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Transcript of Vintage Airplane - Sep 2003
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VOL. 31 , No. 9
SEPTEMBER 2003
2 VAA NEWS/H .G.Frautschy
4 2003
AIRVENTUREAWARDS
6
JOHNMILLERRECALLS
A LITTLE FLYING INCIDENT IN 1929/johnMiller
8 TAILWHEELTRANSITIONTRAINING , PART 3
CROSSWIND TECHNIQUE AND SLIPS TO LANDING
THE
LOST
ARTS?/DonovanHammer
10 MYSTERY
PLANE/H.G.
Frautschy
11 ONELARGEADRENALINECOCKTAIL
WHAT HAPPENS
WHEN
THE FUSELAGE GAS TANK
SPLITS OPEN
IN
FLIGHT
WITH NO
PLACE
TO
GO?/
l Kelch
14
RICHARD
PORTER'S
C-196
A ROUND-MoTORED " WHATSIT?
"/Budd
Davisson
18 VAA CHAPTERLOCATOR
VISIT THE VAA CHAPTER NEAREST YOU AND
GET
TO
KNOW SOME GREAT OLD-AIRPLANE ENTHUSIASTS!
19 PASS IT TO BUCK
20 VAACHAPTERS
IN
ACTION
VAA CHAPTER 30 's YOUNG EAGLES RALLY/
H.G.Fra
utschy
21 A LEAPOFFAITH
RobMixon
22
THEVINTAGEINSTRUCTOR
WHAT'S GOING ON?/Doug
Stewart
25
CALENDAR
27 NEW
MEMBERS
28 CLASSIFIEDADS
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STR IGHT
e
L
EL
Y
ESPIE
BUTCH
JOYCE
PRESIDENT
VINTAGE ASSOCIATION
Hats
off to our volunteers
I don't know about you, but after
spending nearly two-and-a-half weeks
in Oshkosh working and enjoying
EAA
AirVenture 2003, making the shift back
to working for
a living
is
a tough transi
tion I've been trying to think of
all
of
the events
that
took place, and put
them in
some
sort or order, but it's diffi-
cult, since there were so many great
activities that took place .
This year's event
was
a great success
in every respect. Thanks to good
weather in the central Midwest, we
had a large number of airplanes arrive
during the weekend prior to the con
vention's start on Tuesday.
We
were
blessed with a great group of volun
teers who showed up early, and our
flight line safety and Tall Pines Cafe
volunteers
were
able to help their fel-
low
VAA
members get off to an
enjoyable start
to the week.
Over the years,
as
the convention
grounds have been rearranged by EAA,
we 've had to adjust our parking area
layout. We're working on that again.
To
explain
t
further, for many years
we've kept the
area
just to the south of
the Theater in the Woods as antique
(no camping) parking only, and then
started
showplane camping about
halfway through this area to the south.
few
rows of the camping area that are
set aside for homebuilt camping, and
that's often the reason you
see
a gap in
the parking as you are directed south
toward the
rest of
showplane camping.
On
the opening day of EAA AirVen-
ture, we did a physical inventory of
airplanes in the showplane camping
area, plus our VAA parking, and
we
counted nearly
1,100
airplanes, a record
number of showplanes for us. It also
seemed that many
folks
chose to stay
longer and participate in the many fo-
rums and visit the displays, including
Countdown to Kitty Hawk.
This
year,
the judges also had their
hands
full. Before
EAA
AirVenture
starts, the judges arrive early enough
to be issued their
equipment.
It's a
great plan , and
when
it works,
the
judges can start reviewing aircraft
be-
fore the actual start of the event. Not
this
year.
The computer system issued
to our judges
was
not working prop
erly, and would
remain in
various
states of disarray for the duration of
the convention. Not to
be
outflanked
by a computer, our judges were issued
our old-fashioned pencil and paper
forms at the beginning of the week,
and
they
accomplished
their
tasks
with their usual efficiency. They all did
last year. After
checking
with
the
judges about any discrepancies
that
they
needed to address, they went
home and worked on the airplane, and
were
presented with the Grand Cham
pion Lindy. Great job Congratulations
to all the winners. I strongly believe
that
if
it were not
for
the awards pro
gram, many of these great airplanes in
each of the judging categories would
not be restored to the levels we see to
day.
It's
truly remarkable.
My hat's off to the hard-working
chairmen, co-chairmen, and sunburned
volunteers of the flight line safety
crew.
On
scooters and on
foot,
these folks
do
their best to help VAA members and
nonmembers alike park and depart
with their airplanes, sometimes with
an
interval of only a few seconds. During
that time, they have to ensure the air
plane's
in
a safe environment, check
its
registration number, and if needed,
check on the radio to see if it qualifies
to park in the showplane camping area,
and then point them toward the right
spot. That's a lot to do on a hot day,
and there are times when it gets a bit
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VAA
NEWS
Sport
Pilot
Takes
a Major Step at E AirVenture
E
AirVenture
Oshkosh attendees
are
ac
customed to
big
announcements, but they
heard
a huge
one
July
31, during F
Ad
ministrator
Marion
Blakey's Meet the
Administrator session.
Held this year in the largest E forum
pavilion,
which
nearly quadrupled
the
num
ber of available seats, she told a
standing-room-only crowd that she'd
signed the
sport pilot/light-sport aircraft
(SP
/LSA) rulemaking package
and
for
warded t to the Department of
Transportation (DOT).
Secretary of Transportation
Norman
Mineta attended E AirVenture
two
days
later and said
that
SP/LSA
would
not be in
his office
long.
After
DOT
and Office of
Management and
Budget
(OMB)
approval,
SP/LSA will
become official
upon publica
tion
in the Federal Register
This
will
serve the
needs
of
aviation
enthusiasts
for many
years to come,
said
the administrator,
making
her
first visit
to
Oshkosh.
It's
expected
to
greatly
reduce
the barriers for
becoming
a pilot
and
for
becoming
an
aircraft owner. I can
assure
you I'm
going
to
work
very
hard with
DOT
as the
rule continues to
move
forward.
This is a
momentous step on
the road
to seeing
sport pilot/light-sport
aircraft
be
come a reality, commented E
President
Tom
Poberezny.
E continues to
work
closely with
the
FAA
to ensure that the infrastructure
needed
for
training and
aircraft inspection
are
in
place so members can fully realize
the rule's benefits when it takes effect.
The
light-sport aircraft portion of the
rule
will
require
that
all manufacturers
up
hold
the consensus standards that
are
being
established by the industry/commu
nity/government committee administered
by ASTM,
thus ensuring that
each new
ready-to-fly
light-sport aircraft
will be
con
structed within accepted design
and
quality assurance
standards.
Most of the
ASTM
standards for
LSA
should
be completed
when
F issues the
final
SP
/LSA rule. The powered parachute
standards
are already completed,
and the
fixed-wing
committee
has
completed its
quality control standard. It
is
in
the
final
stages of balloting
its
other
standards.
The weight-shift
(trike), gyroplane, and
glider committees have
also begun work
on
their various required
standards.
After
the final
SP
/LSA
rule
is published, the var
ious
consensus
standards
will
be
adjusted
as
necessary to meet the final rule
speci
fications.
While
the
SP
/LSA announcement
was
the
highlight
of her forum,
F Administra
tor Blakey discussed the year-old
FITS
(FAA-Industry
Training Standards) program,
created in
partnership
with
Cirrus
DeSign,
AirShares Elite,
Avidyne, and
Garmin. The
program
aims to
develop tailored training
for
the
individual ways pilots use their air
planes.
One size
doesn't fit all,
Blakey
said of
current
training.
She also announced the
expansion
of
the DAR
(deSignated airworthiness repre
sentative) inspection program. The
number of homebuilt aircraft is
growing,
FAA Administrator Marion Blakey
addresses representatives of type
cl ubs during the annual EAA j VAA
Type C
lub
EAA AirVenture Brings Gov-
e
rnment Industry Aviators
Together
As
the
world's pre-eminent gen
eral and recreational
aviation
showcase,
EAA
AirVenture Oshkosh
is where all the players of aviation
government, industry, association,
and the general public-meet and
get things done.
