pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field N34895 a 1941 Model LFA was origishynally powered by a Franklin engine but now flies with a C-85 lt is owned by Ken and Lorraine Morris of Poplar Grove Illinois and bears the factory deluxe paint scheme Its look-alike N34791 is a 1941 Model LCA (Contishynental engine) owned by Gene Morris of Westlake Texas Cadets can cruise at 128 mph and have a landing speed of 55 mph Well have a feature story on the Cadets in an upcoming issue
From polished to painted there was an excellent showing of Swift aircraft this year
N2708W a 1950 Temco GCshy1 B Swift is seen here at the front of the line Registered to Scott Naumann of Arroyo Grande California it reminds us that Swift pilots travel re shyspectable distances
VINTAGE AIRPLANE 13
The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949
This 1943 Stinson V77 was a handshysome addition to the vintage flightshy
line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year
Brilliant purple with bright red trim set this 1952 170B apart from
its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington
14 OCTOBER 2009
Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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Every part is the tightest Original Equipment Manufacturers specifications Our quality control continually tests repairs and certifies new repairs to keep the cost of aircraft engine maintenance down The quality really does go in each re-machined part before the yellow tag goes on
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
bull Currently owns a 1941 Rearwin Skyranger
The 1941 Rearwin Skyranger that I currently own is the third
antique aircraft that I have had the privilege to care for The
great service and affordable rates provided by AUA have
helped to keep my hobby safe and affordable
- Scoff Kirby
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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40 O C TOBER 2009
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Jerry Langley and Ed Kale (VAA member) of Matshythews North Carolina were all smiles on a rainshy
soaked Wisconsin day and for good reason They were proudly standing under the protective wing of their 1941 Aeronca 65shyCA Super Chief which they finshyished restoring earlier this year The restoration took them eight years on and off The first year or so they concentrated on buildshying new ribs and spars But then they took a hiatus for a couple of years according to Ed and then worked especially hard for the past two years Jerry made the first flight in the plane this March says Kale As far as climb-out that thing went like a
scalded rabbit We were in a Cessna 172 chase plane and we couldnt get as high as he did as fast as he did When asked why they were inspired to acquire the Super Chief Langley quickly responds with a hearty laugh Well
its our age Actually it s a little bit younger We were looking for a younger girl so we found one Langley and Kale had each helped restore an airplane before tackling the Super Chief as their own project They also fly with the Civil Air Pa shytrol and have been coming to Oshkosh for about 15 years As for the Super Chiefs future Kale smiles broadly as he proshyclaims Were going to fly the wheels off of it Shes not a hangar queen
John Hupe of Wamego Kansas has been coming to Oshkosh in N2123V his 1948
Cessna 120 since 1975 He first soloed in a Cessna 150 in 1968 while he was in navigashytor school in the Air Forceshythe aero club at McClellan Air Force Base rented the plane for $350 an hour wet Hupe says its the people who keep him coming to AirVenture And then theres always something new and unusual here The week gets away reshyally fast-we like to go to the seaplane base one day and on a rainy day we go over to the museum and we do take in some of the forums
Another important aspect of the show for him is the family atmosphere We even brought my 87-year-old mother to the show two years ago and she enjoyed it Hupe recalls Each of my three sons started coming when they were about 3 years old Now one of my sons Brian flies an Aeronca Champ and another son Jason flies a Chief And the other son Kevin wants to fly
Hupe has inspired his family and friends to become interested in aviation and he started giving rides to folks many years ago Some of them went on to get their private certificate He says with a pleasant smile I really love flying and if 1can impart that to other people thats rewarding
8 OCTOBER 2009
Brothers Ryan and Cory Johnson of Dodgeville Wisconsin are only in their 20s but theyve already been coming to Oshkosh for 25 years They are the third generation of aviators in their family and theyve been helping their father restore several airplanes throughout the years Ryan just earned his airframe and powerplant certificate Cory is currently working on his flight instructor certificate
and nurturing a dream to become a competitive aerobatic air show pilot The brothers are obviously hooked on aviation and with good-natured laughter they explain that theyve had the conversation at times about what our lives would be like without aviation-and we cant imagine it Its all we do is work on airplanes Thats the center of our lives
So it isnt surprising that they are bubbling over with enthusiasm when they explain their attraction to AirshyVenture We just cant wait to come back It it just builds every year from winter into spring and you talk to people about the projects theyre working on and if they will be here this year Its the anticipation of whos going to be here and whos going to be flying whatThis year they were at the fly- in with N4469H a gleamshying 1948 Piper PA-15 Vagabond that they restored from the ground up for owner Donal Halloran of Marshshyfield Wisconsin It won the Reserve Grand Champion - Silver Lindy (Classic - September 1945-1955)
Steve Rusinowski of Royal Oak Michigan started flyshying hang gliders in 1978 And when he isnt flyshy
ing N1772K-a 1946 Luscombe 8E that he and two other pilots own-he just might be flying his Schleicher ASW-15 or Glasair He was interested in the Luscombe he says I just always wanted to try a taildragger and somebody we know who is based near us has an 8A So I got some dual with him and it was fun If I need to
get somewhere I fly my Glasair-thats the traveling machine and I fly it IFR I bought it here about six years ago Rusinowski has been coming to AirVenture about six of the last 10 years and its primarily the airplanes that keep
him coming The thing about Oshkosh is that they cater not just to the vintage people and not just the homebuilders theyve got the warbirds the ultralights and the light sport Everybodys welcome and its so well run and organizedshythat s the key Its aviation people and everybodys having fun-even in the rain
VINTAGE AIRPLANE 9
good friend and experienced pilot Brian Van Wagnen to help him meet that challenge
Jerry and Fern Lugten (Vinshytage members) of Leslie Michigan have owned N66294 a 1943 Howard
DGA-15P since October 2007 Were enjoying it immensely shares JerryIve been a Howard fan for many years and we finally had an opportunity to get one ourselves AI Lund had a couple of his Howards here one day and I was talking with him about buying one-Ill never forget what he said Just go out and get one you will not be sorry And we did Jerry knew that flying his 1939 Luscombe had not given him enough experience to safely transition to the Pratt amp Whitneyshypowered Howard so he asked
Jerry started coming to Oshkosh in his Luscombe in 1974 and hasnt missed a year yet The last two years hes flown his Howard instead His wife Fern smiles when she says Im just a passenger but a very happy one I do enjoy being here its a very relaxing week for me Sometimes I wander around with Jerry and sometimes I just sit under the wing with my book And now we have a lot of family and friends who stay with us and thats fun
N 3 4841 a 1945 Call-Air Model A is powered by a Lycoming 0-235 It is an early example of the model bearing serial number 5 and is registered to Per Anderas of Green Bay Wisconsin Look at the overall configuration of this
plane and you just might see a resemblance to a Kinner Sportster Also note the cowboy and bucking bronco silhouette on the tail-an icon ic symbol of Wyoming which was the home of Call Aircraft The Call family deshysigned the airplane prior to World War II and it went into production after the war The Call-Air first fulfilled a role as a workhorse for high-country ranchers and when design rights changed hands in the 1960s the airshyplane was configured for crop spraying
10 OCTOBER 2009
Glenn Hake of Byron Illinois has been atshytending the fly-in since 1971 This year even
under rainy skies he just couldnt hide his enthusiasm for N7695B his 1958 Bellanca 14-19-2 Cruiseshymaster Ive had it for 20 years and I think Ill keep it for a while I was interested in a four-place taildragger and I was looking at Stinsons and 170s but this caught my eye and it was a great value for the same price-or acshytually less-and a heck of a lot more airplane I cruise about 175 mph with a fuel burn of about 13 gph or with fuel prices the way they are now I can cruise at 150 mph and burn about 105 gph Its got a useful load of 900 pounds so its got 600 pounds after you fill it up with gas So it was the perfect airplane for me my wife and son and our bags Ive logged around 1000 hours on it so far His Cruisemaster has a fuel capacity of 50 gallons and is powered by a 23-hp Continental 0-470 engine When Hake isnt flyshying his Bellanca youll probably find him working on his Hatz project or volunteering at Ogle County Airport an awardshywinning grassroots airport southwest of Rockford Illinois
5everallong-nosed Fairchild 24R-46s were nestled side-by-side in the Vintage area In the foreground is N81326 manufactured in 1946 and registered to Ted Camp of Beverly Hills Michigan Ninety-five of these models are currently on the FAA registry
Theres just something about a Great Lakes biplane that makes you stop and savor it N847K was manufactured in
1929 and has a 200-hp Ranger 6-440-C engine Its owned by Terry and Doug Gardner of St Louis Missouri
VINTAGE AIRPLANE 11
Its always interesting to see look-alike airplanes on the field-theyre a good test for ones powers of observation At first glance the similarities are striking between these 1950 Cessnas- but if you look closely youll note several difshyferences between them In the foreground is N9436A a Model 140A which is registered to David Pyeatt of Northshyridge California N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza California
Whats a trip to AirVenture without going to the EAA Seaplane Base Thomas and Kimberly Hicksons good-looking 1957 Cessna 180A taxis into the base after making several flights from the lake
12 OCTOBER 2009
Ahandful of lovely Beech Staggerwings graced the grassy fields this year N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples Florida
Sixty years after AI Mooney deshysigned the retractable-gear Culver Cadet the tiny airplanes are still charming pilots This
pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field N34895 a 1941 Model LFA was origishynally powered by a Franklin engine but now flies with a C-85 lt is owned by Ken and Lorraine Morris of Poplar Grove Illinois and bears the factory deluxe paint scheme Its look-alike N34791 is a 1941 Model LCA (Contishynental engine) owned by Gene Morris of Westlake Texas Cadets can cruise at 128 mph and have a landing speed of 55 mph Well have a feature story on the Cadets in an upcoming issue
From polished to painted there was an excellent showing of Swift aircraft this year
N2708W a 1950 Temco GCshy1 B Swift is seen here at the front of the line Registered to Scott Naumann of Arroyo Grande California it reminds us that Swift pilots travel re shyspectable distances
VINTAGE AIRPLANE 13
The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949
This 1943 Stinson V77 was a handshysome addition to the vintage flightshy
line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year
Brilliant purple with bright red trim set this 1952 170B apart from
its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington
14 OCTOBER 2009
Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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36 OCT OBER 2009
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Upcoming Major Fly-Ins Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ) Casa Grande AZ October 22-24 2009 wwwCopperstateorg
Southeast Regional Fly-In Middleton Field Airport (GZH) Evergreen Al October 23-252009 www5ERFlorg
US Sport Aviation Expo Sebring Regional Airport (SEFl Sebring Fl January 21 -24 2010 www5port-Aviation-Expocom
AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany April 8-11 2010 wwwAero-Friedrichshafencoml htmllen
Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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Classified Display Ads One column wide (2 167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND EAAs VINTAGE AIRCRAFT ASSOCIATION
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President Vice-President Geoff Robison George Daubner
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MEMBERSHIP INFORMATION EAA lAC
Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
no t included) (A dd $ 1 8 fo r ForeignEAA SPORT PILOT Postage)
Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS $20 per year Current EAA members may join the EAA
EAA Me m bers h ip and EAA SPOR T Warbi rds of America Division and receive PILOT magazine is available fo r $40 per WARBIRDS magazine for an additional $4S year (SPORT AVIATION magaZine not inshy per year cluded) (A dd $16 for Foreign Postage) EAA Membership WA RBIRDS magashy
zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $SS per
Current EAA m em bers m ay jo in the year (SPORT AVIATION magazine not in shyVin tage Aircraft Associat ion and receive cluded) (A dd $7 for Foreign Postage) VINTAGE AIRPLANE magaZine for an adshydi tional $36 per year FOREIGN MEMBERSHIPS
EAA Membership VINTAGE AIRPLANE Please submit your remit tan ce with a magazine and one year membership in the EAA check or draft drawn on a Un ited States Vintage Aircraft Association is available for $46 bank payable in Uni ted States dollars Add per year (SPORT AVIATION magaZine not inshy required Foreign Postage amount for each cluded) (Add $7 for Foreign Postage) membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright e2009 by the EAA Vintage Aircraft Association All rights reserved VINTAGE AIRPLANE (USPS 062middot750 ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EAA members and $46 for non-EAA members Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 615 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Members are encouraged to submH stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to EdHor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
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40 O C TOBER 2009
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Brothers Ryan and Cory Johnson of Dodgeville Wisconsin are only in their 20s but theyve already been coming to Oshkosh for 25 years They are the third generation of aviators in their family and theyve been helping their father restore several airplanes throughout the years Ryan just earned his airframe and powerplant certificate Cory is currently working on his flight instructor certificate
and nurturing a dream to become a competitive aerobatic air show pilot The brothers are obviously hooked on aviation and with good-natured laughter they explain that theyve had the conversation at times about what our lives would be like without aviation-and we cant imagine it Its all we do is work on airplanes Thats the center of our lives
So it isnt surprising that they are bubbling over with enthusiasm when they explain their attraction to AirshyVenture We just cant wait to come back It it just builds every year from winter into spring and you talk to people about the projects theyre working on and if they will be here this year Its the anticipation of whos going to be here and whos going to be flying whatThis year they were at the fly- in with N4469H a gleamshying 1948 Piper PA-15 Vagabond that they restored from the ground up for owner Donal Halloran of Marshshyfield Wisconsin It won the Reserve Grand Champion - Silver Lindy (Classic - September 1945-1955)
Steve Rusinowski of Royal Oak Michigan started flyshying hang gliders in 1978 And when he isnt flyshy
ing N1772K-a 1946 Luscombe 8E that he and two other pilots own-he just might be flying his Schleicher ASW-15 or Glasair He was interested in the Luscombe he says I just always wanted to try a taildragger and somebody we know who is based near us has an 8A So I got some dual with him and it was fun If I need to
get somewhere I fly my Glasair-thats the traveling machine and I fly it IFR I bought it here about six years ago Rusinowski has been coming to AirVenture about six of the last 10 years and its primarily the airplanes that keep
him coming The thing about Oshkosh is that they cater not just to the vintage people and not just the homebuilders theyve got the warbirds the ultralights and the light sport Everybodys welcome and its so well run and organizedshythat s the key Its aviation people and everybodys having fun-even in the rain
VINTAGE AIRPLANE 9
good friend and experienced pilot Brian Van Wagnen to help him meet that challenge
Jerry and Fern Lugten (Vinshytage members) of Leslie Michigan have owned N66294 a 1943 Howard
DGA-15P since October 2007 Were enjoying it immensely shares JerryIve been a Howard fan for many years and we finally had an opportunity to get one ourselves AI Lund had a couple of his Howards here one day and I was talking with him about buying one-Ill never forget what he said Just go out and get one you will not be sorry And we did Jerry knew that flying his 1939 Luscombe had not given him enough experience to safely transition to the Pratt amp Whitneyshypowered Howard so he asked
Jerry started coming to Oshkosh in his Luscombe in 1974 and hasnt missed a year yet The last two years hes flown his Howard instead His wife Fern smiles when she says Im just a passenger but a very happy one I do enjoy being here its a very relaxing week for me Sometimes I wander around with Jerry and sometimes I just sit under the wing with my book And now we have a lot of family and friends who stay with us and thats fun
N 3 4841 a 1945 Call-Air Model A is powered by a Lycoming 0-235 It is an early example of the model bearing serial number 5 and is registered to Per Anderas of Green Bay Wisconsin Look at the overall configuration of this
plane and you just might see a resemblance to a Kinner Sportster Also note the cowboy and bucking bronco silhouette on the tail-an icon ic symbol of Wyoming which was the home of Call Aircraft The Call family deshysigned the airplane prior to World War II and it went into production after the war The Call-Air first fulfilled a role as a workhorse for high-country ranchers and when design rights changed hands in the 1960s the airshyplane was configured for crop spraying
10 OCTOBER 2009
Glenn Hake of Byron Illinois has been atshytending the fly-in since 1971 This year even
under rainy skies he just couldnt hide his enthusiasm for N7695B his 1958 Bellanca 14-19-2 Cruiseshymaster Ive had it for 20 years and I think Ill keep it for a while I was interested in a four-place taildragger and I was looking at Stinsons and 170s but this caught my eye and it was a great value for the same price-or acshytually less-and a heck of a lot more airplane I cruise about 175 mph with a fuel burn of about 13 gph or with fuel prices the way they are now I can cruise at 150 mph and burn about 105 gph Its got a useful load of 900 pounds so its got 600 pounds after you fill it up with gas So it was the perfect airplane for me my wife and son and our bags Ive logged around 1000 hours on it so far His Cruisemaster has a fuel capacity of 50 gallons and is powered by a 23-hp Continental 0-470 engine When Hake isnt flyshying his Bellanca youll probably find him working on his Hatz project or volunteering at Ogle County Airport an awardshywinning grassroots airport southwest of Rockford Illinois
5everallong-nosed Fairchild 24R-46s were nestled side-by-side in the Vintage area In the foreground is N81326 manufactured in 1946 and registered to Ted Camp of Beverly Hills Michigan Ninety-five of these models are currently on the FAA registry
