.

o::

GEOFF ROBISON
PRESI DENT, VINTAGE AIRC RAFT ASSOCIATON

Hallelujah
April is upon us, and I have but one
thing to say about this: Hallelujah!
Preparations for EAA AirVenture
Oshkosh 2008 have already reached
a fever pitch for not only our key vol
unteers and staff, but also all of our
valued chairmen and chairwomen,
who provide much of the heavy lift
ing in preparation for the big show
in Oshkosh. As I write this month's
column, it is the first of March, and
I just attended the initial meeting of
the Vintage Aircraft Parking & Flight
line Safety Committee. We met this
year at the Kalamazoo Air Museum in
Kalamazoo, Michigan.
In the midst of all of the planning
that goes into preparing the Vintage
area of the convention, we always
find ourselves reflecting on just how
many airplanes, campers, etc. may
show up in our area of responsibil
ity. How many pancakes will need
to be flipped? How many bags of ice
hauled out of the freezer? How many
volunteer caps and T-shirts should
we have on hand this year? It's great
to be a popular destination, but that
does give us the responsibility to
plan for the needs of all who attend
the convention.
We are currently experienCing a
unique level of interest from our type
club representatives who want to be a
part of our increasingly popular type
club parking area. Typically, in Jan
uary we hear from only a few of the
type clubs about their opportunities
to park a number of their aircraft type
together at AirVenture. The unique
ness of the 2008 event is aU about
the number of different aircraft type
clubs requesting to participate, and
the high number of individual aircraft

showing an interest in parking with

their type clubs.
We are now planning to type club
park the following aircraft: Cessna
120/140, Cessna 175, Cessna 180,
Cessna 185, Ercoupes, and Swifts .
While we routinely park between 75
and 100 aircraft in our deSignated
type club parking area, with the un
usual number of requests this year we
already have plans in place for more
than 200 aircraft for this designated
area. The pOint in sharing this infor
mation is that if we are experiencing
this level of interest in January and
February, surely we will experience a
large number of our members visiting
us this year at AirVenture, and we find
that potential very exciting.
Be assured that your Vintage board
of directors is always focused on not
only the critical issues of member ser
vices, but also the financial well-be
ing of this organi zation. I would ask
everyone to keep in mind that as in
dividual members of the Vintage Air
craft Association, we all share in these
important fiscal responsibilities. Most
directly, it's your dues that provide a
large percentage of the funds neces
sary to cover staff salaries, office ex
penses, as well as printing and postage
costs directly related to this monthly
magazine. As an organization, we have
carefully managed to maintain our as
sociation dues at their current level
for just a little more than seven years,
a remarkable achievement given the
constant rate of inflation present since
our last dues increase in 200l.
One of the ways the VAA board of
directors has managed to accomplish
this remarkable feat is by the cre
ativeness of the board, as well as our

staff, in developing and nurturing a

number of alternative fundraising ef
forts and then using those funds not
only to offset the inevitably rising
costs of operating this association,
but also to provide the critical fund
ing necessary each year to properly
host the membership during our an
nual convention.
With that said, the time has come
yet again to appeal to the membership
to please give due consideration to
supporting your association's Friends
of the Red Barn Fund. This flagship
program is the critical initiative that
allows the VAA to provide a myriad
of member services to the masses at
AirVenture, particularly the over
head and infrastructure necessary to
make for happy campers in the Vin
tage area, as well as sustaining VAA
programs and services throughout
the year. I cannot begin to thank the
membership enough for your strong
financial support over the many years
this program has been in place. The
Friends of the Red Barn program of
ferings have again been enhanced for
this year's event, so be sure to check it
out on our website at www. VintageAir

craftorg/programs/redbam.html.
In my January Straight & Level
column, you ma y recall I referred
to a number of local fly-ins around
northeastern Indiana that I rou
tinely attempt to attend each fly
ing season. For whatever reason, I
mistakenly stated that the Fly-In,
Cruise-In event at Marion, Indiana,
that Ray Johnson puts together ev
ery year in support of the local high
school band was set for Memorial
Day weekend . In fact , as most of the
continued on page 36

VOL. 36, No.4

N E
2008

APR I L

CONTENTS

I Fe

Straight & Level

Hallelujah
by Geoff Robison

News

Sport Pilot Q&A

Airplane Design Made Simple

What happens behind the scenes
by R.R. Osborn

10

Shuttleworth Air Displays

Vintage aviation in the United Kingdom
by David Macready and H.G. Frautschy

14

Pea Pod Pusher

Dave Powell's Anderson-Greenwood AG-14
by Budd Davisson

21

A Leap of Faith
by Gilles Auilard

24

American Barnstormers Tour 2008

A step back in time
by Sarah "Pancho" Wilson

28

Type Club Notes

High Oil Temps and Oil-Temp Gauges
by George Horn

32

The Vintage Instructor

Fly-In Perils-A h eightened sense of awareness is imperative
by Doug Stewart

34

Mystery Plane
by H.G. Frautschy

37

Calendar

38

Classified Ads

COVERS

FRONT COVER The pusher-pod-boom design conce pt has been around for nearly as long as air
planes have been made, but few have made it in the aviation marketplace. This one is the An
derson-Greenwood AG-14, restored by Dave Powell , whose dad used to work for the company.
Read more about it in Budd Davisson's article starting on page 14. EM photo by Bonnie Kratz.
BACK COVER: Another in our series of British lightplane photographs taken by David Macready,
this is Alan Hartfield's Dart Kitten II, a single-place lightplane built to use the 36 hp JAP engine
(a licensed two-cylinder Aeronca design). For more on the unique aeroplanes of the United King
dom, see our continuing series of photo essays beginning on page 10.