"This week is important to our
government
relations because it
gives EAA a tool
nobody
else has,"
said Earl Lawrence, EAA vice presi
dent of industry and regulatory
affairs. "In
one
day government of
ficials can see everything related to
general
aviation and
recreational
aviation that would take
them
years
to see at different events. Just as im
portant is that the people and the
aircraft
that
come to Oshkosh relate
with each other. People don' t realize
what
effect it has on officials when
they come here
and
see how polite
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uel
EAA has devoted considerable
resources to researching
viable
re
placements
for
leaded aviation
fuels.
While there
were
no
fuel-spe
cific
meetings
this year,
new
aircraft engines by Honda/Tele
dyne
Continental and
Bombardier
tout the use of autogas. By devel
oping
these
replacements and
technologies,
it
offers the possibil
ity
of changing to
a
nonleaded
fuel
and
keeping everyone
in
the
air,
Lawrence said.
ging
ircraft
Field
approvals
were a
hot topic
at the
annual
FAA and type clubs
meetings
. We worked directly
with
the
FAA
Small Airplane Direc
torate to
develop
material that
makes
it
easier for
people to main
tain older aircraft, said Lawrence.
That system
can be difficult
,
so
EAA and other aviation organiza
tions have been working with the
FAA
to develop procedures and
poliCies
that' ll make it easier
to
keep aging aircraft flying.
Security
Transportation
Security
Admin
istration (TSA) representatives
attended
EAA
AirVenture to see
how general aviation operates.
We talked about TFRs
(temporary
flight restrictions),
and how
can
we better
communicate
them to
our membership,
Lawrence
said.
About pop-up
presidential
TFRs,
he added, TSA does not imple
ment
the
presidential
TFRs;
that's
the Secret
Service,
and the Secret
Service is hard
to
communicate
Jim Wrigbt and
ughes Racer Lost
One
of
the
most beautiful repro
duction
aircraft ever
built and
the
innovative visionary who spear
headed the creation of the recently
completed
Hughes H-1 racer were
both
lost when James L Wright,
53
,
was forced to make
an emergency
landing
in
Yellowstone National
Park.
Attempting to land in the area of the
Midway Geyser, witnesses stated he
veered away at the last instant when
he realized a number of people were
in the
area. Several witnesses men
tioned
a few loud pops of
noises
coming from the plane, and
then
si
lence
as
it made its controlled descent
and then crashed.
Completed last year after a multi
year
program to
re-create
the
record-setting Hughes racer built for
Howard Hughes
in
1935,
Wright
wasted no time in getting the airplane
ready
for
a speed trial, and on Septem
ber 13 2002, in
Reno
Nevada, during
the
Reno
Air
Races , Wright flew
the
Hughes replica to a new speed record
Disc
ove
ry
Networks Spotlight
Avi
ation
s
Birt
h EAA AirVenture
In September
the Discovery
Chan
nel and
its digital aviation network
the Discovery
Wings
Channel
will air
special programming that you won t
want to
miss.
On
September 17, the Discovery
Wings
Channel
airs Oshkosh 2003:
The Centennial
Edition Produced by
EAA
TV the
hour-long recap of
EAA Air
Venture Oshkosh 2003 focuses on
piloting, economics of general
avia
tion,
homebuilding
and access
to the
skies, EAA s
unique aviation
commu
nity at
AirVenture,
and a
look ahead to
aviation s
second
century.
Scheduled
airtime is 9 p.m. EDT, with repeats at
midnight and (September 18) 5
a.m
.,
8 a.m., 1 p.m., and 4 p.m.
On
September 19, the Discovery
Channel will air a
two-hour
documen
tary, The
Wright Brothers:
Rrst
In Right
featuring extensive focus
on EAA s
Countdown to Kitty Hawk
and the con
struction of EAA s authentic
reproduction of the 1903 Wright Flyer
by The Wright
Experience in
Warrenton,
Virginia.
The
documentary follows
the
parallel paths of the Wrights in 1903
and
The
Wright
Experience
in 2003
as
Ken
Hyde
and
his team employ reverse
engineering to
interpolate the brothers
design
process and results from exist
ing Wright
aircraft and parts, family
correspondence,
and
other sources.
EAA President Tom Poberezny de
scribes the centennial celebration S
significance
along
with Countdown
to
Kitty
Hawk
festivities, culminating in
the
flight of the Flyer reproduction pre
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SH K S H
• 2 3
ntique
Antique
Grand
Champion
William Scott 1930 Stearman Aircraft 4E
N663K
Reno,
NV
Antique Reserve
Grand
Champion
Richard Jackson 1931 Sikorsky S-39
NC50V
Rochester,
NH
Bronze Lindy
Replica Aircraft
Jim Wright, 1935 Hughes H-IB NX258Y
Cottage Grove, OR
World
War
II
Trainer/Liaison
aircraft
Richard Packer
1941 Boeing
A75N1
PT17) N9856G
Transport Category
Kent
and
Sandy Blankenburg
1942 Lockheed Electra
Groveland,
CA
World War II Era 1942-1945)
Scott Perdue
1942 Stearman PT-17 N62552
Fort Worth, TX
Bronze Age 1937-1941)
Richard Packer
1941 Boeing A75Nl PT-17) N9856F
Silver Age 1928-1936)
Mark Grusauski
1935 Waco
YKC-S
NC14614
Silver Age 1928-1936)
Outstanding Closed Cockpit Monoplane
Max Davis
1935 Stinson
SR-6A
Waconia, MN 55387
Outstanding
Open Cockpit Monoplane
Kenneth Jorgensen
1931 Curtis WrightJr. CW1 N10860
San Dimas,
CA
Outstanding
Closed
Cockpit Biplane
Les
Cashmere
1929 Waco CTO Nc16203
McAlester, OK
Outstanding Open Cockpit Biplane
Frank Pavliga
1929 Waco CTO NC675N
Rootstown, OH
Runner Up
David Allen
1930 Waco
ASO
N662Y
Elbert, CO
World War
II Military Trainer/Liaison
Runner Up
David Hermann
Aeronca 0-58 N48620
Two Rivers,
WI
Transport
Category
Carolinas Historic Aviation Commission
Museum
Replica
Thomas Wathen
Laird-Turner LTR-14 racer N263Y
Santa Barbara,
CA
Runner Up
Colin Clarke
1927 Bellanca CH300 NC796W
Wenatchee,
WA
Classic
Classic
Grand
Champion
Michael Greenblatt Beech 18 N2913B
Midland,
GA
Classic
Classic Reserve Grand Champion
R. Fleeman, Piper J-3 NC92027
Lawrence, TN
Class I 0-80 hp
Malvern Gross, Mooney M18 N4187
Eastsound,
WA
Class II 81-150
hp
Mark Holliday, Cessna 140 NC3537V
Lake Elmo, MN
Class III 151-235
hp
Barry Weber, Beech 35 N80418
Livermore,
CA
Class IV 236
hp
Higher)
Richard Epton, Navion Twin DI6A
N108N
Brooks,
GA
Best
Custom
Classic
Frank Sperandeo, Piper PA-22-135
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Outstanding Cessna
170/180
Rodney Erickson
Cessna 170 N2600V
Fairmount, ND
Outstanding Cessna 190/195
Daniel Petersen
Cessna 195 N195DS
Unadilla,
NE
Outstanding
Ercoupe
David Tulis
Ercoupe 415-0 N2404H
Atlanta, GA
Outstanding Luscombe
Donald Warner
Luscombe 8E N77842
Gilbert, AZ
Outstanding Nav ion
William Guy
Mark Cyrier
Navion NlO133
Fort Worth,
TX
Outstanding
Pip
er
J-3
Richard Rademacher
Piper J3 NC3650K
Urbana, OH 43078
Outstanding Piper, Other
Windle Henry
Piper PA-12 N92754
Sercay, AR 72143
Outstanding Stinson
Simon
Rose
Stinson 108-3CFLWI
St.