Theres just something about a Great Lakes biplane that makes you stop and savor it N847K was manufactured in
1929 and has a 200-hp Ranger 6-440-C engine Its owned by Terry and Doug Gardner of St Louis Missouri
VINTAGE AIRPLANE 11
Its always interesting to see look-alike airplanes on the field-theyre a good test for ones powers of observation At first glance the similarities are striking between these 1950 Cessnas- but if you look closely youll note several difshyferences between them In the foreground is N9436A a Model 140A which is registered to David Pyeatt of Northshyridge California N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza California
Whats a trip to AirVenture without going to the EAA Seaplane Base Thomas and Kimberly Hicksons good-looking 1957 Cessna 180A taxis into the base after making several flights from the lake
12 OCTOBER 2009
Ahandful of lovely Beech Staggerwings graced the grassy fields this year N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples Florida
Sixty years after AI Mooney deshysigned the retractable-gear Culver Cadet the tiny airplanes are still charming pilots This
pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field N34895 a 1941 Model LFA was origishynally powered by a Franklin engine but now flies with a C-85 lt is owned by Ken and Lorraine Morris of Poplar Grove Illinois and bears the factory deluxe paint scheme Its look-alike N34791 is a 1941 Model LCA (Contishynental engine) owned by Gene Morris of Westlake Texas Cadets can cruise at 128 mph and have a landing speed of 55 mph Well have a feature story on the Cadets in an upcoming issue
From polished to painted there was an excellent showing of Swift aircraft this year
N2708W a 1950 Temco GCshy1 B Swift is seen here at the front of the line Registered to Scott Naumann of Arroyo Grande California it reminds us that Swift pilots travel re shyspectable distances
VINTAGE AIRPLANE 13
The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949
This 1943 Stinson V77 was a handshysome addition to the vintage flightshy
line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year
Brilliant purple with bright red trim set this 1952 170B apart from
its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington
14 OCTOBER 2009
Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
bull Currently owns a 1941 Rearwin Skyranger
The 1941 Rearwin Skyranger that I currently own is the third
antique aircraft that I have had the privilege to care for The
great service and affordable rates provided by AUA have
helped to keep my hobby safe and affordable
- Scoff Kirby
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot36J2
Aviation insurance with the EAA Vintage Program oHers
lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
On-line quote request available - AUA is licensed in all states
BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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VINTAGE AIRPLANE 39
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40 O C TOBER 2009
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good friend and experienced pilot Brian Van Wagnen to help him meet that challenge
Jerry and Fern Lugten (Vinshytage members) of Leslie Michigan have owned N66294 a 1943 Howard
DGA-15P since October 2007 Were enjoying it immensely shares JerryIve been a Howard fan for many years and we finally had an opportunity to get one ourselves AI Lund had a couple of his Howards here one day and I was talking with him about buying one-Ill never forget what he said Just go out and get one you will not be sorry And we did Jerry knew that flying his 1939 Luscombe had not given him enough experience to safely transition to the Pratt amp Whitneyshypowered Howard so he asked
Jerry started coming to Oshkosh in his Luscombe in 1974 and hasnt missed a year yet The last two years hes flown his Howard instead His wife Fern smiles when she says Im just a passenger but a very happy one I do enjoy being here its a very relaxing week for me Sometimes I wander around with Jerry and sometimes I just sit under the wing with my book And now we have a lot of family and friends who stay with us and thats fun
N 3 4841 a 1945 Call-Air Model A is powered by a Lycoming 0-235 It is an early example of the model bearing serial number 5 and is registered to Per Anderas of Green Bay Wisconsin Look at the overall configuration of this
plane and you just might see a resemblance to a Kinner Sportster Also note the cowboy and bucking bronco silhouette on the tail-an icon ic symbol of Wyoming which was the home of Call Aircraft The Call family deshysigned the airplane prior to World War II and it went into production after the war The Call-Air first fulfilled a role as a workhorse for high-country ranchers and when design rights changed hands in the 1960s the airshyplane was configured for crop spraying
10 OCTOBER 2009
Glenn Hake of Byron Illinois has been atshytending the fly-in since 1971 This year even
under rainy skies he just couldnt hide his enthusiasm for N7695B his 1958 Bellanca 14-19-2 Cruiseshymaster Ive had it for 20 years and I think Ill keep it for a while I was interested in a four-place taildragger and I was looking at Stinsons and 170s but this caught my eye and it was a great value for the same price-or acshytually less-and a heck of a lot more airplane I cruise about 175 mph with a fuel burn of about 13 gph or with fuel prices the way they are now I can cruise at 150 mph and burn about 105 gph Its got a useful load of 900 pounds so its got 600 pounds after you fill it up with gas So it was the perfect airplane for me my wife and son and our bags Ive logged around 1000 hours on it so far His Cruisemaster has a fuel capacity of 50 gallons and is powered by a 23-hp Continental 0-470 engine When Hake isnt flyshying his Bellanca youll probably find him working on his Hatz project or volunteering at Ogle County Airport an awardshywinning grassroots airport southwest of Rockford Illinois
5everallong-nosed Fairchild 24R-46s were nestled side-by-side in the Vintage area In the foreground is N81326 manufactured in 1946 and registered to Ted Camp of Beverly Hills Michigan Ninety-five of these models are currently on the FAA registry
Theres just something about a Great Lakes biplane that makes you stop and savor it N847K was manufactured in
1929 and has a 200-hp Ranger 6-440-C engine Its owned by Terry and Doug Gardner of St Louis Missouri
VINTAGE AIRPLANE 11
Its always interesting to see look-alike airplanes on the field-theyre a good test for ones powers of observation At first glance the similarities are striking between these 1950 Cessnas- but if you look closely youll note several difshyferences between them In the foreground is N9436A a Model 140A which is registered to David Pyeatt of Northshyridge California N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza California
Whats a trip to AirVenture without going to the EAA Seaplane Base Thomas and Kimberly Hicksons good-looking 1957 Cessna 180A taxis into the base after making several flights from the lake
12 OCTOBER 2009
Ahandful of lovely Beech Staggerwings graced the grassy fields this year N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples Florida
Sixty years after AI Mooney deshysigned the retractable-gear Culver Cadet the tiny airplanes are still charming pilots This
pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field N34895 a 1941 Model LFA was origishynally powered by a Franklin engine but now flies with a C-85 lt is owned by Ken and Lorraine Morris of Poplar Grove Illinois and bears the factory deluxe paint scheme Its look-alike N34791 is a 1941 Model LCA (Contishynental engine) owned by Gene Morris of Westlake Texas Cadets can cruise at 128 mph and have a landing speed of 55 mph Well have a feature story on the Cadets in an upcoming issue
From polished to painted there was an excellent showing of Swift aircraft this year
N2708W a 1950 Temco GCshy1 B Swift is seen here at the front of the line Registered to Scott Naumann of Arroyo Grande California it reminds us that Swift pilots travel re shyspectable distances
VINTAGE AIRPLANE 13
The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949
This 1943 Stinson V77 was a handshysome addition to the vintage flightshy
line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year
Brilliant purple with bright red trim set this 1952 170B apart from
its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington
14 OCTOBER 2009
Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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40 O C TOBER 2009
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Glenn Hake of Byron Illinois has been atshytending the fly-in since 1971 This year even
under rainy skies he just couldnt hide his enthusiasm for N7695B his 1958 Bellanca 14-19-2 Cruiseshymaster Ive had it for 20 years and I think Ill keep it for a while I was interested in a four-place taildragger and I was looking at Stinsons and 170s but this caught my eye and it was a great value for the same price-or acshytually less-and a heck of a lot more airplane I cruise about 175 mph with a fuel burn of about 13 gph or with fuel prices the way they are now I can cruise at 150 mph and burn about 105 gph Its got a useful load of 900 pounds so its got 600 pounds after you fill it up with gas So it was the perfect airplane for me my wife and son and our bags Ive logged around 1000 hours on it so far His Cruisemaster has a fuel capacity of 50 gallons and is powered by a 23-hp Continental 0-470 engine When Hake isnt flyshying his Bellanca youll probably find him working on his Hatz project or volunteering at Ogle County Airport an awardshywinning grassroots airport southwest of Rockford Illinois
5everallong-nosed Fairchild 24R-46s were nestled side-by-side in the Vintage area In the foreground is N81326 manufactured in 1946 and registered to Ted Camp of Beverly Hills Michigan Ninety-five of these models are currently on the FAA registry
Theres just something about a Great Lakes biplane that makes you stop and savor it N847K was manufactured in
1929 and has a 200-hp Ranger 6-440-C engine Its owned by Terry and Doug Gardner of St Louis Missouri
VINTAGE AIRPLANE 11
Its always interesting to see look-alike airplanes on the field-theyre a good test for ones powers of observation At first glance the similarities are striking between these 1950 Cessnas- but if you look closely youll note several difshyferences between them In the foreground is N9436A a Model 140A which is registered to David Pyeatt of Northshyridge California N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza California
Whats a trip to AirVenture without going to the EAA Seaplane Base Thomas and Kimberly Hicksons good-looking 1957 Cessna 180A taxis into the base after making several flights from the lake
12 OCTOBER 2009
Ahandful of lovely Beech Staggerwings graced the grassy fields this year N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples Florida
Sixty years after AI Mooney deshysigned the retractable-gear Culver Cadet the tiny airplanes are still charming pilots This
pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field N34895 a 1941 Model LFA was origishynally powered by a Franklin engine but now flies with a C-85 lt is owned by Ken and Lorraine Morris of Poplar Grove Illinois and bears the factory deluxe paint scheme Its look-alike N34791 is a 1941 Model LCA (Contishynental engine) owned by Gene Morris of Westlake Texas Cadets can cruise at 128 mph and have a landing speed of 55 mph Well have a feature story on the Cadets in an upcoming issue
From polished to painted there was an excellent showing of Swift aircraft this year
N2708W a 1950 Temco GCshy1 B Swift is seen here at the front of the line Registered to Scott Naumann of Arroyo Grande California it reminds us that Swift pilots travel re shyspectable distances
VINTAGE AIRPLANE 13
The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949
This 1943 Stinson V77 was a handshysome addition to the vintage flightshy
line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year
Brilliant purple with bright red trim set this 1952 170B apart from
its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington
14 OCTOBER 2009
Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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Every part is the tightest Original Equipment Manufacturers specifications Our quality control continually tests repairs and certifies new repairs to keep the cost of aircraft engine maintenance down The quality really does go in each re-machined part before the yellow tag goes on
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
bull Currently owns a 1941 Rearwin Skyranger
The 1941 Rearwin Skyranger that I currently own is the third
antique aircraft that I have had the privilege to care for The
great service and affordable rates provided by AUA have
helped to keep my hobby safe and affordable
- Scoff Kirby
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot36J2
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lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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VINTAGE AIRPLANE 39
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40 O C TOBER 2009
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Its always interesting to see look-alike airplanes on the field-theyre a good test for ones powers of observation At first glance the similarities are striking between these 1950 Cessnas- but if you look closely youll note several difshyferences between them In the foreground is N9436A a Model 140A which is registered to David Pyeatt of Northshyridge California N5625C is a Model 140 and is registered to Lindy and Allison Whittlesey of Coto de Caza California
Whats a trip to AirVenture without going to the EAA Seaplane Base Thomas and Kimberly Hicksons good-looking 1957 Cessna 180A taxis into the base after making several flights from the lake
12 OCTOBER 2009
Ahandful of lovely Beech Staggerwings graced the grassy fields this year N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples Florida
Sixty years after AI Mooney deshysigned the retractable-gear Culver Cadet the tiny airplanes are still charming pilots This
pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field N34895 a 1941 Model LFA was origishynally powered by a Franklin engine but now flies with a C-85 lt is owned by Ken and Lorraine Morris of Poplar Grove Illinois and bears the factory deluxe paint scheme Its look-alike N34791 is a 1941 Model LCA (Contishynental engine) owned by Gene Morris of Westlake Texas Cadets can cruise at 128 mph and have a landing speed of 55 mph Well have a feature story on the Cadets in an upcoming issue
From polished to painted there was an excellent showing of Swift aircraft this year
N2708W a 1950 Temco GCshy1 B Swift is seen here at the front of the line Registered to Scott Naumann of Arroyo Grande California it reminds us that Swift pilots travel re shyspectable distances
VINTAGE AIRPLANE 13
The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949
This 1943 Stinson V77 was a handshysome addition to the vintage flightshy
line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year
Brilliant purple with bright red trim set this 1952 170B apart from
its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington
14 OCTOBER 2009
Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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36 OCT OBER 2009
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US Sport Aviation Expo Sebring Regional Airport (SEFl Sebring Fl January 21 -24 2010 www5port-Aviation-Expocom
AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany April 8-11 2010 wwwAero-Friedrichshafencoml htmllen
Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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40 O C TOBER 2009
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Ahandful of lovely Beech Staggerwings graced the grassy fields this year N51121 was manufactured in 1945 and is registered to Kurt Bromschwig of Naples Florida
Sixty years after AI Mooney deshysigned the retractable-gear Culver Cadet the tiny airplanes are still charming pilots This
pair of bright blue and yellow Cadets grabbed much attention from folks meandering through the vintage field N34895 a 1941 Model LFA was origishynally powered by a Franklin engine but now flies with a C-85 lt is owned by Ken and Lorraine Morris of Poplar Grove Illinois and bears the factory deluxe paint scheme Its look-alike N34791 is a 1941 Model LCA (Contishynental engine) owned by Gene Morris of Westlake Texas Cadets can cruise at 128 mph and have a landing speed of 55 mph Well have a feature story on the Cadets in an upcoming issue
From polished to painted there was an excellent showing of Swift aircraft this year
N2708W a 1950 Temco GCshy1 B Swift is seen here at the front of the line Registered to Scott Naumann of Arroyo Grande California it reminds us that Swift pilots travel re shyspectable distances
VINTAGE AIRPLANE 13
The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949
This 1943 Stinson V77 was a handshysome addition to the vintage flightshy
line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year
Brilliant purple with bright red trim set this 1952 170B apart from
its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington
14 OCTOBER 2009
Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
bull Currently owns a 1941 Rearwin Skyranger
The 1941 Rearwin Skyranger that I currently own is the third
antique aircraft that I have had the privilege to care for The
great service and affordable rates provided by AUA have
helped to keep my hobby safe and affordable
- Scoff Kirby
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot36J2
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lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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VINTAGE AIRPLANE 39
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40 O C TOBER 2009
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The Short Wing Piper Club is celebrating its 30th anniversary this year as a type club and short-wing Pipers were in abundance th is year This perky Piper PA-16 Clipper sports a paint scheme sunny enough to brighten even a rainy day during AirVenture N5669H is registered to Beech Club Aviation LTD of Delaware and was manufacshytured in 1949
This 1943 Stinson V77 was a handshysome addition to the vintage flightshy
line N9178H is registered to Larry Boehme of Jackshysonville North Carolina There were several Stinshysons in the field this year
Brilliant purple with bright red trim set this 1952 170B apart from
its neighbors N2343D is registered to Bobby Woolley of Federal Way Washington
14 OCTOBER 2009
Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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36 OCT OBER 2009
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Upcoming Major Fly-Ins Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ) Casa Grande AZ October 22-24 2009 wwwCopperstateorg
Southeast Regional Fly-In Middleton Field Airport (GZH) Evergreen Al October 23-252009 www5ERFlorg
US Sport Aviation Expo Sebring Regional Airport (SEFl Sebring Fl January 21 -24 2010 www5port-Aviation-Expocom
AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany April 8-11 2010 wwwAero-Friedrichshafencoml htmllen
Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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MEMBERSHIP INFORMATION EAA lAC
Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
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40 O C TOBER 2009
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Apair of 1946 Fleet 80 Canucks was a special treat on the flightline this year Note its clean lines and how the fushyselage tapers to meet the tail The Canuck had its genesis as Robert Nourys own homebuilt design Fleet purshychased the rights to the design in order to facilitate the switch from World War II military production to a postwar civilian market in Canada All told 225 Canucks were built and the airplane was popular as a trainer According to
the Canada registration mark database C-FEOH is registered to Peter Moodie ofWinnipeg Manitoba C-EAU is registered to Fleet Aero Leasing Ltd of Abbotsford British Columbia Well have a feature story on the Fleet in an upcoming issue
VINTAGE AIRPLANE 15