STAFF

EAA Publisher
Director of EAA Publications
Executive Director/Editor
EAA Art Director
Executive Assistant
News Editor
Photography
Advertising Coordinator
Classified Ad Coordinator
Copy Editor
Director of Advertising

Tom Poberezny
David Hipschman
H.G. Frautschy
Olivia P. Trabbold
Jillian Rooker
Ric Reynolds
Jim Koepnick
Bonnie Kratz
Sue Anderson
Daphene VanHullum
Colleen Walsh
Katrina Bradshaw

Display Advertising Representatives:

Northeast: Allen Murray
Phone 856-229-7180, FAX 856-229-7258, e-mail: a/lewlIlmay@milltisprillg.colll
Southeast: Chester Baumgartner
Phone 727-532-4640, FAX 727-532-4630, e-mail: cballmiil @lIlilldsprillg.colll
Central: Gary Worden
Phone 800-444-9932, FAX 816-741-6458, e-mail: gilT)'.worden@Spc-lIlag.com
Mountain" Pacific: John Gibson
Phone 916-784-9593, e-mail: joilllgibsoll@Spc-mag.col1l
Europe: Willi Tacke
Phone +498969340213, FAX +498969340214, e-mail: willi@(l)'ing-pages.col1l

VINTAGE AIRPLANE

FAA Mandates 21-Day

Turnaround for Aircraft
Transaction Notices
A final rule issued by the FAA last
week requires a person selling or oth
erwise transferring ownership of a
U.S.-registered aircraft to return the
completed certificate of aircraft reg
istration to the FAA Aircraft Registry
within 21 days of the transaction. That
requirement becomes effective on
March 31,2008. This change was part
of the final rule published recently
that requires all pilots to replace their
paper pilot certificate with a counter
feit-resistant plastic certificate within
the next two years. The FAA originally
proposed a five-day time limit on re
porting the sale or transfer of aircraft
but adopted a 21-day period in re
sponse to comments suggesting five
days was an unrealistic requirement.
Sellers will have to complete the re
verse side of the certificate and en
sure its arrival at the registry within
that time. Additionally, the FAA is re
quiring people applying for aircraft
registration to include their printed
or typed name with their signature.
This change is in response to concerns
raised in the FAA Drug Enforcement
Assistance Act. The purpose of these
changes is to upgrade the quality of
data and documents to assist federal,
state, and local agencies to enforce the
nation's drug laws.

Get AirVenture Tickets Online Now and Save

Admission to EAA AirVenture Oshkosh 2008 is now just a click away, with new
advance ticket purchasing available at www.AirVenture.org. The advance purchase
system allows EAA members and nonmembers to pre-purchase AirVenture admission
tickets via a secure website. Both daily and weekly admissions are available, as is
the ability to join EAA or renew a membership to receive the best possible admission
prices available only to EAA members. This new system created by ClicknPrint Tickets
also gives discounts to those who pre-purchase their AirVenture tickets by June 15,
including $2 savings on daily admissions and $5 savings on weekly admissions for
advance online purchases.
"This system responds to requests we've received from EAA members for
the past several years," said Rick Larsen, EAA's vice president of marketing.
"People wanted the ability to fully plan for their AirVenture experience, including
having their tickets in hand when they arrive in Oshkosh. We're happy to make
that possible this year."
To access the advance ticketing area, go to www.AirVenture .org and connect to
the "Buy Now!" area. Ful l instructions and answers to frequently asked questions
are available at that site. Advance AirVenture tickets are scanned and redeemed for
the appropriate wristbands at AirVenture admission gates.
EAA AirVenture advance ticketing is made possible through support from
Jeppesen.
"Jeppesen is a longtime supporter of EAA AirVenture and enthusiastically supports

FAA Issues Final Rule on Airmen

Certificate Replacements

this new online advance ticketing system," said Rhonda Larance, senior manager of

The FAA has issued a final rule that

will require all pilots to replace their
paper airmen certificate with a coun
terfeit-resistant plastic certificate by
March 31,2010. After that date paper
pilot certificates may no longer be used
to exercise piloting privileges. Three
years after this date, certain other paper
airmen certificates, such as those for
flight engineers and mechanics, may
no longer be used to exercise the privi
leges authorized by those certificates.
Student pilot certificates, temporary
certificates, and authorizations are not

help pilots plan their Oshkosh journeys each year, this advance ticketing system will