Albert,
AB
Outstanding
Swift
C
ustom
Class B (81-150HP)
Thomas Martino
Ercoupe N2974H
Franktown, CO
Custom Class C (151-235HP)
Charles Heath
Aeronca 15AC N1264H
Cot tage Grove,
OR
97424
C
ustom
Class D (236 and up)
Robert Petersen
Cessna 180 N2443C
Cameron Park,
CA
Preservation
Ray
Johnson
Aeronca 11 AC N3469E
Marion,
IN
Best C
ustom Runner
Up
Robert Runkle
Cessna 140 N1408U
Swanton,OH
ontemporary
Co
ntemporary
Grand Champion
Richa rd Hansen 1959 Beech N404T
Batavia,
IL
Co
ntemporary
Reserve
Grand
Champion
John Janovetz, 1958 Beech 95 NlOOBH
Colleyville,
TX
Co
ntemporary
Class I Single Engine
(0
-1 60 hpj
Thomas Ferraro 1959 Pacer PA-22
McKinney, TX
Class II Single
Engine
(161-230
hp
j
ONTEMPOR RY
Outstanding
Beech single Engine
Allen Boyce
1959 Beech K35 N637Q
Coronado, CA
Outstanding
Cessna 170/172/175
R.
Kachergius
1956 Cessna 172 N5148A
Orland Park, IL
Outstanding Cessna 180-182-210
Dale Wilkens
1958 Cessna 182 N818H
Independence, KS
Outstanding
Champion
Erik Hokuf
1958 Ch
ampion 7FC
N9128R
Richfield, MN 55423
Outstanding
Mooney
Gerald Turney
1963 Mooney M20C N175KT
Oakland,
CA
Outstanding
Pip
er PA-18
Super Cub
John Sibbitt
1956 Piper PA-19 N3591A
Hyannis,
NE
Outstanding PA-22 Tri-Pacer
James Page
1956 Piper PA-22-150 N4804A
Raleigh, NC 27604
Outstanding Piper PA-24 Comanche
William
&
Susan Harryman
1965 Piper PA-24-260 N8582P
Marion, IL
Outstanding Piper Cherokee
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I
n 1929 I was hired
by
firm
in
Norwalk, Connecticut,
Norwalk Airways,
to
take de
livery of and fly
its newly
purchased New Standard D-25 five
place biplane.
That
was
an
airplane
designed especially for barnstorming
after the Department of Commerce,
in 1927, grounded the old World War
I
Standard
J-1
airplanes with
His
pano-Suiza engines, operated by the
old Gates Flying Circus.
The
New
Standard D-2S was designed by
an
engineer from the Sikorsky organiza
tion, named Komarnitsky under the
supervision of Charles Healy Day the
designer of the original Standard J-1,
and Clyde Pangborn, the chief pilot
of the Gates Flying Circus. The New
Standard
D-2S was
powered by
a
Wright
J-S engine
of
22S -hp, the
same type of radial engine that flew
Charles Lindbergh across the Atlantic
in 1927. The pilot sat in the rear cock
pit to
balance the engine, and the
four passengers sat in a large bathtub
shaped cockpit located
on
the center
of lift under
the
upper wing center
section, all facing forward.
t
was an
ideal airplane for barnstorming on a
large scale, such as the Gates opera
tion, out of
grass fields of limited size.
day
and there was a
kept me very busy hopping four pas
sengers at a time for $2.50 a head on
very short hops, $10 per load. t was a
fast, lucrative operation, so the own
ers were
on their
way
to paying
off
the
cost of
the airplane, and I was
making a good commission of 20 per
cent. The hops were
no
more
than
5
minutes in the air, just
out
over
the
city and harbor and back for a quick
reload, out
one
side of the
cockpit
and in the other simultaneously with
a good
pit
crew. t was a
tight
field,
and
landings
had
to
be
made
pre
cisely. The area around the field was
all
residential.
t
was
only three
months before the stock market crash
of
October
1929, the
beginning
of
the Depression,
and
everyone
had
money to spend.
Connecticut had the first aviation
regulatory laws, originating in 1911,
which were more restrictive in pur
pose
than
regulatory,
for
many
wealthy people
in the
state
hated
airplanes. Some had actually sued in
attempts to prevent flying over their
land, claiming
it was trespassing.
Failing in that effort, they had insti
private, even private airstrips,
and
charged fees for licenses.
All
pi
lots
and
mechanics
had to
take state
written
exams,
flight
tests, and
medical
exams,
which
were
dupli
cates of the
federal tests, and
pay
fees for state licenses. Each airplane
was inspected by a
state inspector
and
licensed each year for a fee, in
addition to
a costly state
personal
property tax. Any fixed base opera
tion was licensed and taxed. A
non-fixed base
operation
such
as
barnstorming was
therefore not
possible.
Insurance requirements
were burdensome.
t
was a paradox
that civil aviation could exist
at
all
in Connecticut.
And that was the
real objective.
One state aircraft inspector, I will
call him Mr. P the initial of his name,
had been some pre-World
War
I early
bird pilot's mechanic, and he made it
known
that
he was the world's most
senior, knowledgeable, and strict in
spector in existence. He was on duty
five days a week but on weekends he
would, on his own time, drive around
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'sfeJicUed
the
on
its fuselage,
1nd collected the annual fee. How
ever,
in
front of
my crowd
of eager
passenger prospects, he ordered me
to
stop flying so
that
he
could inspect
the airplane again. He could not find
anything wrong with
the
brand new
plane, but
he
noticed a slight tear in
the canvas boot on the tailskid. It
was
a little
triangular tear
caused
by
a
stick or stone.
He
walked around
to
the propeller, put a red grounding tag
on the hub, and announced, in front
of the crowd,
that
a new canvas boot
would have to be installed
and
a re
port
made to
him before any
more
flying
could
be
done.
This right in
the middle of my first big day of pas
senger flying! He then
loaded
his
family back into his car and drove
off,
to harass
another pilot
some
where, no doubt. The purpose of that
canvas
boot
was
to
exclude dirt
and
grass,
and
possibly field mice, from
getting up into the fuselage. That lit
tle three-cornered tear was not likely
1 \ \ , 7 i : ~ \ ' 7 D ' 1ft front of
my crowd of eager
passenger
prospects
. . .
he noticed a slight tear
. . .
walked
around to the
propeller, put a red
grounding tag on the
hub, and announced,
. . . that a new canvas
boot would have to
be
installed and a
report made
to
him
before
any more
flying
could be done.
having been born, but they were in
effect nonetheless, just
as
was
the law
of
gravity before
Newton. Just as I
was lifting off, with the
entire
field
behind
me,
and
I mean
no
more
ahead, with that heavy load, the en
gine lost power and started shaking
descent
and
actually gave
me
a very
slight climb, as judged by eye and
feel
(the pucker factor). I had not gotten
low enough
to
get ground effect,
but
by
holding straight
ahead
and care
fully
holding
the best airspeed I was
getting just a little climb, heading out
over
Long
Island Sound with
smoother air over the water. The en
gine was holding its lower power and
its vibration, and extraneous popping
and banging
was
at a steady level. Oil
pressure was okay. Numerous small
sailboats out
on
the sound were reas
suring.
Without
losing any of that
precious altitude, I was able to make a
very, very gradual downwind turn
back inland.
Over the
land I felt a
slight upward thermal
and nicely
made it over
the
rising ground for a
downwind leg to the field. I did not
risk a 10-12 mph downwind landing
back on the field because the field
was too short with high trees
on
the
downwind end, so a crash
would
have been inevitable
and
disastrous,
especially with the crowd of people at
the downwind
end.
By
very careful
attention to airspeed, I was able to
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Tailwheel
Transition Training
Part
rosswind technique and slips to lan
ding the
lost
arts
DONOVAN HAMMER
ntroduction
This time around I want to touch
on two
topics where th
ese
useful, i not necessary, flight maneuvers.
some
transition pilots have a bit
o
trouble. These
are cross
For
tailwheel airplanes
proper
crosswind technique
is es
wind
technique and slips to
landing. Three
common threads
sential.