This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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Every part is the tightest Original Equipment Manufacturers specifications Our quality control continually tests repairs and certifies new repairs to keep the cost of aircraft engine maintenance down The quality really does go in each re-machined part before the yellow tag goes on
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
bull Currently owns a 1941 Rearwin Skyranger
The 1941 Rearwin Skyranger that I currently own is the third
antique aircraft that I have had the privilege to care for The
great service and affordable rates provided by AUA have
helped to keep my hobby safe and affordable
- Scoff Kirby
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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36 OCT OBER 2009
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Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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Copyright e2009 by the EAA Vintage Aircraft Association All rights reserved VINTAGE AIRPLANE (USPS 062middot750 ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
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40 O C TOBER 2009
Drive Smart I
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This sharp-looking Spirit of the Lone Eagle is a Porterfield LP-65 Collegiate and its powered by a 65-hp Lycomshying 0 -145-B2 Manufactured by t he Porterfield Aircraft Company of Kansas City Missouri N32417 made its first flight in December 1940 Its currently registered to Tailwheel Ltd of OFallon Missouri
Joel Severinghaus takes a moment to highlight his stillshypretty 1946 Taylorshy
craft BC-12D on display in the South 40 camping area Joel s airplane was featured in the February 2008 issue of Vintage Airshyplane Hes still keeping it neat as a pin ready for visitors and judges alike to enjoy Joel points out the proper use of cord tying of the wiring in the engine compartment of the Taylorcraft-no nylon plastic ties in here The rest of the airplane is similarly restored in an original fashion
16 OCTOBER 2009
This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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Every part is the tightest Original Equipment Manufacturers specifications Our quality control continually tests repairs and certifies new repairs to keep the cost of aircraft engine maintenance down The quality really does go in each re-machined part before the yellow tag goes on
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
bull Currently owns a 1941 Rearwin Skyranger
The 1941 Rearwin Skyranger that I currently own is the third
antique aircraft that I have had the privilege to care for The
great service and affordable rates provided by AUA have
helped to keep my hobby safe and affordable
- Scoff Kirby
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot36J2
Aviation insurance with the EAA Vintage Program oHers
lower premiums with payment options - Additional coverages - Flexibility on the use of your aircraft - Experienced agents
On-line quote request available - AUA is licensed in all states
BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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VINTAGE AIRPLANE 39
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Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
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40 O C TOBER 2009
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This cheerfully painted Ercoupe succinctly sums up the salutation of the week Hello OshkoshThese two small words brim over with a meaning for those who eagerly anticipate and participate in the worlds largest airs how and fly-in
The new Vintage Hangar is truly a multipurpose facility In addition to hosting the type clubs and workshops during the week on Saturday evening it was the site for the VAA Aircraft Awards ceremony More than 200 members and their guests enjoyed the 45-minute presentation by Judging Chairman Dave Clark and each of the judging chairs from the Antique Classic and Contemporary areas
VINTAGE AIRPLANE 17
Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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36 OCT OBER 2009
EM Calendar of Aviation Events Is Now Online EMs online Calendar of Events is the go-to
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In EMs online Calendar of Events you can search for events at anygiven time within acertain radius of anyairport by entering the identifier or a ZIP code and you can further define your search to lookforjust the types of events you d like to attend
We invite you to access the EM online Calendar of Events at httpjwwweaaorgfcalendarj
Upcoming Major Fly-Ins Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ) Casa Grande AZ October 22-24 2009 wwwCopperstateorg
Southeast Regional Fly-In Middleton Field Airport (GZH) Evergreen Al October 23-252009 www5ERFlorg
US Sport Aviation Expo Sebring Regional Airport (SEFl Sebring Fl January 21 -24 2010 www5port-Aviation-Expocom
AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany April 8-11 2010 wwwAero-Friedrichshafencoml htmllen
Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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VINTAGE AIRPLANE 39
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Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
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40 O C TOBER 2009
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Wading the title you may
think I am talking about my favorite airplane to fly In fact it is the most
emorable ride I ever gave in an airplane
We have all given someone a ride that we remember for some reason whether it is because of the amazed and wondrous reaction of the passhysenger or the smoothness of our landing with a first-time flier This ride stands out in my memory beshycause I was able to fulfill a wish in a way few others could I wish I could say that it was because of my wonshyderful piloting skills but it was only because I happened to own one of the few types of aircraft that could fill this mission
My husband Ken and I live on Poplar Grove Airport (a residential airpark) and it has 100 homeslots that have taxiway access to the runshyway It also has 40 lots and condos that do not have access to the runshyway These extra 40 lots and condos (because they cant fly from them
18 OCTOBER 2009
BY LORRAINE MORRIS
we call them kiwi lots) contain a mixture of pilots and non-pilots
As I was coming home one day I noticed a large moving van in front of one of the condos and I stopped and introduced myself to Bill Moses the newest airpark resident Bill is not a pilot but he was lured to the airpark by a mutual friend who lives and flies here Bill is wheelchair-bound and over the next few months he joined in many of the airpark events and even joined EAA Chapter 1414 At one event we were talking about his goal to ride in an open-cockpit airplane Most of the open-cockpit planes at the airport were going to be difficult for Bill to get into but our Woody Pusher is a smaller airplane than most and has the front cockpit out in the open with no wing above it That evening the idea was born to give Bill his open-cockpit ride
The Aerosport Woody Pusher was first produced in 1967 by Harshyris Woods for homebuilding It was designed as a braced parasol monoshyplane that had a fabric-covered wood
fuselage and wings and was based closely on the 1930 Curtiss-Wright Junior It was popular in the west as many farmers used it for spotting their stock as well as coyote hunting With the pilot out in front there are no struts or engine parts to block the view or the shot
Our Woody Pusher was built in 1976 by a man named Bond and he gave it the serial number 007 He constructed the wings and spars out of wood but used steel tubing for the fuselage and spring steel gear It also had a full electrical system with a wind-driven generator It was only 75 miles away so we decided to fly it home Oh did I mention we purshychased it in December What were we thinking
When we arrived to pick it up it was only about 32degP outside I had been drafted to be the pilot home so I had brought all the heavy winter gear I could think of Sure enough the aircraft started right up and off I went I made it home with only a bit of chill then Ken put on some
warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
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The 1941 Rearwin Skyranger that I currently own is the third
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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36 OCT OBER 2009
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Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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40 O C TOBER 2009
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warm clothes and took it around the patch just so he could say he had flown it too
We then put it in the hangar and started to look at it closely It had been built in 1976 but soon afshyter that it had been dismantled and stored After a series of owners it was put back together and flown for a few years before we came into the picture At some point in time someshyone had painted over the fabric with enamel paint and it was starting to crack and peel off After talking about it for a few minutes we decided that it might be a good idea to re-cover the wings and tail feathers Since it was winter and only a fool would fly it in the winter (what did that make me) now was the time
It turned out to be a good idea beshycause when we got the old fabric off we found that the glue used 30 years ago was drying out and small parts were starting to fall off inside We re-glued the entire thing and did a general cleanup on the wings We reshymltjved the electrical system because we had no plans on flying it at night and re-covered the wings and tail feathers Since the plane was for fun we chose a whimsical paint scheme and painted it bright orange and yelshylow with Poly-Tone paint
Now that we had the ideal airshyplane for Bills ride the next problem was how to get Bill into the airplane Most engine hoists couldnt go up high enough so we decided to use our hangar door We have used it in the past to lift items that the enshygine hoist and my strong husband couldnt lift so we strapped a tree harness onto Bill picked him up with the hangar door then wheeled the Woody underneath and lowshyered him into the seat With volunshyteers guiding his legs he was soon strapped in and ready to go
After disconnecting the harness (we left it attached to Bill) we got our required head covering on complete with bright orange wigs (this adds to the fun) We then started the C-90 taxied out to the runway and took off into the sky Bill was flying in an open-cockpit airplane Granted it
didnt have the style and class of a Stearman or a Waco but it was just as open as could be With only 90 little ponies pulling it along it didnt have the rumble and roar of the big radial engines of yesteryear that most peoshyple identify with an open-cockpit bishyplane But there was no canopy over his head and there was a distinct possibility that he was going to come home with bugs in his teeth It was a bona fide open-cockpit airplane
Every time Bill turned his head to look at something new I could see the smile on his face Communicatshying is done with hand signals so we didnt talk much Ken and Bills friend Kevin flew around us in our C-140A and got some aerial pictures
When I thought that Bills face
was going to split he was smiling so much we did a pass down the runshyway so he could appreciate the blindshying speed of the Woody (not) then came around and landed We taxied up to the hangar the hangar door was lowered the harness was hooked to the door and Bill was picked up out of the cockpit
We continued to have fun with the Woody until we heard about a Curtiss-Wright Junior project for sale Ken was interested in restorshying one so we put the Woody up for sale and one of the previous ownshyers bought it Now he is enjoying it again I am glad we had the opporshytunity to give somebody a ride he wont soon forget because I know I wont ever forget it
VINTAGE AIRPLANE 19
Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
bull Currently owns a 1941 Rearwin Skyranger
The 1941 Rearwin Skyranger that I currently own is the third
antique aircraft that I have had the privilege to care for The
great service and affordable rates provided by AUA have
helped to keep my hobby safe and affordable
- Scoff Kirby
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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40 O C TOBER 2009
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Light Plane Heritage PUBLISHED IN EAA Experimenter OCTOBER 1988
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DWIGHT HUNTINGTON AND THE H-12 LIGHTPLANE
BY J ACK McRAE
Shortly after World War I homebuilt airplanes that were similar to what are now classified as ultralights began to apshypear in this country Pilots and engineers such as Jack Irwin in California Ed Heath in Chicago and Harvey Mummert and Dwight Huntington in the New York area apparently felt that the large war-surplus Jennys and Standards alshythough cheap were not the answer to the private pilots needs One of the earliest of these ultralights was the Hunshytington H-12 which was probably also the first to be deshysigned to professional engineering standards The H-12 was a small mid-wing monoplane of wood construction covshyered with unbleached muslin and powered with a Harley Davidson V-twin motorcycle engine
In the 1933 Flying and Glider Manual the H-12 is given credit for starting the wave of enthusiasm for lightplanes in this country Also with unusually hot engines this design was occasionally flown
Dwight Huntington the deSigner was reported to have been a proficient draftsman who worked during World War I days at the Curtiss plant in Buffalo New York Hunshytington began advertising complete plans for the H-12 (price $5) in 1919 in the magazine Aerial Age Shortly after in January 1921 the magazine ran two articles on The
Huntington Motorcycle Engined Monoplane that inshycluded a three-view drawing speCifications and details of construction The cost of building the airplane was estishymated to be not more than $80 excluding engine and proshypeller A V-twin motorcycle engine of from 12 hp to 15 hp was recommended and this was said to give a maximum speed of 60 mph and a rate of climb of 240 feetminute
While visiting George Hardie Jr during EAA Oshkosh 1986 George showed me some beautifully drawn one-fourth scale detailed construction plans of a motorcycle engineshypowered airplane called the Dixie No I with the title block labeled CE Lay Aeroplanes Blue Ash Ohio The external dimensions of this airplane seemed to agree exactly with the Huntington H-12 Some time later George found a 1922 brochure and parts list for the H-12 The H-12 part numbers agreed exactly with the part numbers on the Dixie No1 drawings so we concluded that the Dixie No1 plans were actually for the Huntington H-12 Both airplanes appear in the German handbook Taschenbuch der Luftflotten 192425 the Huntington dated 1921 and the Dixie 1924 CE Lay has been described as an aeronautical enthusiast president of the Cincinnati Aircraft Company in the early 1920s and one who operated two Canucks from a 2900-foot field on Duck
Editors Note The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history Since many of our members have not had the opportunity to read this seshyries we plan on publishing those LPH articles that would be of interest to VAA members Enjoy-HGF
20 OCTOBER 2009
Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
bull Currently owns a 1941 Rearwin Skyranger
The 1941 Rearwin Skyranger that I currently own is the third
antique aircraft that I have had the privilege to care for The
great service and affordable rates provided by AUA have
helped to keep my hobby safe and affordable
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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VINTAGE AIRPLANE 39
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Creek Road Cincinnati Ohio What the connection was beshytween CE Lay and Huntington remains a mystery
Not very much is known about Dwight Huntington since he doesnt appear in any of the Who~ Who in Aviation books that we have seen In 1928 he was an engineer on the Vulcan American Moth airplane and became chief engineer when Harvey and Wilson Doyle left to form the Doyle Aero Corposhyration He continued as chief engineer when Vulcan became the Davis Aircraft Corporation in 1929 During the Depresshysion years of the 1930s he worked for several aircraft comshypanies and wrote a number of articles on lightplane design that appeared in Aero Digest in 1930 and 1931 and articles describing the new airplanes at the aircraft shows Huntingshytons last known place of employment was Skylark Aircraft Mfg Co of Venice California which he left at about the end of World War II The company was a reorganization of the Pasped Company that built the Skylark during the 1930s While there Huntington was engineer on a pusher airplane project called the Skycraft 447 which was intended for the postwar market One airplane of this design was built in 1947 Sometime after leaving the Skylark company Huntingshyton is reported to have died of Parkinsons disease
Thanks to John Underwood for information on Huntingshytons career Huntington was a real pioneer in lightplane deshysign and the H-12 with a more reliable engine would have probably made a very practical sport plane for its time
The following is excerpted from A erial Age January 31921
The Huntington Motorcycle Engined Monoplane
liThe real problem in efficiency as far as aeronautical enshygineering is concerned is to design a machine that will fly well with low power or in other words a machine having a heavy loading per horsepower This the biggest problem is within the reach of the amateur builder or student of moderate means
In order to design a successful machine around a motor of low power it is necessary to make accurate calculations and work out all details very carefully so that all exposed parts will have a minimum resistance and that the weight will be kept as low as possible consistent with safety
The machine described was designed around a twoshycylinder air-cooled Vee type motorcycle motor developing 12-15 hp at about 1800 rpm and driving a propeller of 5 feet diameter by 3-12 feet pitch direct Greater efficiency could be obtained no doubt by gearing the propeller alshythough this change in the motor would entail some exshypense on the part of the builder
It is well known that the wings of a monoplane are more efficient than those of a biplane due to the interfershyence of the planes in the latter type The two points of prejudice against the monoplane type-structural weakshyness and poor vision for the pilots-have been satisfactorily overcome in recent designs
Aside from being more efficient than the biplane as far as the supporting surfaces are concerned the monoplane
can be made lighter owing to the fact that fewer parts are required which makes this type ship inexpensive easier to construct and economical to operate
There are numerous advantages in building your own ship aside from the pleasure of owning your own plane The builder gains an accurate knowledge of practical aeronautics he knows just what the machine can stand in flight and can make his own repairs and keep his ship in perfect trim
liThe cost of building the monoplane described proshyviding the work is done by the builder should not exceed $80 This figure of course does not include either engine or propeller
liThe resistance of an aeroplane which determines the horsepower required for propulSion increases as the square of velocity or in other words the resistance of a ship travshyeling at 100 mph is nearly four times the resistance of the same ship when traveling at 50 mph For this reason it is difficult to obtain high speed without a powerful engine But in order to fly at a comparatively low normal speed eishyther a large wing area is required necessitating a bigger and usually heavier plane or else a wing section of very high lift must be employed The USA No 4 section was chosen because it not only gives a good lift at the angle of best LID (that is 4 degrees) but also because it makes possible a ship of ample strength and small size