The
same
can
be said o slips
for
most o
the older
connect these two maneuvers. Both are used as part o
th
e tailwheel airplanes. The methods that I
use
and teach
are
no
landing approach. Both use cross-control
o
rudder and different than those shown in th e
FAA
s Flight Training
ailerons. And both are in danger o becoming lost arts. Handbook AC 61-21A which serves
as
the basis for the
Crossw
ind and
slip maneuvers are still part o the FAA flight Practical Test Standards
(PTS)
used in every pilot S FAA
flight
exam, but the quality o training and execution are showing exams.
However,
it should
be
important to note that the ex
some
o the ravages
o
neglect in recent decades. Maybe it can
amples shown in the pertinent sections o AC 61-21A us e
be
said that slips
are
th
e victim
o
modern aircraft designs
tricycle-gear
airplanes. That
is
to
say,
for
the most part
th
e
with
th
eir flaps, reduced nldder effectiveness, and clean side techniques
used
for
taildragg
ers are not so much different, but
profiles.
On
the other
hand crosswind landing and takeoff
rather are
just a strict
adherence to the
standard techniques
tec
hniqu
e owes
much
o its demise
to
the tricycle gear that is that should be used for tricycle
airplanes.
I view any training
tol
eran t o bad habits. Modern airplane design and tricycle given to transition pilots to polish-up crosswind and slip
tech
gear
have not
so
much
rendered
s
lip
and crosswind tech niqu
es as
remedial
in
nature and encourage those pilots to
niques
usel
ess, but rather have made it possible to neglect also use
them
when flying tricycle ailplanes.
Slips
Budd Davisson wrote a great arti
cle
for
the January
2003
issue
of
Flight Training
magazine.
t is
recom
mended reading for those interested
in this
topic.
In the article Budd
laments
the
rarity of seeing
some
one
perform
a sideslip
to
landing,
and then discusses the use
and
ad
vantages of
slips.
In
addition, he
dispels the misconception held by
some
that
slips are unsafe.
For
many of
the older Rag
modern
Wichita
Iron Clads
may
never have experienced a truly effec
tive sideslip and may, in fact, find
their first exposure a tad unnerving.
Both flaps and slips
create
extra
drag, but unlike flaps, the slip re
duces lift so
that both
components
of
the
lift-drag ratio are working to
ward
a steeper
glidepath
. In
addition, exiting a slip increases lift
and decreases
the
stall speed,
thus
the slip can be freely entered
and
ex
ited as needed
during the
approach.
the pattern and
on approach.
t
is
told to us that an off-centered ball
is
a
standing
invitation for a
spin
if
we
inadvertently
stall the airplane.
Although an off-centered ball is a
necessary condition for a spin, it
is
not
a sufficient condition. Acknowl
edging
that
there
are always
pathological
situations
for
any
ma
neuver, it
can still
be said, when
properly
done, that a slip is no less
safe than the Wings-level approach.
t
must be mentioned, however,
that
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crosswind technique is required.
t
is
human
nature to reduce complex
operations down to their most criti
cal tasks. This allows us to dismiss
some tasks as trivial so
that
we can
focus
on
those that are more impor
tant. Because
of
the tricycle gear's
forgiving
characteristics
the side
loads induced
by
light
to moder
ately light crosswinds present little
hazard even when
no
concerted ef
fort is made
to
eliminate the side
loads caused by landing with a slight
crab
or
with a slight sideways drift.
Since experience
rarely
punishes
such infractions, some tricycle gear
pilots soon develop an unconscious
complacency toward those cross
winds that fall below some arbitrary
threshold. Unless a
student
pilot
is
trained
otherwise it
is
almost
in
evitable for bad habits to arise from
such natural complacency.
Any level of complacency toward
crosswinds while landing
or
taking
off in a taildragger may very well re-
sult
in loss
of
directional control.
Even what might
be perceived
as
fairly
light
crosswinds
can
be
dan
gerous
in
the
event of an
incompletely rotated
three-point
landing if drift
or
crab is ignored.
Complacency will
not
likely
last
very long with taildraggers,
though.
Experience is a harsh teacher. There
is nothing like doing S-turns across
a
runway centerline to
drive
home
an
object lesson on drift correction.
This is taking low-altitude ground
reference maneuvers to
the
extreme.
t is important
for
the
transition pi
lot to develop a keener sense of drift
By
the time crosswind compo
nents
reach
moderate
levels,
pretty
much everybody
recognizes
the
need to use some form
of
corrective
action.
A
drawback
to
tricycle
air
planes
is
that they
do
not always
force us to perfect our crosswind
technique. Almost any form of flail
ing
can
result in a successful, albeit
bumpy
, landing. On
the
other hand,
taildraggers demand us to be profi
cient in our crosswind skills,
and
either you have
them
or
you
go
someplace where the runway is
Wind-aligned.
ven what might be
perceived
as
fairly
light
crosswinds can
be dangerous
The private aircraft
that
the vast
majority
of
us fly are relatively slow
and
light. For these aircraft, particu
larly the taildraggers,
there
are two
acceptable methods used for cross
wind landings. The most frequently
used method for doing
crosswind
landing comes straight from the
FAA s Flight Training
Handbook
C
61-21A. For this type
of approach
a
crab
is
used for
most
of
the
final ap
proach. Then some adequate time
prior to the flare, a cross-controlled
attitude
is
established. The
cross
controlled
attitude is essentially a
runway-aligned
Sideslip into the
crosswind where the slip's sideways
motion cancels
the
drift caused by
the crosswind. The second method
wheel
landings must
be done
with
the minimum
of vertical
velocity.
Thus taildraggers require good con
trol over forward
and
vertical
airspeeds
at touchdown and
it
is
important
to be able to provide sus
tained control over the drift to allow
enough time to obtain the correct
forward
or
vertical airspeeds during
landing.
Bad
habits usually form the basis
for
any
difficulties that some transi
tion
pilots experience
during the
crosswind portion of tail wheel train
ing.
Bad
habits have their start from
insufficient primary training
and/or
subsequent neglect. First and fore
most Mother Nature does not
always cooperate during primary
training
by
providing the adequate
conditions
for
instruction
or
prac
tice
of
crosswind
techniques.
Also,
many
find it difficult to use effective
cross-controlled
rudder/aileron
si
multaneously with precise elevator
control. This
is
particularly true with
the
added workload experienced
during
landing. Frequently steep
learning curves
and
inadequate prac
tice opportunities prevent pilots
from
achieving the proper
level
of
proficiency.
Bad
habits form
if
these
problems are
not
corrected early, es
pecially
when the
forgiving
nature
of
the tricycle landing gear imposes
no dramatic penalties for improper
crosswind technique. Unfortunately,
taildraggers
are
unforgiving of
lax
technique of any form. t is then im
portant to
unlearn any bad habits
and
replace them with
the
appropri
ate skills.
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BY H G FRAUTSCHY
JUNE S
M Y S T E R Y A N S W E R
- -
---
ARROW SPORT
The June Mystery Plane was disguised a bit from its
factory
configuration, but that didn t
fool a few
of
you. Here's
one
of
the
letters we received:
liThe June Mystery Plane is an Arrow Sport biplane
by Arrow Aircraft Corp .
of
Havelock, Nebraska.
The
side-by-side two-seater was
introduced in
1928
with
unbraced cantilever taper wings. N struts were
op
tional A five-cylinder
Le
Blond radial engine of 60
hp
on
the
original Arrow Sport was rated up
to
85 hp for
the
1931 Arrow Sport 85.
A brilliant red
and
cream restoration of the well-
preserved NC9325 by New York antiquers John Schlie
and Bill Archer was flown August 1965 after 31 years'
storage in a Hempstead garage. Photos
and
text in Fly-
in
July 1968
are
by aero historian
and
model
kit
craftsman Gene Thomas.
li he distinctive
25-foot-6-inch
wingspan
taper
wing form of the Arrow Sport was complemented by a
27-foot
wingspan copy
powered
by a
1l0-hp
Kinner
K 5 It
was called the one-of-a-kind C.P.3 Warren
Ta-
perwing
and was built
in
1931 at California
Polytechical. Ref . Skyways No. 47, July 1968.
liThe Arrow
Sport
V-8 low-wing
monoplane
with
reworked Ford V 8 auto power by Arrow Aircraft and
Motors Corp. of Lincoln, Nebraska, followed
the
bi
plane in 1936."
Russ
Brown
Lyndhurst, Oh io
Correct answers were also received from Charles F
Schultz, Louisville, Kentucky;
John
Henry Hess, Man
heim, Pennsylvania; Tom
Whisnant, Granite
Falls,
North
Carolina;
and Wayne Muxlow,
Minneapolis,
Minnesota.
THIS
MONTH S
MYSTERY
PLANE COMES FROM
ART AND BECKY
HASTINGS OF S U -
SANVILLE,
CALIFORNIA. THE
PHOTO WAS TAKEN IN 1931, AFTER THE AIRPLANE
LANDED ON
THE
ROUND
HOLE RANCH,
S
MILES NORTH
OF
RENO,
NEVADA
SEND YOUR
ANSWER TO:
EAA, VINTAGE
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What happens
wh n
the fuselage gas tank splits
open in flight with no place to go?
M
ny
years ago, after search
ing and finding the
Franklin Sport 90, of which
only
six were
built,
I con
sidered myself lucky. I drove to New
York in the dead of winter to pick it
up. I left Milwaukee
on
Friday morn
ing and drove almost nonstop to New
York. When I got tired I would pull
into a wayside,
eat
a
sandwich, and
take a
nap.
I
had
a perfect alarm
clock-it
was so cold that in 15 or 20
minutes my cold toes would tell me it
L
KELCH
trailer with 12-inch tires . All four
wings were
on
top of my station
wagon. Rather
than
completely
restoring it I couldn't wait that long
to fly it), I did a
powder
puff" job to
get it in the
air.
Having
owned
and restored other
biplanes, I
didn't
expect
any
rigging
problems.
It
had as many wires
as
a
birdcage. I rigged it
and had
it ready
prior
to the
Fourth
of
July. We
had
guests on the Fourth for a cookout,
and I slipped away after we ate and
of the grass, slowing me up but help
ing to lift the tail due to the long gear
and
the drag
well
below the plane.
The
power
curve
problem was now
solved,
but
I
had
to get
out
of the
grass.
Having
a
little
time in float
planes,
I
applied the floatplane
rule-lift
one
foot
out
at
a time
It
worked, and I parted a
few
tree limbs
with
my
wheels on the way
out It
was
an ominous
start of a flight for
which I
had
waited for so long In the
air was a
second
thrill. I though t I
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After my powder puff rebuild, I flew the Franklin to
After arriving home in Mequon, Wisconsin, with the the E convention in Oshkosh. Here it sits on the
Franklin Spor
t
but lost it on the rollout. The
high
grass stopped me with no damage ex
cept to
my
ego. I kept working on the
rigging
and
got
the
plane flyable,
but
I found it very attention-prone. I did
then
fly
it
to
Ottumwa
and
many
summer fly-ins, but it was still not
overly friendly to the pilot.
While
vacationing in Florida,
someone
told me of "Slim" Felder
man,
who
had
something
to do
with
the Franklin Sport. I was given a pos
sible location-Punta Gorda-and
found
only
one
Felderman
in that
area.
On
ringing the doorbell, a tall,
wiry, and
sprightly old
man invited
me in.
I told him I
had
a Franklin
Sport NC13139 registration number.
He asked me, Have you rolled it,
spun
it,
or looped it yet?
In
com
plete surprise I retorted, No-I have
trouble making it behave the way I
would
like it
to.
He snapped back,
"That's your fault." Having somewhat
of an accumulated ego with past
flight line
in 1973
part had a negative effect on roll, so
they sliced
it
off, which helped.
I returned
home
with a complete
set
of
plans
and
a renewed
approach
to rigging. Slim said to test the rigging
only in still
air.
If the plane stays level
hands-off for two minutes, it is rigged
correctly. That I did, and resorted
to
two-finger control
and my
first confi
dent enjoyment came about.
The
saga continued
.
On
a
very
mild
CAVU
(ceiling
and
visibility un
limited) day I was taking some friends
for rides. A dark storm appeared some
distance to
the
north, traveling east. I
tied
the
Sport down near
the
barn.
No problem,
I
thought. We stood
under
the patio roof
on the
barn,
watching the storm pass,
and
visiting,
when
all
of
a
sudden
hail
the
size
of
golf balls
came
tumbling
down off
the roof. First they
bounced
off the
wing
of the
plane. Then they didn' t
going right through
the
top cloth
and
then,
finally,
through the bottom
logs,
and
a registered repair station
had
signed it off. Oh
well
Here we go again. I completed the
airframe
restoration to show condi
tion
. Now came the engine. t
took
a
long
time
to find a usable case. I
lucked into a truckload of Lambert
engine
parts . Voila-I
had it made
and could
now
complete
the
restora
tion.
One more
curveball to
catch.
No
propeller. I
found
a new 50-hp
Continental wooden propeller, which
oddly enough is larger than a Conti
nental 85 hp . I tried it
and
found
that
the
90-hp
Lambert would not pull it
up to the proper static rpm. In des
peration I took a Stanley Sureform
file
and started lowering its pitch right
on the plane. I started
the
engine to
test it,
then
whittled
away several
times until I got
it close
to right. I
took
the prop off, sanded it smooth,
and then
checked its balance. I tried
it again,
and
it
had
a little roughness
that a wad of gum on
one
blade
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In
97
, E pho-
tographer Ted
Koston shot these
three Birds of a
Feather.
Steer and filled the gas tank with 24
gallons of fuel. Away I went , ignor
ing all
caution
and
heading
straight
over the Kettle Moraine State Forest
to Oshkosh.
To
digress for just a moment-In
my restoration I made a new gas tank
and had intended
to
weld it
at my
company where we did
aluminum
welding daily. Dale Crites mentioned
that since he was the
one
to sign it
of f, he
would prefer that
I have
it
welded by a registered aircraft welder.
I did that, and it looked fine. Now
back to the story.
Right in
the
thickest
part
of
the
forest
the
gas tank split wide open,
and 24 gallons of gas came pouring
down the fuselage
under
my feet.
Off
went
the
switch-the
short
stacks
would
surely
ignite
the
gas
and, "Poof "
To digress
again-Arlo
Martine, a
very old-time instructor at Waukesha
County Airport where I
hung out
with Dale, once gave me a refresher
checkout on this situation, turning
off the switch and declaring
an
emer
gency
landing-I
saw a big juicy field
right in front of me.
"TRAP."
I started
a
regular pow
e
r-off de
c
ent.
Arlo
turned the engine back on and
ad
monished me, "Just suppose there
is
a
ditch or something
that
you can't see
ing
was
plenty
large and long,
but
had large pumpkins in
it
.
Knowing
how
tough
the vines are,
they
would
surely
trip me on my
back. At
the
other
end of the patch was a line of
large trees with an opening
large
enough
to
go
thro
u
gh, and
I could
see stubble
on
the other side of the
opening in
the
trees. I carefully spent
off
my altitude to go
through
the
opening. There was a stubble field for
sure, but a hill rose directly in front
of
me
. t is impossible to land
up
hill
with
the engine off. I think
an
angel
had its hands on the stick to make a
power-off 90-degree turn, 10 feet
from terra firma.
I straightened out, and the Sport
and I rolled less than 100 feet. I liter
ally escalated out of
the
cockpit and
scrambled
up
the
hillside where
I
watched
the
gasoline still running
out of the fuselage. An approaching
farm tractor that started circling the
plane interrupted my thoughts. My
fear factor rose fast. I was afraid the
tractor
could ignite the
gas
fumes
that
were all over
the ground.
I
got
him
away from
the
pl
ane.
We sur
veyed
the problem and went
to
his
house to
wait
for
the
gas
to evapo
rate
to
a safe level.
t
was lunchtime,
and they
invited me
to lunch. What
a
farm-style lunch they
gave
-
load. Other pilots wouldn't fly them.
The
long wings made them danger
ous; a quick turn
and
the long wings
could
hit
ground.
After lunch we gathered some tools
and
took off the cowling
and
all hin
drances
to get
the tank out.