The ordinates of this wing for a 54-inch chord are given in the table below
With a view of simplicity and ease of construction with a minimum expense parts difficult to make such as metal fittings have been eliminated wherever pOSSible and but few small parts such as turnbuckles clevis pins shackles etc are called for in the design
IIAs an example of the small stresses imposed upon a ship of this size let us consider the conditions of the rear struts The center of pressure of the USA No4 section at 2 deshygrees incidence is 67 percent of the chord from the leading edge equivalent to about 36 inches for the 54-inch chord The front spar is located 8-34 inches from the leading edge and the rear spar 28-34 inches behind the front spar At 2 degrees incidence therefore the rear spar will carry approxishymately 95 percent of the total load Each wing of course carries one-half the total weight or 200 pounds From this we deduct 25 pounds for the weight of the wing leaving a lift stress upon the wing of 175 pounds The rear spar carries 175 x 095 = 16625 pounds this stress being applied apshyproximately 54 inches out on the wing Since the lift strut is attached to the fuselage at a point 30 inches below the wing hinge the tension in the strut will be approximately 310 pounds allowing a factor of safety of 10 to design fittings suitable for taking the specified load
Due to the simplicity of the braCing the wings may be removed from the fuselage by one person in about five minshyutes and assembled in a similar length of time As the span occupied by the ship with the wing dismantled is only 5-12 by 14 feet the housing problem holds no difficulties
Below is a table summing up the resistances of the varishyous parts of the plane at 52 miles per hour
VINTAGE AIRPLANE 21
General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
bull Currently owns a 1941 Rearwin Skyranger
The 1941 Rearwin Skyranger that I currently own is the third
antique aircraft that I have had the privilege to care for The
great service and affordable rates provided by AUA have
helped to keep my hobby safe and affordable
- Scoff Kirby
AUA is Vintage Aircraft Association approved To become a member of VAA call 800middot843middot36J2
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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VINTAGE AIRPLANE 39
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40 O C TOBER 2009
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General Dimensions Wingspan 20 feet
Length overall 14 feet 6 inches Height overall 5 feet 10 inches Wing chord 54 inches Wing section UsA 4 Angle of incidence 4 degrees Dihedral 1degree Areas Wing area (including ailerons) 80 square feet Ailerons 11 square feet Stabilizer 56 square feet Elevators 6 square feet Rudder 4 square feet Weights Machine empty 220pounds Fuel and oil 30 pounds Pilot 150 pounds Useful load 180 pounds Total weight 400 pounds Percent of useful load 45 percent Wing loading 5 pounds per square foot Power loading 30 pounds per hp Performance High speed near sea level OOmph Cruising speed 52mph Landing speed 32 mph Range at cruising speed 5 hours 250 miles Initial climb 240 feet per minute Ceiling 7500 feet Factor of safety 8 Powerplant Type V-type motorcycle engine Cylinders 2 air-cooled Power 12 hp-15 hp Weight with magneto and carburetor 85 pounds
1 Wing drag 25 pounds 2 Fuselage 12 pounds 3 Engine cylinders 3 pounds 4 Pilots head 2 pounds 5 Lift struts and wires 2 pounds 6 Chassis 4 pounds 7 Empennage 2 pounds Total resistance =50 pounds Then horsepower required =R (resistance) x V (velocshy
ity)375 =50 x 52375 =7 hp required at the propeller
Wings liThe wings are built up in the conventional manner
of spruce throughout with the exception of the rib webs which are of whitewood Wing beams are not channeled and can therefore be cut to shape on the saw The ribs are built up with webs 18-inch thick lightened and spruce capstrips 316 inch by 38 inch glued and nailed to the webs Ribs are nailed to the spars and held in place by trianshygular blocks The entering and trailing edges are of spruce
liThe drift bracing stresses are taken by 34-inch square forming a Warren truss This method has ample strength for a small ship and has the advantage of cheapness and ease of construction
22 OCTOBER 2009
liThe wings are covered with unbleached muslin 1 yard wide sewn to the ribs and given three coats of dope The aishylerons are built up and covered similar to the wings they are hinged to the rear wing spars by eyebolts
liThe four lift struts are identical and interchangeable They are of solid spruce with a Navy No1 section as deshyscribed in Aerial Age issue of December 29 1919 These struts have a safety factor of 12 so that an engine of 20-30 hp may be installed in the machine if better performance is desired They are 1-14-inch thick by 3-34-inch wide and about 6 feet in length Pin joints are provided at each end where the struts join the wing and fuselage Fittings are of cold rolled steel
For both the wing and undercarriage braCing 332-inch cable is used in conjunction with No 325 turnbuckles
Fuselage liThe fuselage has a length of 12 feet 5 inches a maxishy
mum depth of 33 inches and is 20 inches wide at the pilots cockpit The longerons and struts are of spruce the former 34-inch square section Diagonal bracing is of veneer strips 18 inch by 1 inch of greater width at the ends where they are attached to the longerons and struts by wood screws This method of bracing has been used successfully on other machines it possesses the advantage of light weight and low cost since it does away with a considerable number of small parts such as fittings turnbuckles clevis pins shackshyles wires ferrules bolts etc
Standard stick and foot bar controls are installed the foot bar actuating the rudder For aileron and rudder steel tube or ash may be used for control stick the former beshying preferable
liThe seat is constructed of veneer well lightened placed low in the fuselage 10 inches above the lower longerons In this position the pilots shoulders come below the upper lonshygerons and consequently a fuselage of less width is required
Undercarriage An undercarriage of conventional form is fitted to two
well-streamlined spruce Vee struts and fastened by fittings of 16 gauge cold rolled steel The Vees are spaced by an axle streamlined in a lifting wing section built up of spruce and veneer a groove running the length of the wing providing an axle rest This small wing not only reduces the resistance of the axle but also exerts a considerable lifting force The axle consists of a length of steel tube 1 inch outside diameter by 18 gauge by 46 inches
liThe wheels are standard 20 inch by 2 inch covered with cloth to reduce resistance
Empennage liThe stabilizer and elevators are built up as flat plates
covered and doped in a manner similar to the wings and fushyselage Eyebolts are used for hinges as in the case of the aileshyrons and rudder The control horns are also similar they are simply a piece of steel tube 12 inch outside diameter by 18 gauge by 9 inches long flattened at the ends after heating and drilled to take the control cable shacklesI
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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36 OCT OBER 2009
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US Sport Aviation Expo Sebring Regional Airport (SEFl Sebring Fl January 21 -24 2010 www5port-Aviation-Expocom
AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany April 8-11 2010 wwwAero-Friedrichshafencoml htmllen
Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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The inaugural EAST certified Stearman Formation Clinic flies over St Louis
Number 3 knock it offl came the calm but stern command from flight leader Tonya Hodson The four former primary trainers rolled out in unison from their turn to calm straight-and-level flight Number 2 in the flight couldnt have seen it and Numshyber 4 probably wondered what he was missing What none of t h em but Tonya knew was that her instructor David Burroughs had briefed her to make the call to her flight as part of the tra inshying Number 3 was doing nothing wrong but hearing the call reinshyforced that part of the training
The training was being conshyducted by Stearman Flight an organization dedicated to enshy
24 OCTOBER 2009
BY D ON P ARSONS
Lead Numbers 2 and 3 keep their attention riveted on their wingman as they practice during one of the flying sessions Strict adherence to a standardized set of procedures minimizes the risk associated with flying formation
Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
bull Currently owns a 1941 Rearwin Skyranger
The 1941 Rearwin Skyranger that I currently own is the third
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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Southeast Regional Fly-In Middleton Field Airport (GZH) Evergreen Al October 23-252009 www5ERFlorg
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Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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VINTAGE AIRPLANE 39
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Formation practice starts on the ground after a thorough preflight briefing session
hancing safety and proficiency Stearman PT series of biplanes see formation training Sevenshyin Stearman formation flying It There are 16 different organizashy teen pilots signed up to improve is the only FAST (Formation tions that make up the group inshy their skills and gain knowledge and Safety Team) certified orgashy volved in FAST the organizashy in formation flying with eight eishynization specializing in flying the tion is tasked by the FAA to over- ther earning or upgrading their
The flight forms up on Ralph lutes during the flying portion of the clinic
V I NTAGE AIRPLANE 25
Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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Ralph Lutes Mike Neubig and Carey Hardin discuss the days flying during their debrief
FAST card The clinic held at St Louiss
Creve Coeur Airport (aka Dauster Field) which has Stearmanshyfriendly grass runways ran from May 28 to 31 They have another clinic scheduled there October 1 through 4 along with a clinic at Hollister Municipal Airport in Hollister California David Burshyroughs one of the Stearman flight instructors and one of the groups two FAST representatives says More training was done in Stearshymans during World War II than anything else Historically the
airplane is important There are thousands still flying There is an extremely strong core group of people We wanted to be a large and active Signatory [to FAST]
Stearman Flight conducts fourshyday clinics The first day a Thursshyday evening is a ground school and briefing for the next day when flying begins Friday starts with a morning review of the briefing answering of questions and fashymiliarization of the flight area By afternoon the instructors are getshyting serious with the training You have to be a good Stearman pilot to
begin with says Burroughs You almost have to be able to control the airplane almost unconsciously to maintain formation
Friday starts out reasonably early and runs until dark Satshyurday starts at sunrise as the inshystructors try to get people qualishyfied Each flight takes about two hours counting the briefing and debriefing time There are five phases of formation flying says Burroughs Number one is the briefing Number two is getting airborne and getting into formashytion Number three is spent flyshying next to each other Number four is rearranging the formation And number five is the debriefshying All are done in a standardshyized way Thats what these clinshyics are about
Lunch is grabbed on the run During the May class one of the local residents went and grabbed pizza for everyone Sub sandshywiches were brought the next day
Where else can you get guys with this kind of experience says Norm Beachum Ive only been flying (Stearmans) for two years th y can teach you a lot After thrte flights I can say its a real leandng experience Its an excellent experience here but its a little bit overwhelming but enshyjoyable for a newbie
Tonya Hodson from Marion Kansas was attending her fourth clinic She had been a Stearman owner and pilot for almost 10 years It s so challenging she says I always wanted to fly forshymation The hardest part as a lead is youre responsible for the entire flight Whether its two or eight aircraft youre assuming a lot of responsibility
Rod Hightower a Stearman owner-pilot based at Creve Coeur Airport in St Louis agrees Its crazy hard Probably the hardest most challenging thing Ive done in an airplaneJ
For more information visit Stearman Flight on the Web at httpStearmanFlightnet
26 OCTOBER 2009
Scott KirbyBrooks GA
bull Air traffic controller and commercial pilot
bull Pilot since 1982
bull Currently owns a 1941 Rearwin Skyranger
The 1941 Rearwin Skyranger that I currently own is the third
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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36 OCT OBER 2009
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Southeast Regional Fly-In Middleton Field Airport (GZH) Evergreen Al October 23-252009 www5ERFlorg
US Sport Aviation Expo Sebring Regional Airport (SEFl Sebring Fl January 21 -24 2010 www5port-Aviation-Expocom
AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany April 8-11 2010 wwwAero-Friedrichshafencoml htmllen
Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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Classified Display Ads One column wide (2 167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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40 O C TOBER 2009
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Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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VINTAGE AIRPLANE 39
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BY ROB ERT G LOCK
Materials ampProcesses Part I
In this issue we will discuss an airframe and powshy bull Malleable meaning capable of being extended by erplant technician general-knowledge subject that I hammering or rolling once taught at Reedley College materials and proshy bull Hardness meaning ability to resist distortion cesses Materials meaning struc- bull Brittleness meaning allows tural and nonstructural elements little bending without breaking of the airplane and Processes o t I t b d k bullElasticity meaning able to re-meaning how to form and fabrishy on e any 0 y ma e turn to original shape after being cate components Older aircraft deformed were limited in their material welded repairs to a bull Fusibility meaning ability to makeup This was before the inshy become liquid with application vention of high-tech aluminum heat-treated engine of heat and so we find the earliest of materishy bull Expansion and contraction als used My discussion will focus meaning reaction to heating or mount or landingon some of these early aluminum cooling types identification and fabricashy gear unless it istion techniques So material that has been
First lets understand that hardened exhibits brittleness there are two types of aluminum re-heat-treated and hardness while a material used in manufacture heat-treated that is soft exhibits ductility and and non-heat-treated One mashy which can be difficult malleability terial gains its strength by being In order to gain strength adshysubjected to an elevated temshy vantage pure aluminum is mixedto do unless one has perature for a specified period of with other elements to increase time then quickly quenched in its tensile strength This is calledthe specific instructionswater The other material gains aloying The most common alshyits strength through cold workshy loying element is copper The ing which is a process of rolling for original heat-treat old designation for aluminum alshystretching or hammering Heatshy loyed with copper was 17S and treated aluminum is not weldable 24S When the material was (except alloy 6061) while non- heat-treated a -T was added as in structural aluminum is readily weldable 24S-T These two alloys were commonly called dural
Pure aluminum has very little strength and is not (17S-T) and double dural (24S-T) widely used in aircraft construction However pure In order to rivet these materials a special highshyaluminum is the least corrosive so it is commonly strength rivet was needed and A17S-T was born used to coat the surfaces of some heat-treated alloys A17S-T rivets had a dimple on the head for identifishyThis is called cladding cation purposes and were driven as received That is
There are several terms associated with aluminum they could be taken from the shelf placed in a drilled bull Ductile meaning flexible hole and driven with a rivet gun
28 OCTOBER 2009
The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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36 OCT OBER 2009
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We invite you to access the EM online Calendar of Events at httpjwwweaaorgfcalendarj
Upcoming Major Fly-Ins Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ) Casa Grande AZ October 22-24 2009 wwwCopperstateorg
Southeast Regional Fly-In Middleton Field Airport (GZH) Evergreen Al October 23-252009 www5ERFlorg
US Sport Aviation Expo Sebring Regional Airport (SEFl Sebring Fl January 21 -24 2010 www5port-Aviation-Expocom
AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany April 8-11 2010 wwwAero-Friedrichshafencoml htmllen
Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
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40 O C TOBER 2009
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The old designation was replaced sometime in the 19S0s and became 17S-T (2017-T3) 24S-T (2024-T3) and A17S-T (2117-T4) 2024-T3 is the most commonly used high-strength alloy for light general-aviationshytype airplanes
It is possible to obtain any of the aluminum alloys in the softest state which is annealed-designated with an 0 in the code Thus there can be 2024-0 which can be hand- or machine-shaped into complex parts then hardened by heat-treating
Before we look at the strain-hardened alloys let me give a quick discussion of hardening by heat treatshyment The pure aluminum has been alloyed primarily with copper (and a few other trace elements) The mashyterial is heated in a controlled fashion in an oven to 920-970degF then immediately removed and quenched in water This is called solution heat treatment (SHT)
The SHT process is similar to adding a catalyst to an epoxy resin to cross-link molecules and harden the material The copper diffuses throughout the material and is cross-linked in the grain structure causing it to be very hard and strong
Aluminum alloy 2024 that has been heat-treated naturally aged and then rolled is deSignated 2024-T3 This alloy is primarily used in structural applications and must be riveted with 2117-T4 rivets (dimpled head) This rivet will be coded as AD (AN470AD4-4) This aluminum alloy 2024-T3 can be bent or rolled but it cannot be shaped by hammering or stretching It is not weldable
The alloys that gain strength by cold-working are the old 2S 3S and S2S New designations are 1100 (2S) 3003 (3S) and SOS2 (S2S) Alumishynum designated as SOS2 is alloyed with magnesium If the material is in its softshyest state the designation is followed with an 0 as in SOS2-0 If these mashyterials are strain-hardened (by coldshyrolling) an H will be displayed as in SOS2-H Then two additional numbers will be added to show the type of strainshyhardening (the first number) and the degree of hardening (the second numshyber) An example is SOS2-H18 (strain to maximum hardness)
Hardness (the second number) is designated by 2 (14 hard) 4 (12 hard) 6 (34 hard) and 8 (full hard) If full hard is 8 then that actually means 88 hard For example 28 reduces to 14 48 reduces to 12 68 reshyduces to 34 and 88 is full hardness This is probably a little beyond what a restorer needs to know but its handy to know when you must fabricate a cockpit or engine cowling The harder the material the stronger it is but it is also more resistant to bending or shaping
When fabricating parts from non-heat-treated alshyloys the preferred rivet to use is the II A rivet made from pure aluminum This rivet will have no markings
BENDING
on its head the AN (ArmyNavy) code will show an A (AN470A4-4)
I have fabricated fuel and oil tanks from SOS2-H34 aluminum (strain-hardened stabilized and in the 12 hard condition) My fuel lines are fabricated from SOS2-0 tubing in the annealed condition This tubing can be bent and flared easily
Finally I should brief you on a few additional terms we use in aircraft structures Stress means the load actshying on a material Strain means the deformation of a material by an applied load Strength is defined as (1) tensile which means to resist forces tending to stretch or lengthen material (2) yield which means load that causes initial indication of permanent displacement and (3) ultimate which means load applied beyond which the material will fail
There are five stresses that the aircraft will encounshyter in flight or while static on the ground Figure 1 identifies the five stresses the aircraft will encounter in operation These stresses are bending which actushyally causes two types of stress to a member The part of the member on the outside of the bend is under tenshysion and the part on the inside of the bend is under compression Torsion is a twisting force Tension tends to pull apart or stretches the member Compression presses together or tends to crush a component Shear is most commonly developed when two components are bolted or riveted together When a force is applied such that the two plates tend to slip shear force is apshyplied to the bolt If the force becomes greater than the shear strength of the bolt it will be cut as if with a pair of shears
FIXED END FREE END
TORSION
Figure 1
When a stress is applied to a piece of material there is always some deformation of the material even though it may appear very small This deforshymation of the material is called strain If the applied stress does not exceed the elastic limit of the material the material will return to its original shape when the stress is removed
Its like bending a piece of heat-treated aluminum a small amount by hand-let go and it will return to its original shape The ability of a material to return to its original shape after being placed under stress is
VINTAGE AIRPLANE 29
called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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VINTAGE AIRPLANE 39
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called elasticity When a material is stressed beyond its elastic limit it becomes permanently deformed The point at which permanent deformation begins to take place is called the yield point If the stress is increased beyond the yield point the ultimate strength of the material will eventually be reached and at this point the material will rupture or break Figure 2 shows the stressstrain curve related to yield point and ultimate strength of a material
COMPRESSION
Figure 2
When discussing the ultimate strength of an alumishynum material it is easy to see the difference between structural (carries in-flight and landing loads) and nonstructural material The ultimate strength of 5052-H18 (strain hardened to full hard) is 29000 psi The ultimate strength of 2024-T3 heat-treated alumishynum is 68000 psi The ultimate strength of 6061shyT6 heat-treated aluminum is 42000 psi One can easily see the difference between strain-hardened and heat-treated aluminum
Other nonferrous materials used in aircraft conshystruction are magnesium (the lightest metal and most corrosive) copper (tubing) brass (screws brazing rod) and bronze (bushings)
Now Id like to briefly discuss common ferrous metals Ferrous metals contain carbon which is added to iron to make steel The more carbon the harder and more brittle the metal becomes
The last two digits in the identifier of steel indishycate the amount of carbon added to the iron Two types of steel were used in fabrication of older airshycraft 1025 and 4130 (known as chromoly due to its makeup of chromiummolybdenum) The amount of carbon in 1025 is 025 percent and in 4130 is 030 percent
4130 will take a heat treat 1025 a partial heat treat and anything below about 025 percent carbon will not heat-treat at all A plain carbon steel desigshy
nated 1010 will not gain strength by heat-treating On the other hand 4130 that is used for most comshyponents comes in the condition N (normalized)
Normalizing is the heating of alloy 4130 to l600-1700degF and allowing the material to air cool When this is done the 4130 will come out at a tensile strength of 90000 psi When you purshychase chromoly tubing or sheet stock the identishyfier code will indicate 4130 - Cond N If a part is to be heat-treated alloy 4140 welding rod will be used because mild steel welding rod will not take a heat-treat
Heat-treating 4130-alloy steel happens by heatshying it in an oven to l575-1625degF allowing it to soak at that temperature then removing it from the oven and immediately quenching it in oil The tensile strength will be around 225000 psi it beshycomes very hard and brittle The metal is usually tempered by heating it to a specified temperature and allowing it to cool in still air For instance if the part were to be heat-treated to 125000 pSi the material would be heated again to l050degF and alshylowed to cool
All structure that was originally fabricated with 1025 steel can be repaired or replaced by using 4130 chromoly In fact alloy 1025 is quite hard to find in quantity in specific dimensions I tried to locate 1025 in sheet form and could not find a source I did find alloy 1020 in quantity but no 1025 So I fabricated wing fittings for the New Standard D-25 from 4130 a much better choice anyway
For chromoly structure the most common fabrishycation method is welding Brazing and riveting are rarely used but bolting is sometimes an option
One last comment on steel alloys that were heatshytreated by the factory once a part is heat-treated it cannot be repaired unless it is subject to exactly the same type of heat treatment Dont let anyshybody make welded repairs to a heat-treated engine mount or landing gear unless it is re-heat-treated which can be difficult to do unless one has the speshycific instructions for original heat-treat
We have discussed several technical items of inshyterest for the builderowner of aging aircraft Repairs and replacement of components involve complex tasks Substitution of materials should not be done without approval FAA AC4313-1B authorizes reshyplacing 1025 steel with 4130 steel both tube and sheet or plate But take care not to substitute nonshystructural aluminum in place of heat-treated strucshytural aluminum The results could be catastrophic
Finally lets finish this discussion of materials and processes with common AN hardware Figure 3 shows typical AN bolt head markings for nickelshysteel bolts AN bolts come in sizes from 316-inch diameter and up Most old aircraft dont use any bolt larger than l2-inch diameter These bolts are
30 OCTOBER 2009
designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over ageddope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
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VINTAGE AIRPLANE 35
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Order Online wwwvintageaircraftorg Telephone Orders 800middot843middot3612 From US and Canada (All Others Call 920middot426middot5912)
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36 OCT OBER 2009
EM Calendar of Aviation Events Is Now Online EMs online Calendar of Events is the go-to
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In EMs online Calendar of Events you can search for events at anygiven time within acertain radius of anyairport by entering the identifier or a ZIP code and you can further define your search to lookforjust the types of events you d like to attend
We invite you to access the EM online Calendar of Events at httpjwwweaaorgfcalendarj
Upcoming Major Fly-Ins Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ) Casa Grande AZ October 22-24 2009 wwwCopperstateorg
Southeast Regional Fly-In Middleton Field Airport (GZH) Evergreen Al October 23-252009 www5ERFlorg
US Sport Aviation Expo Sebring Regional Airport (SEFl Sebring Fl January 21 -24 2010 www5port-Aviation-Expocom
AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany April 8-11 2010 wwwAero-Friedrichshafencoml htmllen
Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
Airframe recovering fabric repairs and complete
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Classified Display Ads One column wide (2 167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
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EAA Me m bers h ip and EAA SPOR T Warbi rds of America Division and receive PILOT magazine is available fo r $40 per WARBIRDS magazine for an additional $4S year (SPORT AVIATION magaZine not inshy per year cluded) (A dd $16 for Foreign Postage) EAA Membership WA RBIRDS magashy
zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $SS per
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Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright e2009 by the EAA Vintage Aircraft Association All rights reserved VINTAGE AIRPLANE (USPS 062middot750 ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EAA members and $46 for non-EAA members Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 615 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Members are encouraged to submH stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to EdHor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
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40 O C TOBER 2009
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designated in size by AN3 (316) to AN8 (816) The 316-inch to lIZ-inch diameter bolts are most comshymon in older aircraft
They are made from 2330 nickel-steel and are heat-treated for strength (0 30 percent carbon) then plated with cadmium for corrosion protecshytion Their threads are rolled therefore never use a thread cutter to re-cut the threads A thread chaser may be used on occasion but that reshymoves the cad plating Never lengthen the threads of any fastener by using a thread cutter Never heat a bolt for any reason if it is to be reused And if you send bolts out for cadmium plating make sure the plating process meets military specifications (MILshySPEC) standards and that the parts are baked to reshymove hydrogen embrittlement
Type 1 plating is silver in color while Type 2 platshying is gold in color All early aircraft used the AN310 castle nut safetied with a cotter pin That is because lock nuts had not been invented yet Both castle and lock nuts are tension fasteners so observe the torque chart in AC4313-1B and dont over-torque these fasteners particularly on wood structure Pershyhaps I could devote a column to the proper use of fasteners in a future issue of the magazine
Thats it for now Hopefully you all have a slightly better understanding of structural and nonstrucshytural application of aluminum and steel used for fabrication and repair of our aircraft When repairshying or fabricating components factory drawings are a must The drawings will show type of material originally used whether the parts were or were not heat-treated for increased strength When drawings are not available is when things get more difficult
-------- - -----~-
I)
jULTIMATE STRENGTH
~~~--
I)
W IX l-I)
I
I
I
STRA IN (DEFORMATION)
Figure 3
One can use the original structure as a pattern but try to determine if it is actually the original or something that has been reproduced AN bolts started sometime in the late 1920s and the head
markings were simply an X stamped into the head I removed some of these bolts from the wings during the restoration of my 1929 Comshymand-Aire SC3
Im still hopeful that someday well see some of these factory drawings that have been stored away for all these years by the FAA These first-copy ATC drawings have been and continue to be inaccessible
AN STANDARD AN STANDARD AN STANOARO
STEEL BOLT STEEL BOLT STEE l BOLT
AN STANDARD AN STANDARD AN S TAlUA~D
STEEL BOLT STEEL BOLT STEEL BOLT
Figure 4
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Get back to school with these great backpacks for all your supplies Use as a traveling pack for any of your away-from-home needs Sturdy material construction with the VAA logo Choose from two styles
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Telephone Orders 800middot843middot3612 From US and Ca nada (All Others Call 920middot426middot5912)
Or send to EAA Mail Orders PO Box 3086 Oshkosh WI 54903-3086 Limited supplies available
middot Shipping and handling NOT included Major credit cards accepted WI residents add 5 sales tax
VINTAGE AIRPLANE 31
BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
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38 OCTOBER 2009
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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40 O C TOBER 2009
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BY DOUG STEWART
Risk Management
Ithink we are all in agreement that flying is an inherently dangerous endeavor The risks we face as we operate our airshy
craft are numerous and the only thing that really makes flying safe is the way that we manage these many risks There are many tools that we can use to aid in this management
For some pilots risk manageshyment seems to come naturally Whether this comes about as a reshysult of ones DNA or is the prodshyuct of the way one is raised by ones parents and early teachshyers I am not really sure But for whatever reason some folks are just naturally cautious For other people however the tendency toshyward a more reckless attitude does indeed exist
Charles Lindbergh once said What kind of man would live where there is no daring I dont believe in taking foolish chances but nothing can be accomplished without taking any chance at all I guess Im one of those types so for me and all those like me using the numerous tools that we have to aid us in our risk management becomes much more important
As pilots our first flight instrucshytor usually is the person who sets the stage for the rest of our flying The rule of primacy-the things we learn first are the things that stick-is so true and thus the lesshysons learned in those first early hours of our flight training are so important At this point the mold
32 OCTOBER 2009
is cast for how we will manage the many risks of flying for the rest of our flying careers
To this day I still remember my first flight lesson My instrucshytor since he was paid only for time when the Hobbs meter was running hurried through the preshyflight inspection and quickly got me insta lled in the left seat as he was starting the engine Now that the engine was running he started to take a little more time but we all know what a horrible classroom the cockpit is and that combined with my excitement to get in the air left most of what he had to tell me lost to my awareness
However I do recall what he said as we taxied onto the runway and started our takeoff roll Push the throttle all the way in and steer with your feet Keep looking out the window and when it feels right pu ll back on the yoke Not a word was said about checking to establish that we were making full power Nothing was said about enshysuring that the airspeed indicator was alive There was no mention of confirming that we had oil presshysure Just when it feels right pull back on the yoke
It wasnt until I was working on my instrument rating that my new instructor stressed the concepts of verifying that everything was workshying as it should prior to rotation Before that I just did as my first inshystructor (whom I viewed as a god) told me in essence kick the tires light the fires Those things I
learned first were the things that stuck To this day I have to conshysciously check the gauges before roshytation It is not something that I do naturally and I attribute that to the rule of primacy
But I have digressed from disshycussing the numerous tools that we have available to aid us in managshying the risks of aviation I would like to share with you some of the tools that I use The list is not allshyinclusive but includes those things that I have found most important in keeping me from being my own worst enemy
Heading the list of tools for me is the concept of slowing down and not being in a hurry If we rush through the many different tasks that we face as a pilot the possibilshyity of missing or overlooking just one small thing could lead to our demise So at the top of my list are the words SLOW DOWN
Establishing personal minimums and more importantly adhering to them once youve taken the trouble to establish them in the first place will go such a long way in leading to the safe management of the risks of flying Use of the PAVE (pishylot aircraft environment external pressures) CARE (consequences alternatives realities external presshysures) and IM SAFE (illness medication stress alcohol fashytigue emotion) acronyms are great ways to help manage your personal minimums Remember too that your personal minimums are not a static entity remaining unchanged
once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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36 OCT OBER 2009
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Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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once established They should be dynamic and change as necessary to reflect your currency and profishyciency or lack thereof
Closely related to establishing personal minimums is learning to recognize the hazardous attitudes that we might have residing within our being Regardless of whether they are anti-authority macho inshyvulnerability impulsivity or resigshynation everyone of these attitudes could kill us However recognizing them is only the first step More imshyportantly is developing antidotes to these attitudes that will work to counteract them
With a set of realistic personal minimums as well as a bag of anshytidotes for our hazardous attitudes we will now be much less suscepshytible to the many operational ershyrors that could remove us from a long life of flying
Next on my list is the use of checklists Even if the airplane we are flying is as simple as a J-3 Cub the use of checklists can help us in ensuring that we have not missed anything in the safe operation of our aircraft Mind you I am not adshyvoca ting these checklists as do lists but there have certainly been times in my flying when a distracshytion of some form has allowed me to miss performing some action So I put the use of checklists to assist me in making sure I havent forgotshyten to do something as a result of a distraction high on my list of tools
Cockpit organization is an imshyportant tool in risk management If our cockpit is organized then we will be able to find what we need quickly and easily Whether it is a chart or AirportFacility Directory (AFD) a sick sack a flashlight a snack or drink having these things placed in the cockpit in an orgashynized fashion so that they are readshyily available will definitely aid in risk management
Unless you fly a Single-seat airshycraft passengers can be either a great aid in risk management or one of the worst hindrances This is completely dependent upon how
you brief your passengers If you brief your passengers on the conshycepts of a sterile cockpit particushylarly for ground operations as well as flight operations within the vishycinity of an airport your risk facshytors will definitely decrease All it takes is one small distraction creshyated by a loquacious passenger to lead to disaster
Be sure to also brief your passhysengers on other ways that they can assist in the management of the risks of the flight This will
Even if the
airplane we are
flying is as
simple as a J-3 Cub
the use of checklists
can help us in
ensuring that we
have not missed
anything in the
safe operation of
our aircraft
give your passengers a greater sense of involvement in the flight and make it more empowering for them Ways that they can assist inshyclude looking for traffic folding charts getting out food and water and if knowledgeable tuning rashydio and navigation frequencies or programming a GPS
Whereas the readership of Vinshytage Airplane harkens to a day when things were much simpler I don t think any of us can deny how some of the new technology has brought