In
the
meantime,
I
had phoned Vintage
headquarters at Oshkosh and told
them my pligh t. Before I knew it the
Williams brothers, Ken and George,
drove down and picked
me
up, gas
tank in hand. The welding school
at
the
fly-in had an old-timer who had
welded all
the
Waco gas tanks
at
the
factory, using hydrogen in place of
acetylene. He washed
the tank out
thoroughly with water, hid behind a
post, and struck a lighted torch in the
tank neck. When that didn't result in
an
explosion,
he
decided it was okay
to re-weld the tank. I was escorted
back to the farm, just west of Ke-
waskum, and we laboriously replaced
the
tank. I
purchased some tractor
gas
from my "new" farmer friend,
and thanked him
and
his wife, prom
ising
to come back some time and
give
him
a ride (which I did).
Back
in the
cockpit, I
pushed the
throttle
to the
wall,
dodged some
implements
left in the field
,
and
took
off
I immediately spotted an ugly rain
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I
f Richard Porter, of Leeward Air
Ranch in Ocala, Florida, liked
to mess with
people s heads
about his airplane, it would be
an easy thing to do. What he
laughingly refers to as a 196, and in
fact is labeled as such
on the
tail, is
formed
aluminum
cowl is a Pratt &
Whitney R-985. The original Jacobs
755-cubic
inch oil pumper
was
heave-ho d over 40 years ago
in
fa
vor
of Pratt &
Whitney s
littlest
horsepower factory.
With
the
tip
tanks and monster
memorable antique fly-ins, and
then
moved to Zephyrhills, Florida, when
Richard was about eight. They
opened another FBO
and
that s
where Richard
got
seriously
and
deeply into aviation.
A lot of things happen when
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while flying those old
birds
with
my dad.
t
was great while it lasted,
but the FAA and Part 135 saw the
end to that.
I was always working with Dad's
mechanics and was especially fasci
nated
with
engines. So after selling
the
196 and DC-3.
t
also was great,
but
by
the mid
'80s
the parachute
center was sold to a new owner who
didn't want to keep the 196, so the
196 was sold.
I gave a lot of
thought
to buying
the old 196, but it had over 12,000
190-195 classifieds in Trade-A-Plane
an
ad
popped up
that
described
a
195 equipped with Pratt & Whitney
R-985 450 hp. I immediately called
the
seller
and
I kept getting more
excited
with
every
question
I asked
him. 'Was
this
airplane a photo
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The entire interior
is
being remade
home
by
two months.
in
sections with Richard tackling
When N4383V S/N7305 came out
the instrument panel as his first
of the factory in February of 1949, it
project. A
full
IFR panel with King
was delivered by the local Cessna
Silver Crown series avionics
is
the
dealer directly to Park Aerial Survey
centerpiece of a rebuild that r -
where they cut a good sized camera
placed every electrical component
hatch in the belly and put it to work
in
the airplane including all of the
for 10 years and 3,400 hours with its
wi
ring and circuit breakers.
300
Jacobs. Since they were doing
high altitude mapping, Park Aerial
had a local shop installing Pratt and
Whitney 450 R985s on some of their
195s. They referred
to their con
one
airplane
a year. In 1959
N4383V became the last
of
four 195s Park Aerial had con-
verted.
t
was also
the
second
of
the
only two airplanes that
ever received
the
wing tip
tanks,
which
was
not done
until 1966.
As
coincidence
would have it, my dad's old
196 was the first airplane they
converted to 196 and the first
to get the tip tanks.
Park Aerial flew it for the
next
11
years and 2,250 hours
after they converted it. Then
in 1970,
with
a total airframe
time of 5,650 hours, they sold
i t and i t started changing
hands through eight
other
owners, having only been
flown a total of 260 hours dur-
ing those next 19 years before
I bought
it
When I finally got it home
and looked it over carefully. I
think the phrase
I
used
was
that it was a flyable construc-
tive
total. t
had
been
a
working airplane
all
its
life
and
it
looked like it. Everywhere on
the airplane there were marks
that
every working airplane seems to ac-
cumulate over a long life . The
airplane had been handled and man-
handled so
much
that nothing was
straight. The skin
on
the top of the
rear fuselage, for instance, was full of
little
dents
caused by well
meaning
individuals who undoubtedly had
said, ' Here,
let me
help you move
your airplane.'
W
hen
I
bought the
airplane
the
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8/20/2019 Vintage Airplane - Sep 2003
19/36
no one was restoring 195s, so a base
level of
restoration
experience
on
the airplane hadn't developed yet. I
had exceptional he lp from my good
friend Max Bridges,
also of
Zephyrhills, who wanted to
learn
how to do aircraft sheet metal.
Fortunately for me, Jeannie Van
Sant up
in
Pennsylvania was still in
business. Her late father
had
pretty
mu
ch
cornered
the
market
on
195
and surplus LC -126 parts, which is
the military
195.
Jeannie had
a
printed catalog of all the parts she
had. I went
through
it
line by line
and ordered every new airframe part
she
had that
would fit my airplane.
Ray's Aircraft Service in
California
made
PMA'd
door posts and spar
plates; they also made
the
Plexiglas
cover
plates
for
the
stationary
in -
strument
panel marking the
switches and engine controls.
As Max
and I
looked
at the air
plane, it became obvious we were
going to have to be careful
what
or
der we
did
things in
because
so
much skin had to be rep laced that it
would have been
easy
to
lose
too
much structural integrity and we'd
have to build fuselage jigs. So, we
decided to do it a panel at a time.
By
the
time we finished the fuse
lage, we had replaced all of the top
fuselage skin from
the
tail cone
to
the firewall,
the
rear
spar carry
through, three
belly
skins
due
to
holes that had been drilled in
them
over
the
years, and all four door
posts.
We
reskinned the cabin door,
reskinned the baggage door, the en
tire cabin floor, installed new
seat
cell overhauls, and all new
fuel lines, control cables
and bell cranks replaced,
the
optional right
side
landing light installed, and
just general clean up.
The
real challenge in the
restoration
came
with
the instru-
ment panel and my desire to install
a full King Silver Crown IFR radio
package and standard gyro Til lay
outs,
including
dual
ILSs and
autopilot
in
a
small
instrument
panel that you can't reach under to
service because of
the
oil tank. My
solution was to build a new panel
and
radio center stack
that
was split
in
the
middle, with engine instru-
ments on
the
right
side,
and
flight
instruments
on
the left, and the ra
dio center stack
made
fixed in place;
you can
remove either
side
of the
panel without disturbing the radios .
I a lso built
a new stationary
lower
panel
and glove box and replaced
every switch, circuit
breaker, buss
bar, and replaced every inch of wire
in
the
entire airplane.
Ahead
of the
firewall was
not
ex
empt
from work either,
and
since I
was in the flat engine overhaul busi
ness at the time, the engine was not
a real big deal. I contracted
with
a
friend of
mine who
is in the
round
eng
i
ne
business
to
overhaul
the
ba
sic
engine pineapple
and my shop
did
the
final assembly.
We
installed
all brand new cylinders and hard-
ware
from the
crankcase out. On
went brand
new
late
model
Bendix
magnetos and E-80 starter, and I up
graded
it to a new
Jasco
alternator
Cessna didn 't build
it this
way the
unmistak-
able modifications made to
Park Aerial Survey's specifica-
tions give the
196
a unique profile,
nd spectacular performance.
picked out the seat upholstery and
paint colors.
The
airplane was
painted in
pieces, with
the
final as
sembly completed and the 196 test
flown
the
Friday evening before
the
1992 Sun 'n Fun Fly-in. I literally
broke
the
engine in while flying be
tween
Zephyrhills
and Lakeland
with the second
hour
being spent in
a holding pattern over Lake Parker.
When the airplane
was
origi-
nally
converted to the R985, it was
in restricted category for aerial sur
vey,
and I didn't want to live with
that and the limitations it carried, so
I decided to push for standard certi
fication. I know
others
who
have
tried
this with 450
P&W 195s
and
they've met with
stiff resistance.
However, as
is
always
the
case, you
just have to
hit
the right FAA rep on
the right day
at
the
right
time. Our
man looked at
the
12 Form 33 7s
previously done
over
the years,
looked at the seven more Form 337s
that
we had done, looked
over
the
airplane
and
said,
'[t
was
done
on
a
field approval
the
first time and
that's good
enough for
me.'
Like I
said,
the
right guy at
the
right time.
One of the
most
common ques
tions
people ask is how t compares
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CALIFORNIA
Hayward, CA, VAA Ch.
29
Meeting
2nd
Thurs., 7:00 PM
Hayward Airport, Hangar 7
William Field, President
Phone: 510-784-1168
Email: [email protected]
Riverside, CA, VAA
Ch.
33
Meeting 3rd Sat., 1:00
PM
Clubhouse at West end
of Flabob Airport
Travis Gammill, President
Phone: 909-686-6268
Sacramento,
CA,
VAA
Ch.
25
Meeting 2nd Sat., 10:00 AM
For Place Contact:
Red
Hamilton, President
Phone: 707-964-7733
Email:
red@reds headers.com
FLORIDA
Lakeland,
FL,
VAA
Ch.
1
For Time & Place Contact:
James Conyers, President
Phone: 407-339-9061
Email:
KANSAS
Overland Park,
KS,
VAA Ch . 16
Meeting 3rd Fri., 7:00 PM
Gardner Municipal Airport-Term
Bldg
.
Gerald Gippner, President
Phone: 913-764-8512
LOUISIANA
New Iberia, LA, VAA Ch . 30
Meeting 1st Sun., 9:00
AM
For Place Contact:
Roland Denison, President
Phone: 337-365-3047
Email:
eaaac30@cox intemet.com
MASSACHusms
East Falmouth,
MA,
VAA
Ch
. 34
Meeting 2nd Sat., 10:00
AM
For Place Contact:
Roger McDowell, President
Phone: 508-457-0506
Email:
MICHIGAN
Niles,
MI,
VAA
Ch . 35
Meeting
2nd
Sat., 10:00
AM
Niles, MI 3TR) Term. Bldg.
Kenneth
Kasner, President
Phone: 616-699-7064
Email:
NEBRASKA
Plattsmouth, NE, VAA Ch. 31
Meeting 1st Sat., 10:30
AM
Plattsmouth Airport Term Bldg.
Keith Howard, President
Phone: 402-291-2103
Email: [email protected]
NEW
HAMPSIRE
North Hampton
NH, VAA Ch.
5
Meeting 2nd Sat., :00
AM
Chaper Clubhouse
N. Hampton Airfield
Jack Hodgson, President
Phone: 603-895-3939
Email: [email protected]
www.vaa15.org
NEW JERSEY
Andover,
NJ,
VAA Ch. 7
Meeting 1st Sun., 10:00
AM
Andover Aeroflex Airport
William Moore, President
Phone: 908-236-6619
Email:
OHIO
Delaware, OH,
VAA
Ch.
27
Meeting 1st Sat., 8:00 AM
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.vaa15.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.vaa15.orgmailto:[email protected]
-
8/20/2019 Vintage Airplane - Sep 2003
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P SS
IT TO UCK
BY E.E. "BUCK" HILBERT,
EAA
#21
VAA #5
P O Box 424, UNION, IL 60180
Safetying fasteners
One
of the biggest
bugaboos
of pilot/owner maintenance can
be getting to understand the ins
and outs
of safetying fasteners.
What size and what kind of wire
do you use? And
where do you
get
information on
the proper
way to do it?
The
old
FAR
Part 43 rule was
quite explicit, but it has been su
perseded
by Advisory
Circular
(AC) 43-13-1B and 2A. This
AC is
available from aviation book sup
pliers, and if you happen to have
a government printing office store
in your local city, it often has the
manual there.
Chapter
7 in this
new manual (read "maintenance
bible")
is
very well illustrated and
explains it all.
What
follows are
excerpts from that AC.
Why safety? The book, and com
mon sense, says it's to prevent
screws,
nuts
, bolts,
snap
rings, oil
caps, drain cocks, valves, and other
parts from falling off the airplane
and scaring the unsuspecting public.
It also assures you, the pilot/owner,
that
things
are going to
hold
to
gether and keep you flying.
There are
all
kinds of safeties.
We
all know about cotter pins. They are
><
i
lt4MP\.(1
E)(AMPlEl lKAW
£)(.t.MPlE 4
~ 3 . ~ " a p p I y O a l t y p e s a l b o l t s . 1 ' I I I I I $ 1 " - n - l s c r l J W S
~ v . a r ~ p t . g s
a r . d ~
VI1II3I" peru wtIIdIere WIred $0 th;iIlhe Iooseor.g
tendency
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O ' l g o l l N O U l e r p a f t T h e d i r e d l o n o l t w i s t l t ' o m l h e s e c o n d l o t h e l h i r d u n t O S O O \ l n 1 ~ o i n ( t x ·
~ 1, 3, atId 41OkOllllP the bop., potb)n ~ 1 0 5 I 1 h e
headoflhe
baR. The cllrection oflWisl
kom the
secotld to
!he third urn example
2 is cIockwtM
10
keep the WJr'EI poaitIorI around the
MCOf)(l ul1ll The WIfe eoteNog tile
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wv.. excepl example 2.
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esNIIoIe , !nek:>opW>llbe,.,;;.uredonplac:eafound
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may
be wrapped
0\1&1 tile U r ' l ~
tatl ef
ttl&n around W hen
wiring
Cfiteiated I M
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othef llema when there os 8
de;;lIfar.c:ePfobiem
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XAMPLE10
~ 9 .hows the
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~ COflect ~ t o n of lingle
mattoocI for
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-
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22/36
VAA
CHAPTERS IN ACTION
VAA
hapter
30 s Young Eagles rally
H.G.
FRAUTSCHY
a few of the vintage airplanes used by Chapter
; O ; ~
members during their
Young
Eagles rally. The
Clipped Wing Cub is owned
by John
Edley. The Champ
Is owned by Richard and Roland Denison and the Tay-
lorcraft Is owned by Roland Denison.
Helicopter pilot
Eddie Bienvenu
adjusts the seat Skyler Bouillon age 10 is entranced as
VAA
Chapter 30 presi-
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8/20/2019 Vintage Airplane - Sep 2003
23/36
A
eap
o Faith
y
ROB
MI
XON
O
n
December
7 2003
there
will
be a
celebra
t ion
of
the Wright
brothers and the f irst
powered , controlled flight of an air
plane from level ground.
December 17
1903
near Kitty
Hawk, North Carolina, two brothers
walked the sands pulling a strange
contraption. Like Thomas Edison and
inventors before, some thought them
to
be
insane.
In
fact, only four spec
tators lined
the
route
of the f irst
flight of a power-driven, heavier-than
air flying machine. That flight was to
be
a total
of
120 feet and lasted for
a
total time
of
12 seconds.
Of the
three other flights accomplished
that
day,
the longest
was 852
feet
and
lasted 59 seconds.
The
Wrights
had
studied glider
flights done
by
others. These flights
flew down the sides
of
hills using up-
slope air currents to keep them aloft.
Another earlier glider designer, Otto
Lilienthal, was killed during a glider
crash in
1896.
Wilber
presented
a paper
to
the
Western Society of Engineers on
Sep-
tember 18 , 1901. He made reference
to Lilienthal:
"Otto Lilienthal
seems to
be
the
first
man who really comprehended
that
balancing was the
first
instead
of the last of the great problems con
data
that allowed
them to
build an
airfoil and wing
that
could
lift
a man
into the
air by powered
flight.
They
produced the first reliable table of air
pressures
on
curved surfaces. They
also designed
and bu i lt their own
lightweight
engine-not
bad for two
brothers who never completed high
L /
7 l
~ - . . o
Rob Mixon's Chanute-style hang
glider, which he flew in the
1970s
The glider had an N number, and
when asked by the F for its
method of launch, the
F
got
quite a kick out of Rob 's reply:
Leap off a cliff. Three flights were
made, until damage
to
the landing
gear (a sprained ankle) prevented
further fl ights.
school. In all fairness
the
higher
mathematics and education were ob
tained through home study.