us tools that can definitely aid us in our risk management In particular I am referring to some of the handshyheld equipment that offers us the ability to obtain data-link weather information Save for the local flight it is rare that I will fly withshyout my handheld GPS giving me weather information at the push of a button Just remember one imporshytant tip relative to the use of these tools The information that you get on them is history It is at least five minutes old when you first receive it The tool is fantastic for develshyoping strategic plans for weather avoidance but it should never ever be used as a tactical tool
Rounding out this short list of tools that we can use to help us manage our risks is the help that can be gotten from air traffic conshytrol and flight service stations More than once as I was reaching my wits end in trying to resolve an in-flight problem (usually weather related) a controller has come to my assistance So many of us were taught back in the dark ages that one should never declare an emergency If you do youll have to file a report and you know what that means
What hogwash Controllers hate paperwork as much as pilots and they would much rather just help you resolve what you the pilot in command determine to be an emergency So don t be shy in solicshyiting help Good risk management means that we will use any and all tools available
I still want to fly for as long as I pOSSibly can The only way I will be able to do that is if I manage to the best of my ability all the inherent risks that accompany me in flight Wont you join me in that manageshyment as we are beckoned aloft by blue skies and tail winds
Doug Stewart is the 2004 National Certifzcated Flight Instructor ofthe Year a Master Instructor and a designated pilot examiner He operates DSFI Inc (wwwDSFlightcom) based at the Coshylumbia County Airport (lBI)
VINTAGE AIRPLANE 33
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
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VINTAGE AIRPLANE 35
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36 OCT OBER 2009
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Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
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STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
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40 O C TOBER 2009
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BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION BY CUZO ORTIZ ITS A PHOTO FROM THE EAA LIBRARY ARCHIVES
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs t o be in no later than November 15 for
inclusion in t he January 2010 issue of Vintage Airplane
You can also send your reshysponse via e-mail Send your answer to mysteryplaneeaaorg
Be sure to include your name plus your city and state in the body of your note and put II (Month) Mystery Plane in the subject line
JULYS MYSTE RY ANSWER
Wes Smi th of Springfield Illinois supplied us with the July Mystery Plane Jack Erickson of State College Pennsylvania knew it right away Heres what he wrote
The July 2009 Mystery Plane seems to be one of the Garland Lincoln Nieuport 28-based biplanes built in the 1930s for movie work Lincoln and Claude Flagg (who also designed and built some race planes) built these in various locations in California including Van Nuys East Los Angeles and Glendale This information comes from Aerofiles com Additional material is given
in American Airman Volume 4 No 12 for December 1961 In this latter reference H Hugh Wynne wrote an illustrated article based on an interview with Lincoln who said that nine aircraft were built and that several were still in existence and flying in 1961
The Garland Lincolns were based on the Nieuport 28 in general shape but had observable differences especially in a smaller wingspan and the wing strut structures which can be seen from photos from the true Nieuports These changes were necessary for WWI movie filming and also for other contemporary
movie requirements for biplanes The aircraft used Wright R-790 0-4) Continental R-670 and other engines in the 200-250 hp range
From Wes Smith who supplied the photo
I recently purchased a copy of the Schiffer book Nieuport 28 America s First Fighter by Theodore Hamady
I know Theodore from my days at NASM and trust his research Chapter 7 has an extensive history of the three Lincoln original Nieuport 28s and the LF-l -2 and -3 His information is somewhat different than what is on the Aerofiles website
3 4 OCTOBER 2009
Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over ageddope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
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Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
VINTAGE AIRPLANE 35
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To see more great VAA merchandise go to our website listed below
Flight Jackets $4295 Cobalt Blue Wine Glass Stay warm in this black sage or navy flight jacket Wine or water serve a beverage in Beautifully lined in orange Sporting the VAA logo this beautiful glass to guests and it has plenty of pockets and family V12513 $695 Black Sage Navy Cobalt Blue Cup Vl 1894 MD Vl1782 LG V15465 SM Hot cideer never tasted so good Gold Vl1895 LG Vl1783 XL Vl0l02 MD logo is NOT metallic so the cup can go
in the microwave and is dishwasher safe V11896 XL Vl1784 2X Vl0l03 LG
V12512 $595 Vl 1897 2X Vl0l04XL
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Order Online wwwvintageaircraftorg Telephone Orders 800middot843middot3612 From US and Canada (All Others Call 920middot426middot5912)
Or send to EM Mail OrdersPO Box 3086 Oshkosh WI 54903-3086
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Shipping and handling NOT included Maior credit cards acceptedWI residents add 5 sales tax
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EM Calendar of Aviation Events Is Now Online EMs online Calendar of Events is the go-to
spot on the Web to list and find aviation events in your area The usermiddotfriendly searchable format makes it the perfect web-based tool for planning your local trips to aflymiddotin
In EMs online Calendar of Events you can search for events at anygiven time within acertain radius of anyairport by entering the identifier or a ZIP code and you can further define your search to lookforjust the types of events you d like to attend
We invite you to access the EM online Calendar of Events at httpjwwweaaorgfcalendarj
Upcoming Major Fly-Ins Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ) Casa Grande AZ October 22-24 2009 wwwCopperstateorg
Southeast Regional Fly-In Middleton Field Airport (GZH) Evergreen Al October 23-252009 www5ERFlorg
US Sport Aviation Expo Sebring Regional Airport (SEFl Sebring Fl January 21 -24 2010 www5port-Aviation-Expocom
AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany April 8-11 2010 wwwAero-Friedrichshafencoml htmllen
Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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Telephone Orders 800-843-3612 From US and Canada (All Othe rs Call 920middot426middot5912)
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Shipping and handling NOT included Major credit cards accepted WI residents add 5 sales tax
VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
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VINTAGE AIRPLANE 39
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Theodore states that LF stood for Lincoln Fighter and not Lincoln Flagg as it states on Aerofiles He also goes into great detail on Garland Lincoln and his aviation career which included a tie to the Kreutzer Air Coach a fact which was unknown to me until I acquired Hamadys book a couple of weeks ago
The LF-1 was originally fitted with a 160-hp Gnome and Nieuport 28 cowling The LF-2 and LF-3 had a Wright J-4 and J-4B respectively Somewhat later the LF-1 cowl was modified to have an opening at the bottom of the cowl and a fairing The original three Nieuport 28s also had modified Thomas-Morse S-4 cowls clipped wings and modified interplane struts At first I was thinking that the photo might be one of Lincolns modified Nieuport 28s but I now believe that it is the LF-1 after the Gnome was replaced with the 220-hp Continental around 1950 The photo also shows no dihedral on the upper wing which is a characteristic of the LFs which also had a steel tube fuselage
So our Mystery Plane is actually (probably) the LF-1 after the engine change Photos of the LF-2 and LF-3 show a cowl that has a much greater diameter than the fuselage
Other correct answers were
received from John W Taylor Buffalo Grove Illinois Tom Ramsey Mount Juliet Tennessee (who recalled that either this airp lane or another example of it starred in a February 1960 Twilight Zone episode titled The Last Flight about a Royal
Air Force pilot caught in a time warp) David Staken Tempe Arizona Ed Folz Cupertino California William D Barger Del Rio Texas Alexander Fasolilli Herkimer New York and Dave Dent Camden New South Wales Australia
Its called rejuvenation and it works great with real dope finishes Spray our rejuvenator over ageddope it soaks in and restores flexibility for years of added life It can even hide hairline cracks And no finish
Well for fabrlc-covered airplanes anyway we got the idea from Ponce
has the foot-deep luster of authentic polished dope
Roll back the calendar on your planes finish
800-362-3490 RandolphAircraftcom
VINTAGE AIRPLANE 35
OISEERCHA MensSweater This stylish Mens sweater will keep you looking great with its zipper and stripe State size when ordering Vl1719 Oak (off white) (assorted sizes Vl1734 Chestnut (assorted sizes) Vl1718 Black (dark (assorted sizes)
To see more great VAA merchandise go to our website listed below
Flight Jackets $4295 Cobalt Blue Wine Glass Stay warm in this black sage or navy flight jacket Wine or water serve a beverage in Beautifully lined in orange Sporting the VAA logo this beautiful glass to guests and it has plenty of pockets and family V12513 $695 Black Sage Navy Cobalt Blue Cup Vl 1894 MD Vl1782 LG V15465 SM Hot cideer never tasted so good Gold Vl1895 LG Vl1783 XL Vl0l02 MD logo is NOT metallic so the cup can go
in the microwave and is dishwasher safe V11896 XL Vl1784 2X Vl0l03 LG
V12512 $595 Vl 1897 2X Vl0l04XL
embroidered with a silver VAA logo looks smart with the front slimming seams
V12757 MD V12758 LG
Order Online wwwvintageaircraftorg Telephone Orders 800middot843middot3612 From US and Canada (All Others Call 920middot426middot5912)
Or send to EM Mail OrdersPO Box 3086 Oshkosh WI 54903-3086
Limited suppl ies ava ilable
Shipping and handling NOT included Maior credit cards acceptedWI residents add 5 sales tax
36 OCT OBER 2009
EM Calendar of Aviation Events Is Now Online EMs online Calendar of Events is the go-to
spot on the Web to list and find aviation events in your area The usermiddotfriendly searchable format makes it the perfect web-based tool for planning your local trips to aflymiddotin
In EMs online Calendar of Events you can search for events at anygiven time within acertain radius of anyairport by entering the identifier or a ZIP code and you can further define your search to lookforjust the types of events you d like to attend
We invite you to access the EM online Calendar of Events at httpjwwweaaorgfcalendarj
Upcoming Major Fly-Ins Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ) Casa Grande AZ October 22-24 2009 wwwCopperstateorg
Southeast Regional Fly-In Middleton Field Airport (GZH) Evergreen Al October 23-252009 www5ERFlorg
US Sport Aviation Expo Sebring Regional Airport (SEFl Sebring Fl January 21 -24 2010 www5port-Aviation-Expocom
AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany April 8-11 2010 wwwAero-Friedrichshafencoml htmllen
Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
HARRY HOUDINI LEn NOTHING TO CHANCE Its all right There s the Pol~-Fiber sta mp Go a head and ~vecer the gun
And the rest is history
You dont have to be a magician to put the toughest easiest-to-repair fabric covering on your pride and joy Just follow the clear detailed instructions in our entertaininSJ manual Before you can say Hocus-pocus youll have a gorgeous covering job that you can show off and brag about for years to come You dont need a magic wand - all you need is Poly-fiber
Friendliest manual around polyfibercomToll-free technical support information80Cgtl61-3490 polyfibercom Aircraft Coatlnge
These great vests have a beautiful scroll quilt pattern that can be worn dressed up for a more
formal style or worn with jeans for the casual look Buy more than one Indicate color and size
Available in Black-MD LG XL Light Brown-MD LG and OffWhite-MD LG XL
PLU 5265133800000
Telephone Orders 800-843-3612 From US and Canada (All Othe rs Call 920middot426middot5912)
Or send to EAA Mail Orders PO Box 3086 Oshkosh WI 54903-3086 Limited supplies available
Shipping and handling NOT included Major credit cards accepted WI residents add 5 sales tax
VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
Airframe recovering fabric repairs and complete
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2 167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS Flying wires available_1994 pricing Visit wwwflyingwirescom or
caIiSOO-517-927S
wwwAeroListorg - Like Craigslist for the aviation community
SERVICES Always Flying Aircraft Restoration LLC Annual Inspections
restorations Wayne A Forshey AampP amp IA 740-472-1481 Ohio and bordering states
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40 s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available
500 x 5 600 x 6 700 x 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106 DESSER1fi ~
Of Aviation Since 1920 wwwdessercom
STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND EAAs VINTAGE AIRCRAFT ASSOCIATION
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 cll ie7025aolcom gdallbllereaaorg
Secretary Treasurer Steve Nesse Cha rles W Harris
2009 Highland Ave 7215 East 46th Sl Albert Lea MN 56007 Tulsa OK 7414 7
507-373-1 674 918-622-8400 stl les2009ivecom cwhhv5ucom
DIRECTORS Steve Bende r Jeannie Hill
85 Brush Hill Road PO Box 328 Sherborn MA 01 770 Harvard IL 60033-0328
508-653-7557 815-943-7205 ss t l OCol1lcastnet
David Bennett Espie Butch Joyce 375 Killdeer Ct 704 N Regional Rd
Lincoln CA 95648 Greensboro NC 27409 9 16-645 -8370 336-668-3650
antiqllerillreacil com windsockaol com
Jerry Brown Dan Knutson 4605 Hickory Wood Row 106 Tena Ma ri e Circle
Greenwood IN 46 143 Lcdi WI 53555 317-422-9366 608-592-7224
Ibrown4906aoicom odicubcllarter ef
Dave Clark Steve Krog 635 Vestal Lane 1002 Heather Ln
Plainfield IN 46168 Hartford WI 53027 317-839-4500 262-966-7627
davecpdattnet sskrogaoi(om
John S Copeland Robert D Bob Lumley l A Deacon Street 1265 South 124th St
Northborough MA 01 532 Brookfield WI 53005 508-393-4775 262-782-2633
copelald Jjlmocom lumperexecpccom
Phil Coulson S H Wes Schmid 284 15 Spri ngbrook Dr 2359 Lefeber Avenue
Lawton MI 49065 Wauwatosa WI 532 13 269-624-6490 414-77 1-1 545
rcouso S16Cscom sltschmidgmoilcom
Dale A Gustafson 7724 Shady Hills Dr
Indianapolis IN 46278 317-293-4430
daleaye(ggtt1lS1J com
DIRECTORS EMERITUS
Robert C Brauer EE Buck Hilbert 9345 S Hoyne 8102 Leech Rd
Chicago IL 60643 Union IL 601 80 805-782-97 13 815-923-459 1
photopilotaolcom buck7acgmaicom
Gene Chase Gene Morris 2159 Carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-23 1-5002 817-49 1-9110
GRCHAltfYharternet genem oisCharter llet
Ro nald C Fritz John Turgyan 15401 Sparta Ave PO Box 219
Kent City MI 49330 New Egypt NJ 08533 616-678-50 12 609-758-2910
- -
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircm(torg wwwairventureorg wwweaaorgmemberbenefits E-Mail vintageairaa(leaaorg
EAA and Division Membership Services (800 AM-700 PM Monday-Friday CST) 800-564-6322 FAX 920-426-4873 wwweaaargjmemberbenefits membershipeaaarg
bullNewrenew memberships bullAddress changes bullMerchandise sales Gift memberships
EM AirVenture Oshkosh 888-322-4636 wwwairventureorg airventureeaaarg
Sport Pilot Light-Sport Aircraft Hotline 877-359-1232 wwwsportpilotarg sportpiloteaaarg
Programs and Activities
Auto Fuel STCs 920-426-4843 dwalkereaaar
Education Aeroscholars 920-426-6570 mrabbinseaaarg
bull EM Air Academy 920-426-6880 wwwairacademyarg airacademyeaaorg
bull EM Scholarships 920-426-6823 schalarshipseaaarg
Right Instructor information 920-426-6801 wwweaaorgfnafi tdeimereaaorg
Library ServicesResearch 920-426-4848 slurveyeaaorg
Benefits
AUA Vintage Insurance Plan 800-727-3823 wwwauaanlinecam
EM Aircraft Insurance Plan 866-647-4322 wwweaaargjmemberbenefits membershipeaaarg
EM VISA Card 800-853-5576 ext 8884
EM Hertz Rent-A-Car Program 800-654-2200 wwweaaargjhertz membershipeaaarg EM Enterprise Rent-A-Car Program 877-421-3722 wwweaaorgjenterprise membershipeaaarg
Editorial 920-426-4825 wwwvintageaircraftorg vintageeaaarg
VAA Office FAX 920-426-6579 tboakseaaarg
EAA Members Information Une 888-EAAmiddotINFO (322-4636) Use this toll-free number for information about AirVenture Oshkosh aeromedical and technical aviation questions
chapters and Young Eagles Please have your membership number ready when calling Office hours are 815 am - 500 pm (Monday - Friday CST)
MEMBERSHIP INFORMATION EAA lAC
Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
no t included) (A dd $ 1 8 fo r ForeignEAA SPORT PILOT Postage)
Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS $20 per year Current EAA members may join the EAA
EAA Me m bers h ip and EAA SPOR T Warbi rds of America Division and receive PILOT magazine is available fo r $40 per WARBIRDS magazine for an additional $4S year (SPORT AVIATION magaZine not inshy per year cluded) (A dd $16 for Foreign Postage) EAA Membership WA RBIRDS magashy
zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $SS per
Current EAA m em bers m ay jo in the year (SPORT AVIATION magazine not in shyVin tage Aircraft Associat ion and receive cluded) (A dd $7 for Foreign Postage) VINTAGE AIRPLANE magaZine for an adshydi tional $36 per year FOREIGN MEMBERSHIPS
EAA Membership VINTAGE AIRPLANE Please submit your remit tan ce with a magazine and one year membership in the EAA check or draft drawn on a Un ited States Vintage Aircraft Association is available for $46 bank payable in Uni ted States dollars Add per year (SPORT AVIATION magaZine not inshy required Foreign Postage amount for each cluded) (Add $7 for Foreign Postage) membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright e2009 by the EAA Vintage Aircraft Association All rights reserved VINTAGE AIRPLANE (USPS 062middot750 ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EAA members and $46 for non-EAA members Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 615 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Members are encouraged to submH stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to EdHor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EAAreg and EAA SPORT AVIATIONreg the EAA Logoreg and AeronauticaM are registered trademarks trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
40 O C TOBER 2009
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OISEERCHA MensSweater This stylish Mens sweater will keep you looking great with its zipper and stripe State size when ordering Vl1719 Oak (off white) (assorted sizes Vl1734 Chestnut (assorted sizes) Vl1718 Black (dark (assorted sizes)
To see more great VAA merchandise go to our website listed below
Flight Jackets $4295 Cobalt Blue Wine Glass Stay warm in this black sage or navy flight jacket Wine or water serve a beverage in Beautifully lined in orange Sporting the VAA logo this beautiful glass to guests and it has plenty of pockets and family V12513 $695 Black Sage Navy Cobalt Blue Cup Vl 1894 MD Vl1782 LG V15465 SM Hot cideer never tasted so good Gold Vl1895 LG Vl1783 XL Vl0l02 MD logo is NOT metallic so the cup can go
in the microwave and is dishwasher safe V11896 XL Vl1784 2X Vl0l03 LG
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embroidered with a silver VAA logo looks smart with the front slimming seams
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Order Online wwwvintageaircraftorg Telephone Orders 800middot843middot3612 From US and Canada (All Others Call 920middot426middot5912)
Or send to EM Mail OrdersPO Box 3086 Oshkosh WI 54903-3086
Limited suppl ies ava ilable
Shipping and handling NOT included Maior credit cards acceptedWI residents add 5 sales tax
36 OCT OBER 2009
EM Calendar of Aviation Events Is Now Online EMs online Calendar of Events is the go-to
spot on the Web to list and find aviation events in your area The usermiddotfriendly searchable format makes it the perfect web-based tool for planning your local trips to aflymiddotin
In EMs online Calendar of Events you can search for events at anygiven time within acertain radius of anyairport by entering the identifier or a ZIP code and you can further define your search to lookforjust the types of events you d like to attend
We invite you to access the EM online Calendar of Events at httpjwwweaaorgfcalendarj
Upcoming Major Fly-Ins Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ) Casa Grande AZ October 22-24 2009 wwwCopperstateorg
Southeast Regional Fly-In Middleton Field Airport (GZH) Evergreen Al October 23-252009 www5ERFlorg
US Sport Aviation Expo Sebring Regional Airport (SEFl Sebring Fl January 21 -24 2010 www5port-Aviation-Expocom
AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany April 8-11 2010 wwwAero-Friedrichshafencoml htmllen
Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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Telephone Orders 800-843-3612 From US and Canada (All Othe rs Call 920middot426middot5912)
Or send to EAA Mail Orders PO Box 3086 Oshkosh WI 54903-3086 Limited supplies available
Shipping and handling NOT included Major credit cards accepted WI residents add 5 sales tax
VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
Airframe recovering fabric repairs and complete
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2 167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS Flying wires available_1994 pricing Visit wwwflyingwirescom or
caIiSOO-517-927S
wwwAeroListorg - Like Craigslist for the aviation community
SERVICES Always Flying Aircraft Restoration LLC Annual Inspections
restorations Wayne A Forshey AampP amp IA 740-472-1481 Ohio and bordering states
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40 s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available
500 x 5 600 x 6 700 x 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106 DESSER1fi ~
Of Aviation Since 1920 wwwdessercom
STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND EAAs VINTAGE AIRCRAFT ASSOCIATION
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 cll ie7025aolcom gdallbllereaaorg
Secretary Treasurer Steve Nesse Cha rles W Harris
2009 Highland Ave 7215 East 46th Sl Albert Lea MN 56007 Tulsa OK 7414 7
507-373-1 674 918-622-8400 stl les2009ivecom cwhhv5ucom
DIRECTORS Steve Bende r Jeannie Hill
85 Brush Hill Road PO Box 328 Sherborn MA 01 770 Harvard IL 60033-0328
508-653-7557 815-943-7205 ss t l OCol1lcastnet
David Bennett Espie Butch Joyce 375 Killdeer Ct 704 N Regional Rd
Lincoln CA 95648 Greensboro NC 27409 9 16-645 -8370 336-668-3650
antiqllerillreacil com windsockaol com
Jerry Brown Dan Knutson 4605 Hickory Wood Row 106 Tena Ma ri e Circle
Greenwood IN 46 143 Lcdi WI 53555 317-422-9366 608-592-7224
Ibrown4906aoicom odicubcllarter ef
Dave Clark Steve Krog 635 Vestal Lane 1002 Heather Ln
Plainfield IN 46168 Hartford WI 53027 317-839-4500 262-966-7627
davecpdattnet sskrogaoi(om
John S Copeland Robert D Bob Lumley l A Deacon Street 1265 South 124th St
Northborough MA 01 532 Brookfield WI 53005 508-393-4775 262-782-2633
copelald Jjlmocom lumperexecpccom
Phil Coulson S H Wes Schmid 284 15 Spri ngbrook Dr 2359 Lefeber Avenue
Lawton MI 49065 Wauwatosa WI 532 13 269-624-6490 414-77 1-1 545
rcouso S16Cscom sltschmidgmoilcom
Dale A Gustafson 7724 Shady Hills Dr
Indianapolis IN 46278 317-293-4430
daleaye(ggtt1lS1J com
DIRECTORS EMERITUS
Robert C Brauer EE Buck Hilbert 9345 S Hoyne 8102 Leech Rd
Chicago IL 60643 Union IL 601 80 805-782-97 13 815-923-459 1
photopilotaolcom buck7acgmaicom
Gene Chase Gene Morris 2159 Carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-23 1-5002 817-49 1-9110
GRCHAltfYharternet genem oisCharter llet
Ro nald C Fritz John Turgyan 15401 Sparta Ave PO Box 219
Kent City MI 49330 New Egypt NJ 08533 616-678-50 12 609-758-2910
- -
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircm(torg wwwairventureorg wwweaaorgmemberbenefits E-Mail vintageairaa(leaaorg
EAA and Division Membership Services (800 AM-700 PM Monday-Friday CST) 800-564-6322 FAX 920-426-4873 wwweaaargjmemberbenefits membershipeaaarg
bullNewrenew memberships bullAddress changes bullMerchandise sales Gift memberships
EM AirVenture Oshkosh 888-322-4636 wwwairventureorg airventureeaaarg
Sport Pilot Light-Sport Aircraft Hotline 877-359-1232 wwwsportpilotarg sportpiloteaaarg
Programs and Activities
Auto Fuel STCs 920-426-4843 dwalkereaaar
Education Aeroscholars 920-426-6570 mrabbinseaaarg
bull EM Air Academy 920-426-6880 wwwairacademyarg airacademyeaaorg
bull EM Scholarships 920-426-6823 schalarshipseaaarg
Right Instructor information 920-426-6801 wwweaaorgfnafi tdeimereaaorg
Library ServicesResearch 920-426-4848 slurveyeaaorg
Benefits
AUA Vintage Insurance Plan 800-727-3823 wwwauaanlinecam
EM Aircraft Insurance Plan 866-647-4322 wwweaaargjmemberbenefits membershipeaaarg
EM VISA Card 800-853-5576 ext 8884
EM Hertz Rent-A-Car Program 800-654-2200 wwweaaargjhertz membershipeaaarg EM Enterprise Rent-A-Car Program 877-421-3722 wwweaaorgjenterprise membershipeaaarg
Editorial 920-426-4825 wwwvintageaircraftorg vintageeaaarg
VAA Office FAX 920-426-6579 tboakseaaarg
EAA Members Information Une 888-EAAmiddotINFO (322-4636) Use this toll-free number for information about AirVenture Oshkosh aeromedical and technical aviation questions
chapters and Young Eagles Please have your membership number ready when calling Office hours are 815 am - 500 pm (Monday - Friday CST)
MEMBERSHIP INFORMATION EAA lAC
Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
no t included) (A dd $ 1 8 fo r ForeignEAA SPORT PILOT Postage)
Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS $20 per year Current EAA members may join the EAA
EAA Me m bers h ip and EAA SPOR T Warbi rds of America Division and receive PILOT magazine is available fo r $40 per WARBIRDS magazine for an additional $4S year (SPORT AVIATION magaZine not inshy per year cluded) (A dd $16 for Foreign Postage) EAA Membership WA RBIRDS magashy
zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $SS per
Current EAA m em bers m ay jo in the year (SPORT AVIATION magazine not in shyVin tage Aircraft Associat ion and receive cluded) (A dd $7 for Foreign Postage) VINTAGE AIRPLANE magaZine for an adshydi tional $36 per year FOREIGN MEMBERSHIPS
EAA Membership VINTAGE AIRPLANE Please submit your remit tan ce with a magazine and one year membership in the EAA check or draft drawn on a Un ited States Vintage Aircraft Association is available for $46 bank payable in Uni ted States dollars Add per year (SPORT AVIATION magaZine not inshy required Foreign Postage amount for each cluded) (Add $7 for Foreign Postage) membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright e2009 by the EAA Vintage Aircraft Association All rights reserved VINTAGE AIRPLANE (USPS 062middot750 ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EAA members and $46 for non-EAA members Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 615 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Members are encouraged to submH stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to EdHor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EAAreg and EAA SPORT AVIATIONreg the EAA Logoreg and AeronauticaM are registered trademarks trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
40 O C TOBER 2009
Drive Smart I
Ford Flex The 7 Seat 24MPG Head Turner -Ford Work Solutions
bull bull bull bull
All New 2010 Ford Flex bull Available 355hp 35L DOHC EcoBoosfMV6 Engine bull 5-star crash test ratings bull Top Safety Pick from IIHS bull Six standard airbags bull AdvanceTracregwi Roll Stability ControlM
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EM Calendar of Aviation Events Is Now Online EMs online Calendar of Events is the go-to
spot on the Web to list and find aviation events in your area The usermiddotfriendly searchable format makes it the perfect web-based tool for planning your local trips to aflymiddotin
In EMs online Calendar of Events you can search for events at anygiven time within acertain radius of anyairport by entering the identifier or a ZIP code and you can further define your search to lookforjust the types of events you d like to attend
We invite you to access the EM online Calendar of Events at httpjwwweaaorgfcalendarj
Upcoming Major Fly-Ins Copperstate Regional Fly-In Casa Grande Municipal Airport (CGZ) Casa Grande AZ October 22-24 2009 wwwCopperstateorg
Southeast Regional Fly-In Middleton Field Airport (GZH) Evergreen Al October 23-252009 www5ERFlorg
US Sport Aviation Expo Sebring Regional Airport (SEFl Sebring Fl January 21 -24 2010 www5port-Aviation-Expocom
AERO Friedrichshafen Messe Friedrichshafen Friedrichshafen Germany April 8-11 2010 wwwAero-Friedrichshafencoml htmllen
Sun n Fun Fly-In lakeland linder Regional Airport (lAl) lakeland Fl April 13-18 2010 wwwSun-N-Funorg
Virginia Regional Festival of Flight Suffolk Executive Airport (SFQ) Suffolk VA May 22-23 2010 wwwVirginiaFlyinorg
Golden West Regional Fly-In amp Air Show Yuba County Airport (MYVl Marysville CA June 11 -13 2010 wwwGoldenWestFlylnorg
Arlington Fly-In Arlington Municipal Airport (AWO) Arlington WA July 7-11 2010 wwwNWEAAorg
EAA AirVenture Oshkosh Wittman Regional Airport (OSH) Oshkosh WI July 26-August 1 2010 wwwAirVentureorg
Colorado Sport International Air Show and Rocky Mountain Regional Fly-In Rocky Mountain Metropolitan Airport (BJC) Denver CO TBD wwwCOSportAviationorg For details on hundreds of upcoming aviation happenings including EAA chapter fly-ins Young Eagles rallies and other local aviation events visit the EAA Calendar of Events located at wwwEMorgcaendar
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These great vests have a beautiful scroll quilt pattern that can be worn dressed up for a more
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Telephone Orders 800-843-3612 From US and Canada (All Othe rs Call 920middot426middot5912)
Or send to EAA Mail Orders PO Box 3086 Oshkosh WI 54903-3086 Limited supplies available
Shipping and handling NOT included Major credit cards accepted WI residents add 5 sales tax
VINTAGE AIRPLANE 37
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
Airframe recovering fabric repairs and complete
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2 167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS Flying wires available_1994 pricing Visit wwwflyingwirescom or
caIiSOO-517-927S
wwwAeroListorg - Like Craigslist for the aviation community
SERVICES Always Flying Aircraft Restoration LLC Annual Inspections
restorations Wayne A Forshey AampP amp IA 740-472-1481 Ohio and bordering states
AERO CLASSIC COLLECTOR SERIES
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Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40 s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
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TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888
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Of Aviation Since 1920 wwwdessercom
STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND EAAs VINTAGE AIRCRAFT ASSOCIATION
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 cll ie7025aolcom gdallbllereaaorg
Secretary Treasurer Steve Nesse Cha rles W Harris
2009 Highland Ave 7215 East 46th Sl Albert Lea MN 56007 Tulsa OK 7414 7
507-373-1 674 918-622-8400 stl les2009ivecom cwhhv5ucom
DIRECTORS Steve Bende r Jeannie Hill
85 Brush Hill Road PO Box 328 Sherborn MA 01 770 Harvard IL 60033-0328
508-653-7557 815-943-7205 ss t l OCol1lcastnet
David Bennett Espie Butch Joyce 375 Killdeer Ct 704 N Regional Rd
Lincoln CA 95648 Greensboro NC 27409 9 16-645 -8370 336-668-3650
antiqllerillreacil com windsockaol com
Jerry Brown Dan Knutson 4605 Hickory Wood Row 106 Tena Ma ri e Circle
Greenwood IN 46 143 Lcdi WI 53555 317-422-9366 608-592-7224
Ibrown4906aoicom odicubcllarter ef
Dave Clark Steve Krog 635 Vestal Lane 1002 Heather Ln
Plainfield IN 46168 Hartford WI 53027 317-839-4500 262-966-7627
davecpdattnet sskrogaoi(om
John S Copeland Robert D Bob Lumley l A Deacon Street 1265 South 124th St
Northborough MA 01 532 Brookfield WI 53005 508-393-4775 262-782-2633
copelald Jjlmocom lumperexecpccom
Phil Coulson S H Wes Schmid 284 15 Spri ngbrook Dr 2359 Lefeber Avenue
Lawton MI 49065 Wauwatosa WI 532 13 269-624-6490 414-77 1-1 545
rcouso S16Cscom sltschmidgmoilcom
Dale A Gustafson 7724 Shady Hills Dr
Indianapolis IN 46278 317-293-4430
daleaye(ggtt1lS1J com
DIRECTORS EMERITUS
Robert C Brauer EE Buck Hilbert 9345 S Hoyne 8102 Leech Rd
Chicago IL 60643 Union IL 601 80 805-782-97 13 815-923-459 1
photopilotaolcom buck7acgmaicom
Gene Chase Gene Morris 2159 Carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-23 1-5002 817-49 1-9110
GRCHAltfYharternet genem oisCharter llet
Ro nald C Fritz John Turgyan 15401 Sparta Ave PO Box 219
Kent City MI 49330 New Egypt NJ 08533 616-678-50 12 609-758-2910
- -
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircm(torg wwwairventureorg wwweaaorgmemberbenefits E-Mail vintageairaa(leaaorg
EAA and Division Membership Services (800 AM-700 PM Monday-Friday CST) 800-564-6322 FAX 920-426-4873 wwweaaargjmemberbenefits membershipeaaarg
bullNewrenew memberships bullAddress changes bullMerchandise sales Gift memberships
EM AirVenture Oshkosh 888-322-4636 wwwairventureorg airventureeaaarg
Sport Pilot Light-Sport Aircraft Hotline 877-359-1232 wwwsportpilotarg sportpiloteaaarg
Programs and Activities
Auto Fuel STCs 920-426-4843 dwalkereaaar
Education Aeroscholars 920-426-6570 mrabbinseaaarg
bull EM Air Academy 920-426-6880 wwwairacademyarg airacademyeaaorg
bull EM Scholarships 920-426-6823 schalarshipseaaarg
Right Instructor information 920-426-6801 wwweaaorgfnafi tdeimereaaorg
Library ServicesResearch 920-426-4848 slurveyeaaorg
Benefits
AUA Vintage Insurance Plan 800-727-3823 wwwauaanlinecam
EM Aircraft Insurance Plan 866-647-4322 wwweaaargjmemberbenefits membershipeaaarg
EM VISA Card 800-853-5576 ext 8884
EM Hertz Rent-A-Car Program 800-654-2200 wwweaaargjhertz membershipeaaarg EM Enterprise Rent-A-Car Program 877-421-3722 wwweaaorgjenterprise membershipeaaarg
Editorial 920-426-4825 wwwvintageaircraftorg vintageeaaarg
VAA Office FAX 920-426-6579 tboakseaaarg
EAA Members Information Une 888-EAAmiddotINFO (322-4636) Use this toll-free number for information about AirVenture Oshkosh aeromedical and technical aviation questions
chapters and Young Eagles Please have your membership number ready when calling Office hours are 815 am - 500 pm (Monday - Friday CST)
MEMBERSHIP INFORMATION EAA lAC
Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
no t included) (A dd $ 1 8 fo r ForeignEAA SPORT PILOT Postage)
Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS $20 per year Current EAA members may join the EAA
EAA Me m bers h ip and EAA SPOR T Warbi rds of America Division and receive PILOT magazine is available fo r $40 per WARBIRDS magazine for an additional $4S year (SPORT AVIATION magaZine not inshy per year cluded) (A dd $16 for Foreign Postage) EAA Membership WA RBIRDS magashy
zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $SS per
Current EAA m em bers m ay jo in the year (SPORT AVIATION magazine not in shyVin tage Aircraft Associat ion and receive cluded) (A dd $7 for Foreign Postage) VINTAGE AIRPLANE magaZine for an adshydi tional $36 per year FOREIGN MEMBERSHIPS
EAA Membership VINTAGE AIRPLANE Please submit your remit tan ce with a magazine and one year membership in the EAA check or draft drawn on a Un ited States Vintage Aircraft Association is available for $46 bank payable in Uni ted States dollars Add per year (SPORT AVIATION magaZine not inshy required Foreign Postage amount for each cluded) (Add $7 for Foreign Postage) membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright e2009 by the EAA Vintage Aircraft Association All rights reserved VINTAGE AIRPLANE (USPS 062middot750 ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EAA members and $46 for non-EAA members Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 615 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Members are encouraged to submH stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to EdHor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EAAreg and EAA SPORT AVIATIONreg the EAA Logoreg and AeronauticaM are registered trademarks trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
40 O C TOBER 2009
Drive Smart I
Ford Flex The 7 Seat 24MPG Head Turner -Ford Work Solutions
bull bull bull bull
All New 2010 Ford Flex bull Available 355hp 35L DOHC EcoBoosfMV6 Engine bull 5-star crash test ratings bull Top Safety Pick from IIHS bull Six standard airbags bull AdvanceTracregwi Roll Stability ControlM
LIN COL N MlIlCUItY
bull Multi-panel Vista RoofMOption - Intelligent AWD doesnt just react shy it predicts -bull SYNC voice-activated entertainment ampcommunications --
continued from page 3
Amelia Earhart Biopic Set for Release
On October 23 Fox Searchlight Pictures will release Amelia starring two-time Academy Award winner Hilary Swank as Amelia Earhart founding member and first presishydent of the Ninety-Nines and the first woman to be decorated with the Distinguished Flying Cross presented after becoming the first woman to fly solo across the Atshylantic The movie directed by Mira Nair is a biopic expected to detail the extraordinary life of adventure celebrity and continuing mystery of the noted aviatrix
Richard Gere Cherry Jones and Ewan McGregor round out the cast for this major Hollywood producshytion much of which was shot in Canada While a movie summary was not available at press time the movie trailer shows significant effort was put into creating accurate nonshyflying replicas of two aircraft flown by Earhart her record-breaking cherry red Lockheed Vega and the
L
Swanks portrayal of Amelia is complemented by the strong resemshyblance the Academy Award-winning actress has to Ms Earhart
Fokker Tri-motor Friendship in which she flew as a passenger becoming the first woman to cross the Atlanshytic by air During production a few of our fellow members and others were asked to participate with their aircraft and it will be interesting to see to what extent their efforts will appear in the movie A quick review of the trailer shows the BOcker Jungshymann of Larry and Andrew Ernweshywein from Ontario Tom Dietrich and
the Tiger Boys Thruxton Jackaroo and a Beech Staggerwing all standshying in for air show biplanes from the early 1930s Grace McGuires 1935 Lockheed lO-E N1602D is featured in the film as well
After becoming the first woman to fly across the Atlantic Ameshylia was thrust into a new role as Americas sweetheart-the legendshyary goddess of light II known for her bold larger-than-life charisma Yet even with her global fame soshylidified her belief in flirting with danger and standing up as her own outspoken woman never changed In the summer of 1937 Amelia set off on her most daunting mission yet a solo flight around the world that she and her husband George Putnam both anxiously foresaw as destined whatever the outcome to become one of the most talkedshyabout journeys in history
Like most Hollywood flicks about aviation Im sure there will be a few nitpicky things that will annoy the most ardent observers but any motion picture that will show aviation in a positive exshyciting light is bound to do some good Look for it in your local area beginning on Friday October 23 2009 Share your thoughts about the movie on EAAs new online community Oshkosh365 at www Oshkosh365org ~
TAiLW~66LS
DS-lKOS-l MY CiND OF VLACeuro
38 OCTOBER 2009
Airframe recovering fabric repairs and complete
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2 167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS Flying wires available_1994 pricing Visit wwwflyingwirescom or
caIiSOO-517-927S
wwwAeroListorg - Like Craigslist for the aviation community
SERVICES Always Flying Aircraft Restoration LLC Annual Inspections
restorations Wayne A Forshey AampP amp IA 740-472-1481 Ohio and bordering states
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40 s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available
500 x 5 600 x 6 700 x 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106 DESSER1fi ~
Of Aviation Since 1920 wwwdessercom
STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND EAAs VINTAGE AIRCRAFT ASSOCIATION
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 cll ie7025aolcom gdallbllereaaorg
Secretary Treasurer Steve Nesse Cha rles W Harris
2009 Highland Ave 7215 East 46th Sl Albert Lea MN 56007 Tulsa OK 7414 7
507-373-1 674 918-622-8400 stl les2009ivecom cwhhv5ucom
DIRECTORS Steve Bende r Jeannie Hill