It
is said
that
anyone can count
the seeds of an apple ,
but to
count
the fruit of
the seed is
pure
faith.
Perhaps it is the early demonstra
wings. As a
matter
of
fact
,
this
is a
very small
part
of its mental labor. If
I take
this
piece of paper, and after
placing it parallel with the ground ,
quickly let
it fall , it
will
not settle
steadily
down as a
staid sensible
piece
of
paper ought to do , but it in-
sists
on contravening
eve
r y
recognized rule of decorum, turning
over and darting
hither
and thither
in
the
most
erratic manner, much
af
ter the
style
of
an untrained horse.
Yet
this
is
the
style of a steed that
man must learn to manage before
f lying can become an everyday
sport.
Now,
there
are
two
ways
of
learning to
ride a
fractious horse:
one is to get on him and learn by ac
tual
practice how each motion and
trick
may be best met; the other is
to sit on
a
fence
and
watch
the
beast a while , and then retire to the
house and
at
leisure f igure
out
the
best way of
overcoming his jumps
and kicks. The latter system is the
safest, but the former,
on
the whole ,
turns
out the larger proportion
of
good
riders. It is
very much
the
same in learning to ride a flying ma
chine. If you are looking for perfect
safety
, you
will
do
well to
sit on a
fence and watch the birds; but
if
you
really wish to learn, you
must
mount
a machine and become acquainted
with its tr icks by actual trial. "
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THE VINT GE INSTRUCTOR : ~ o .
------------------------------------------------------------------.
What s going on?
DOUG STEWART
T
he rumble was
unmistakable.
Since I
no
longer was living in the Bay Area of San Fran-
cisco, and the floor was not bouncing
enough
for me to call Flight Service with a PIREP (pi-
lot
report) of
constant light chop with occasional
moderate turbulence as reported by a man in his liv-
ing room, it could only be one thing. A round engine.
A Continental 220.
Sure enough,
looking
over to
the
downwind to
Runway 29, there was a yellow and blue Stearman. All
that make
the
strongest of us wince. And the pilot of
the
Stearman
was about to experience the verbal
wrath of
our
chief mechanic.
Taxiing
in to the ramp
on this
warm summer
da
y
the pristine Stearman tailed
to
the open hangar doors
of the repair shop . The pristine repair shop. Most of us
admiring the scene were in aural ecstasy as the
round
engine revved up just prior
to
the pilot pulling the
mixture
and
shutting down the
engine. There was
about one nanosecond
of
silence
betwe
en
th
e stop-
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8/20/2019 Vintage Airplane - Sep 2003
25/36
the
need
to be ever vigilant of runway incursions.
Most pilots have that awareness, especially after the
FAA
, EAA and other organizations have done such a
good job of educating us about
that
need.
I am talking about an awareness of things like who,
or what,
is
behind us
as
well as in front of us as we fire
up our engines, about whether or not we are blocking
the on ly egress
to
a
runway,
and about where the
wind is in relationship to us as we taxi and
run
up.
And sad to
say
from my observations there are
many
pilots
who
do not have this awareness, as the pilot of
the Stearman found out.
For example, do you pull your airplane
out
from its
tiedown spot
and
line it
up
in the
taxiway
prior to
starting? I'm sure
the owner
of
the
aircraft parked be
hind yo u will be appreciative, especially i f it is
an
award-winning beauty at a major fly-in. But it wouldn
t
matter if
it
were
an old veteran of a rag- tag flight
school; the need for courtesy remains . And if there are
folks sitting in that row of lawn chairs by th e FBO of
fice
holding up their score cards after each landing,
on
a sunny s
um m
er afternoon, I m sure they
don t
want
their bodies blasted with dirt, grass, and exhaust, even
if they do get off
on th
e smell of combusted 80 octane.
I m sure
th
e
combined
sco res they give a pilot for
startup will be
on the
negative side if that pilot
is
not
aware that his judging panel sits directly behind him as
he starts
up
. And that hangar
with the
open doors?
Would you believe
that
I once wi
tne
ssed a pilot blast a
se t of
struts sitting
just
inside an
open hangar,
th
at
were still wet with paint, not once, but three
tim
es, as
he taxied
in
circles
trying
to decide
wher
e to park. I
know that you will be more thoughtful.
f you are at an airport where there is only one taxi
way on
and
off the
runway
,
do you
taxi up to th e
hold short
line
before checking if there are aircraft
landing, or in
the pattern
for
landing? More
th
an
once I have observed
an
airplane have
to
go around ,
because there was
another
plane still
on the
runway,
unable to clear the
runway
because the taxiway was
blocked by yet anot
h er
plane th
at appeared to be
oblivious
to
everything but its own needs. I hope that
tioned
correctly for the quartering tailwind, showing
wha t I assume to be the pilot's awareness of where the
wind is
and
then
only to
stop the aircraft in the run
up
area with
the
tail pointing into
the
wind. As
the
throttle is
advanced
for
the
mag
check,
the
airplane
starts to jump around like an agitated kangaroo, while
the
yoke
or stick jabs
and
stabs at the pilot as only
Muhammad Ali
could do. The pilot probably wonders
(then
again, maybe not)
why
the tachometer seems a
bit less stable
during
the run-up. I guess I am wrong
when I ass-u-me that
the
pilot is aware of
the
wind.
Had
the
airplane been faced
into the
wind prior
to the
run-up, it would
have been
more stable
on the
ground, have more accurate instrument indications ,
and
have been less
prone to
overheating.
So as we see situational awareness is important in
our gro
und operations.
Be aware
of
where you
are
and
what s
next. I t is
important
not only from a
safety
standpoint,
but from a courtesy standpoint as
wel l. The
lack
of awareness
might
not necessarily
l
ead
to an accident or incident, although there
are
certa in ly situations where it might, but it will defi
nitely
lead to ill will from one 's fellow pilots and
mechanics
.
Practice
situational
awareness on the
ground, as well as in the air. It 's
one
of those steps we
take as
we transition
from
being
a
good pilot to
being a e tpilot
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j
y S4
:
' - ' I
continued from page
18
Zanesville, OH,
VAA Ch. 22
John
s Landing, 5800 Wortman Rd.
For Meeting Time Contact:
John Morozowsky, President
Phone: 740-453-6889
OKL HOM
Tulsa,
OK
VAA Ch.
10
Mee
ting 4th
Thurs., 7:30
PM
Hardesty Library
C
hristopher
McGuire, Preside
nt
Phone: 918-341-6798
E-mail: cmcguire@att net
SOUTH C ROLIN
Cross,
SC,
VAA
Ch.
3
For Time & Place Co
ntact
:
John
Betts, President
Phone: 252-225-0713
Email: betts@maii c1is com
TEX S
Houston,
TX,
VAA
Ch.
2
Meeting 4th Sun., 2:00
PM
Dry Creek Airport Cypress,
TX
Tailwheel
Transition
Training
continued from page 9
runway in crosswind conditions, it
is highly probable
that
side drift or a
crab will occur if cross-controls are
not
used. I have had a pilot relate to
me
that he
had
ground looped on
takeoff in such a situation. It
is
fairly
rare but certainly not unheard
of,
al
though most ground loops do occur
upon landing.
In closing let me reiterate
that
,
for
the most
part, taildragger tech
niques are really
the
same as
those
that should be used for tricycle air
planes. I t is
just
that
taildraggers
require a strict
adherence
and a
mastery of those standard tech-
niques
. Also,
it
is easy to find a
certificated flight instructor
who'll
sign you
off
with only
a cursory
treatment
of
ground
handling,
wheel
landings, slips,
and
cross
winds. I hope I have convinced any
potential transition student
that it
is in his/her best interest
to
insist on
a comprehensive training program.
If you are
not
comfortable with
do
ing wheel landings or crosswind
operations,
it
is
unlikely that
you
will practice
and
learn them
on
your own.
Having a
complete
skill
set gives you
the
confidence in your
abilities to
handle
those less than
ideal
conditions that have
a nasty
habit of turning up . This will help
you
better
enjoy that lovely tail-
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