85 Brush Hill Road PO Box 328 Sherborn MA 01 770 Harvard IL 60033-0328
508-653-7557 815-943-7205 ss t l OCol1lcastnet
David Bennett Espie Butch Joyce 375 Killdeer Ct 704 N Regional Rd
Lincoln CA 95648 Greensboro NC 27409 9 16-645 -8370 336-668-3650
antiqllerillreacil com windsockaol com
Jerry Brown Dan Knutson 4605 Hickory Wood Row 106 Tena Ma ri e Circle
Greenwood IN 46 143 Lcdi WI 53555 317-422-9366 608-592-7224
Ibrown4906aoicom odicubcllarter ef
Dave Clark Steve Krog 635 Vestal Lane 1002 Heather Ln
Plainfield IN 46168 Hartford WI 53027 317-839-4500 262-966-7627
davecpdattnet sskrogaoi(om
John S Copeland Robert D Bob Lumley l A Deacon Street 1265 South 124th St
Northborough MA 01 532 Brookfield WI 53005 508-393-4775 262-782-2633
copelald Jjlmocom lumperexecpccom
Phil Coulson S H Wes Schmid 284 15 Spri ngbrook Dr 2359 Lefeber Avenue
Lawton MI 49065 Wauwatosa WI 532 13 269-624-6490 414-77 1-1 545
rcouso S16Cscom sltschmidgmoilcom
Dale A Gustafson 7724 Shady Hills Dr
Indianapolis IN 46278 317-293-4430
daleaye(ggtt1lS1J com
DIRECTORS EMERITUS
Robert C Brauer EE Buck Hilbert 9345 S Hoyne 8102 Leech Rd
Chicago IL 60643 Union IL 601 80 805-782-97 13 815-923-459 1
photopilotaolcom buck7acgmaicom
Gene Chase Gene Morris 2159 Carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-23 1-5002 817-49 1-9110
GRCHAltfYharternet genem oisCharter llet
Ro nald C Fritz John Turgyan 15401 Sparta Ave PO Box 219
Kent City MI 49330 New Egypt NJ 08533 616-678-50 12 609-758-2910
- -
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircm(torg wwwairventureorg wwweaaorgmemberbenefits E-Mail vintageairaa(leaaorg
EAA and Division Membership Services (800 AM-700 PM Monday-Friday CST) 800-564-6322 FAX 920-426-4873 wwweaaargjmemberbenefits membershipeaaarg
bullNewrenew memberships bullAddress changes bullMerchandise sales Gift memberships
EM AirVenture Oshkosh 888-322-4636 wwwairventureorg airventureeaaarg
Sport Pilot Light-Sport Aircraft Hotline 877-359-1232 wwwsportpilotarg sportpiloteaaarg
Programs and Activities
Auto Fuel STCs 920-426-4843 dwalkereaaar
Education Aeroscholars 920-426-6570 mrabbinseaaarg
bull EM Air Academy 920-426-6880 wwwairacademyarg airacademyeaaorg
bull EM Scholarships 920-426-6823 schalarshipseaaarg
Right Instructor information 920-426-6801 wwweaaorgfnafi tdeimereaaorg
Library ServicesResearch 920-426-4848 slurveyeaaorg
Benefits
AUA Vintage Insurance Plan 800-727-3823 wwwauaanlinecam
EM Aircraft Insurance Plan 866-647-4322 wwweaaargjmemberbenefits membershipeaaarg
EM VISA Card 800-853-5576 ext 8884
EM Hertz Rent-A-Car Program 800-654-2200 wwweaaargjhertz membershipeaaarg EM Enterprise Rent-A-Car Program 877-421-3722 wwweaaorgjenterprise membershipeaaarg
Editorial 920-426-4825 wwwvintageaircraftorg vintageeaaarg
VAA Office FAX 920-426-6579 tboakseaaarg
EAA Members Information Une 888-EAAmiddotINFO (322-4636) Use this toll-free number for information about AirVenture Oshkosh aeromedical and technical aviation questions
chapters and Young Eagles Please have your membership number ready when calling Office hours are 815 am - 500 pm (Monday - Friday CST)
MEMBERSHIP INFORMATION EAA lAC
Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
no t included) (A dd $ 1 8 fo r ForeignEAA SPORT PILOT Postage)
Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS $20 per year Current EAA members may join the EAA
EAA Me m bers h ip and EAA SPOR T Warbi rds of America Division and receive PILOT magazine is available fo r $40 per WARBIRDS magazine for an additional $4S year (SPORT AVIATION magaZine not inshy per year cluded) (A dd $16 for Foreign Postage) EAA Membership WA RBIRDS magashy
zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $SS per
Current EAA m em bers m ay jo in the year (SPORT AVIATION magazine not in shyVin tage Aircraft Associat ion and receive cluded) (A dd $7 for Foreign Postage) VINTAGE AIRPLANE magaZine for an adshydi tional $36 per year FOREIGN MEMBERSHIPS
EAA Membership VINTAGE AIRPLANE Please submit your remit tan ce with a magazine and one year membership in the EAA check or draft drawn on a Un ited States Vintage Aircraft Association is available for $46 bank payable in Uni ted States dollars Add per year (SPORT AVIATION magaZine not inshy required Foreign Postage amount for each cluded) (Add $7 for Foreign Postage) membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright e2009 by the EAA Vintage Aircraft Association All rights reserved VINTAGE AIRPLANE (USPS 062middot750 ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EAA members and $46 for non-EAA members Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 615 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Members are encouraged to submH stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to EdHor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EAAreg and EAA SPORT AVIATIONreg the EAA Logoreg and AeronauticaM are registered trademarks trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
40 O C TOBER 2009
Drive Smart I
Ford Flex The 7 Seat 24MPG Head Turner -Ford Work Solutions
bull bull bull bull
All New 2010 Ford Flex bull Available 355hp 35L DOHC EcoBoosfMV6 Engine bull 5-star crash test ratings bull Top Safety Pick from IIHS bull Six standard airbags bull AdvanceTracregwi Roll Stability ControlM
LIN COL N MlIlCUItY
bull Multi-panel Vista RoofMOption - Intelligent AWD doesnt just react shy it predicts -bull SYNC voice-activated entertainment ampcommunications --
Airframe recovering fabric repairs and complete
Something to buy sell or trade
Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line
Classified Display Ads One column wide (2 167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no frequency discounts
Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VAA reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-6845) or e-mail (cassads eaaorltJ using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
MISCELLANEOUS Flying wires available_1994 pricing Visit wwwflyingwirescom or
caIiSOO-517-927S
wwwAeroListorg - Like Craigslist for the aviation community
SERVICES Always Flying Aircraft Restoration LLC Annual Inspections
restorations Wayne A Forshey AampP amp IA 740-472-1481 Ohio and bordering states
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40 s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these bring back the good times New General Aviation Sizes Available
500 x 5 600 x 6 700 x 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
TelePhone 800-247-8473 or 323-721-4900 FAX 323-721-7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106 DESSER1fi ~
Of Aviation Since 1920 wwwdessercom
STATEMENT OF OWNERSHIP MANAGEMENT AND CIRCULATION STATEMENT OF OWNERSHIp MANAGEMENT AND CIRCULATION (Required by 39 Usc 3685) 1 Title of Publication Vintage Airplane 2 Publication No062-750 3 Filing Date 92409 4 Issue Frequency Monthly 5 No of Issues Published Annually 12 6 Annual Subscription Price $3600 in Us 7 Known Office of Publication EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903shy3806 Contact Person Kathleen Witman Telephone 920-426-6156 8 Headquarters or General Business Office of the Publisher Same as above 9 Publisher Tom Poberezny EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Editor HG Frautschy EAA 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 Managing Editor None 10 Owner Experimental Aircraft Association 3000 Poberezny Road PO Box 3086 Oshkosh WI 54903-3806 11 Known bondholders mortgagees and other security holders owning or holding 1 percent or more of total amounts of bonds mortgages or other securities None 12 Tax Status Has Not Changed During Preceding 12 Months 13 Publication Title Vintage Airplane 14 Issue date for circulation data below September 2009 15 Extent and Nature of Circulation (Average No Copies Each Issue During Preceding 12 Months No Copies of Single Issue Published Nearest to Filing Date) a Total No of Copies Printed (81797216) b Paid Circulation (By Mail and Outside the Mail) 1 Mailed OutSide-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (65576301)2 Mailed In-County Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above nominal rate advertisers proof copies and exchange copies) (00) 3 Paid Distribution Outside the Mails Including Sales Through Dealers and Carriers Street Vendors Counter Sales and Other Paid Distribution Outside USPS (364390) 4 Paid Distribution by Other Classes of Mail Through the USPS (eg First-Class Mail) (232) c Total Paid Distribution (Sum of 15b (1) (2) (3) and (4)) (69446693) d Free or Nominal Rate Distribution (By Mail and Outside the Mail) 1 Free or Nominal Rate Outside-County Copies Included on PS Form 3541 (00)2 Free or Nominal Rate In-County Copies Included on P5 Form 3541 (00) 3 Free or Nominal Rate Copies Mailed at Other Classes Through the USPS (eg First-Class Mail) (1821182)4 Free or Nominal Rate Distribution Outside the Mail (Carriers or other means) (666200) e Total Free or Nominal Rate Distribution (Sum of 15d (1) (2) (3) and (4) (848382) f Total Distribution (Sum of 15c and 15e) (77927075) g Copies not Distributed (See Instructions to Publishers 4 (page 3))(210215) h Total (Sum of 15f and g) (80027290) i Percent Paid (15c divided by 15f times 100) (8911 9460) 16 Publication of Statement Ownership Publication required Will be printed in the October 2009 issue of this publication 17 I certify that all information furnished on this form is true and complete I understand that anyone who furnishes false or misleading information on this form or who omits material or information requested on the form may be subject to criminal sanctions (including fines and imprisonment) andor civil sanctions (including civi l penalties) Executive Director Editor HG Frautschy 92509 PS Form 3S26 September 2007
VINTAGE AIRPLANE 39
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND EAAs VINTAGE AIRCRAFT ASSOCIATION
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 cll ie7025aolcom gdallbllereaaorg
Secretary Treasurer Steve Nesse Cha rles W Harris
2009 Highland Ave 7215 East 46th Sl Albert Lea MN 56007 Tulsa OK 7414 7
507-373-1 674 918-622-8400 stl les2009ivecom cwhhv5ucom
DIRECTORS Steve Bende r Jeannie Hill
85 Brush Hill Road PO Box 328 Sherborn MA 01 770 Harvard IL 60033-0328
508-653-7557 815-943-7205 ss t l OCol1lcastnet
David Bennett Espie Butch Joyce 375 Killdeer Ct 704 N Regional Rd
Lincoln CA 95648 Greensboro NC 27409 9 16-645 -8370 336-668-3650
antiqllerillreacil com windsockaol com
Jerry Brown Dan Knutson 4605 Hickory Wood Row 106 Tena Ma ri e Circle
Greenwood IN 46 143 Lcdi WI 53555 317-422-9366 608-592-7224
Ibrown4906aoicom odicubcllarter ef
Dave Clark Steve Krog 635 Vestal Lane 1002 Heather Ln
Plainfield IN 46168 Hartford WI 53027 317-839-4500 262-966-7627
davecpdattnet sskrogaoi(om
John S Copeland Robert D Bob Lumley l A Deacon Street 1265 South 124th St
Northborough MA 01 532 Brookfield WI 53005 508-393-4775 262-782-2633
copelald Jjlmocom lumperexecpccom
Phil Coulson S H Wes Schmid 284 15 Spri ngbrook Dr 2359 Lefeber Avenue
Lawton MI 49065 Wauwatosa WI 532 13 269-624-6490 414-77 1-1 545
rcouso S16Cscom sltschmidgmoilcom
Dale A Gustafson 7724 Shady Hills Dr
Indianapolis IN 46278 317-293-4430
daleaye(ggtt1lS1J com
DIRECTORS EMERITUS
Robert C Brauer EE Buck Hilbert 9345 S Hoyne 8102 Leech Rd
Chicago IL 60643 Union IL 601 80 805-782-97 13 815-923-459 1
photopilotaolcom buck7acgmaicom
Gene Chase Gene Morris 2159 Carlton Rd 5936 Steve Court
Oshkosh WI 54904 Roanoke TX 76262 920-23 1-5002 817-49 1-9110
GRCHAltfYharternet genem oisCharter llet
Ro nald C Fritz John Turgyan 15401 Sparta Ave PO Box 219
Kent City MI 49330 New Egypt NJ 08533 616-678-50 12 609-758-2910
- -
EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircm(torg wwwairventureorg wwweaaorgmemberbenefits E-Mail vintageairaa(leaaorg
EAA and Division Membership Services (800 AM-700 PM Monday-Friday CST) 800-564-6322 FAX 920-426-4873 wwweaaargjmemberbenefits membershipeaaarg
bullNewrenew memberships bullAddress changes bullMerchandise sales Gift memberships
EM AirVenture Oshkosh 888-322-4636 wwwairventureorg airventureeaaarg
Sport Pilot Light-Sport Aircraft Hotline 877-359-1232 wwwsportpilotarg sportpiloteaaarg
Programs and Activities
Auto Fuel STCs 920-426-4843 dwalkereaaar
Education Aeroscholars 920-426-6570 mrabbinseaaarg
bull EM Air Academy 920-426-6880 wwwairacademyarg airacademyeaaorg
bull EM Scholarships 920-426-6823 schalarshipseaaarg
Right Instructor information 920-426-6801 wwweaaorgfnafi tdeimereaaorg
Library ServicesResearch 920-426-4848 slurveyeaaorg
Benefits
AUA Vintage Insurance Plan 800-727-3823 wwwauaanlinecam
EM Aircraft Insurance Plan 866-647-4322 wwweaaargjmemberbenefits membershipeaaarg
EM VISA Card 800-853-5576 ext 8884
EM Hertz Rent-A-Car Program 800-654-2200 wwweaaargjhertz membershipeaaarg EM Enterprise Rent-A-Car Program 877-421-3722 wwweaaorgjenterprise membershipeaaarg
Editorial 920-426-4825 wwwvintageaircraftorg vintageeaaarg
VAA Office FAX 920-426-6579 tboakseaaarg
EAA Members Information Une 888-EAAmiddotINFO (322-4636) Use this toll-free number for information about AirVenture Oshkosh aeromedical and technical aviation questions
chapters and Young Eagles Please have your membership number ready when calling Office hours are 815 am - 500 pm (Monday - Friday CST)
MEMBERSHIP INFORMATION EAA lAC
Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
no t included) (A dd $ 1 8 fo r ForeignEAA SPORT PILOT Postage)
Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS $20 per year Current EAA members may join the EAA
EAA Me m bers h ip and EAA SPOR T Warbi rds of America Division and receive PILOT magazine is available fo r $40 per WARBIRDS magazine for an additional $4S year (SPORT AVIATION magaZine not inshy per year cluded) (A dd $16 for Foreign Postage) EAA Membership WA RBIRDS magashy
zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $SS per
Current EAA m em bers m ay jo in the year (SPORT AVIATION magazine not in shyVin tage Aircraft Associat ion and receive cluded) (A dd $7 for Foreign Postage) VINTAGE AIRPLANE magaZine for an adshydi tional $36 per year FOREIGN MEMBERSHIPS
EAA Membership VINTAGE AIRPLANE Please submit your remit tan ce with a magazine and one year membership in the EAA check or draft drawn on a Un ited States Vintage Aircraft Association is available for $46 bank payable in Uni ted States dollars Add per year (SPORT AVIATION magaZine not inshy required Foreign Postage amount for each cluded) (Add $7 for Foreign Postage) membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright e2009 by the EAA Vintage Aircraft Association All rights reserved VINTAGE AIRPLANE (USPS 062middot750 ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EAA members and $46 for non-EAA members Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 615 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Members are encouraged to submH stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to EdHor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
EAAreg and EAA SPORT AVIATIONreg the EAA Logoreg and AeronauticaM are registered trademarks trademar1lts and service marks of the Experimental Aircraft Association Inc The use of these trademarks and service mar1lts without the pennission of the Experimental Aircraft Association Inc is strictly prohibited
40 O C TOBER 2009
Drive Smart I
Ford Flex The 7 Seat 24MPG Head Turner -Ford Work Solutions
bull bull bull bull
All New 2010 Ford Flex bull Available 355hp 35L DOHC EcoBoosfMV6 Engine bull 5-star crash test ratings bull Top Safety Pick from IIHS bull Six standard airbags bull AdvanceTracregwi Roll Stability ControlM
LIN COL N MlIlCUItY
bull Multi-panel Vista RoofMOption - Intelligent AWD doesnt just react shy it predicts -bull SYNC voice-activated entertainment ampcommunications --
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND EAAs VINTAGE AIRCRAFT ASSOCIATION
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 cll ie7025aolcom gdallbllereaaorg
Secretary Treasurer Steve Nesse Cha rles W Harris
2009 Highland Ave 7215 East 46th Sl Albert Lea MN 56007 Tulsa OK 7414 7
507-373-1 674 918-622-8400 stl les2009ivecom cwhhv5ucom
DIRECTORS Steve Bende r Jeannie Hill
85 Brush Hill Road PO Box 328 Sherborn MA 01 770 Harvard IL 60033-0328
508-653-7557 815-943-7205 ss t l OCol1lcastnet
David Bennett Espie Butch Joyce 375 Killdeer Ct 704 N Regional Rd
Lincoln CA 95648 Greensboro NC 27409 9 16-645 -8370 336-668-3650
antiqllerillreacil com windsockaol com
Jerry Brown Dan Knutson 4605 Hickory Wood Row 106 Tena Ma ri e Circle
Greenwood IN 46 143 Lcdi WI 53555 317-422-9366 608-592-7224
Ibrown4906aoicom odicubcllarter ef
Dave Clark Steve Krog 635 Vestal Lane 1002 Heather Ln
Plainfield IN 46168 Hartford WI 53027 317-839-4500 262-966-7627
davecpdattnet sskrogaoi(om
John S Copeland Robert D Bob Lumley l A Deacon Street 1265 South 124th St
Northborough MA 01 532 Brookfield WI 53005 508-393-4775 262-782-2633
copelald Jjlmocom lumperexecpccom
Phil Coulson S H Wes Schmid 284 15 Spri ngbrook Dr 2359 Lefeber Avenue
Lawton MI 49065 Wauwatosa WI 532 13 269-624-6490 414-77 1-1 545
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EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873
Web Sites wwwvintageaircm(torg wwwairventureorg wwweaaorgmemberbenefits E-Mail vintageairaa(leaaorg
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MEMBERSHIP INFORMATION EAA lAC
Membership in the Experimental Aircraft Cu rrent EAA members may join the Association Inc is $40 for one year includshy International Aerobatic Club Inc Divishying 12 issues of SPORT AVIATION Family sion and receive SPORT AEROBATICS membership is an additional $10 annually magaZine for an additional $4S per year Junior Membership (under 19 years of age) EAA Membersh ip SPORT AEROBATshyis available at $23 annually All major credit ICS magazine and one year membership cards accepted for membership (A dd $16 for in t he lAC Division is available for $SS Foreign Postage) per year (SPOR T AVIA TION magazine
no t included) (A dd $ 1 8 fo r ForeignEAA SPORT PILOT Postage)
Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS $20 per year Current EAA members may join the EAA
EAA Me m bers h ip and EAA SPOR T Warbi rds of America Division and receive PILOT magazine is available fo r $40 per WARBIRDS magazine for an additional $4S year (SPORT AVIATION magaZine not inshy per year cluded) (A dd $16 for Foreign Postage) EAA Membership WA RBIRDS magashy
zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $SS per
Current EAA m em bers m ay jo in the year (SPORT AVIATION magazine not in shyVin tage Aircraft Associat ion and receive cluded) (A dd $7 for Foreign Postage) VINTAGE AIRPLANE magaZine for an adshydi tional $36 per year FOREIGN MEMBERSHIPS
EAA Membership VINTAGE AIRPLANE Please submit your remit tan ce with a magazine and one year membership in the EAA check or draft drawn on a Un ited States Vintage Aircraft Association is available for $46 bank payable in Uni ted States dollars Add per year (SPORT AVIATION magaZine not inshy required Foreign Postage amount for each cluded) (Add $7 for Foreign Postage) membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright e2009 by the EAA Vintage Aircraft Association All rights reserved VINTAGE AIRPLANE (USPS 062middot750 ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vintageaircrafteaaorg Membership to Vintage Aircraft Association which includes 12 issues of Vintage Airplane magazine is S36 per year for EAA members and $46 for non-EAA members Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS Station A PO Box 54 Windsor ON N9A 615 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Members are encouraged to submH stories and photographs Policy opinions expressed in articles are solely those of the authors Responsibility for accuracy in reporting rests entirely with the contributor No remuneration is made Material should be sent to EdHor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 920-426-4800
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40 O C TOBER 2009
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Ford Flex The 7 Seat 24MPG Head Turner -Ford Work Solutions
bull bull bull bull
All New 2010 Ford Flex bull Available 355hp 35L DOHC EcoBoosfMV6 Engine bull 5-star crash test ratings bull Top Safety Pick from IIHS bull Six standard airbags bull AdvanceTracregwi Roll Stability ControlM
LIN COL N MlIlCUItY
bull Multi-panel Vista RoofMOption - Intelligent AWD doesnt just react shy it predicts -bull SYNC voice-activated entertainment ampcommunications --