APRIL 2008

business and general aviation marketing at Jeppesen. "Just as Jeppesen products

help AirVenture attendees be more fully prepared to participate in this great event."
ClicknPrint Tickets (www.ClicknPrint.com) is the pioneer of online print-at-home
ticketing and an industry innovator, providing ticketing services for more than 125
air shows and other sporting events. Through ClicknPrint's services, tickets can
be purchased online using any Internet-connected computer. Those tickets are
transferable and can be reissued if lost.
"ClicknPrint Tickets is thrilled to be the online ticketing provider for EAA AirVenture
Oshkosh," said John Haak, an EAA member who is also ClicknPrint Tickets ' air
show specialist. "The goal is to make it easy for EAA members and other AirVenture
attendees from all over the world to pre-purchase their tickets as they plan for their
experience at Oshkosh."

affected under this rule. These changes

are in response to concerns raised in the
FM Drug Enforcement Assistance Act.
The purpose of this rule is to upgrade
the quality of data and documents to
assist federal, state, and local agencies
to enforce the nation's drug laws. EAA
has supported changes to more secure
and counterfeit-proof certificates con
sistently since September II, 200l.
EM encourages its members to replace
their paper certificates soon, keeping in
mind there is currently a slight back
log at the Airmen Registry branch with
many pilots seeking replacement cer
tificates to comply with the new ICAO
"English Proficient" endorsement re
quirement. To make the replacement
process as quick and easy as possible,
the FM has set up a system that allows
certificate holders to request a replace
ment online at https://AmSrvs.Registry.
FAA.gov/amsrvs/logon.asp.

Send Us Your AirVenture

Waypoints, Fuel Stops
Airport facilities that will be provid
ing special offers to EMers traveling to
and from AirVenture Oshkosh can send
their information to EM for inclusion
on the AirVenture website.
If you have a landing facility and
would like to be on the list, send an
e-mail to webmaster@EAA.org and
include the name of the business,
airport, phone number, e-mail ad
dress , and any special offers you'd
like to announce. We'll be continu
ously updating the online list at www.
A irVenture.org/2008/flying/alternate_
airports.html in the days, weeks, and
months leading up to AirVenture
Oshkosh 2008.

EAA, VAA Join Small

Airplane Certification Process
Review Team
Representatives from EAA and the
Vintage Aircraft Association (VAA)
traveled to Kansas City, Missouri, in
early February to participate in the
first meeting of the FAA's Small Air
plane Certification Process Review
Team. John Hopkins, manager of air
craft maintenance for EAA, along with
H.G. Frautschy, executive director of
the VAA, attended along with other

AirVenture Quick Links

For the latest EM AirVenture information, visit www.AirVenture.
org. Use the handy links below to help plan your visit in 2008!
Admission: www.AirVenture.org/2008/planning/admission.html
Lodging: www.AirVenture.org/2008/planning/where_to_stay.html
Flying in: www.AirVenture.org/2008/f1ying/index.html
Airline discounts: www.AirVenture.org/2008/f1ying/airline_
discounts.html
RideShare: www.AirVenture.orglrideshare
Services: www.AirVenture.org/2008/planning/services.html
AirVenture Planning Guide: www.AirVenture.org/2008/
planning/08-planningJ}uide.pdf
AirVenture Schedules/Maps: www.AirVenture.org/2008/
planning/forms_schedules.html
industry and FAA representatives.
The team's objective is to assess
the adequacy of the various airwor
thiness processes currently in place
throughout the airplane's service life
and, if appropriate, look for ways to
improve those processes. The review
team is a separate but complemen
tary effort to the Safer Skies safety
initiative formed in the late 1990s
and early 2000s. The FAA credits
Safer Skies with helping start the cur
rent downward trend in the num
ber of small airplane accidents in the
United States.
Team members worked to identify
the major airworthiness processes,
procedures, and policies applied
throughout the entire small airplane
life cycle; major "myths" between the
different areas of certification, main
tenance, and operations; and rele
vant general aviation safety/accident
studies to determine if any additional
studies need to be done.

EAA Founders' Wing: Embracing

Our Heritage for Aviation's
Future Generations
Innovation, a family culture,
dreams, and high standards are among
the core values that have made EM a
unique organization beloved the world
over by people who share the passion
for flight. Those values are intangibles
that can be lost if we do not carefully
maintain our focus and dedication to
the ideals established by our founders.

The binding ties throughout EM's

55-year existence are founders Paul
and Audrey Poberezny, who not only
created the organization but over these
many years also preserved its history
and culture. They saved countless
personal mementos-letters and cor
respondence, photographs, a wide as
sortment of artifacts-the very heritage
of the Experimental Aircraft Associa
tion-so that future generations might
understand its story.
EAA is proud to announce the Found
ers' Wing, an exciting plan to create an
appropriate display of this treasured col
lection in the EAA AirVenture Museum
in Oshkosh, Wisconsin.

A True Account of EAA History

For many organizations, it would
be difficult to accurately describe their
history. Fortunately for EM, Paul and
Audrey have lovingly preserved it; re
search is not required, because they've
already done the hard part. And, of
course, they're still with us.
liMy parents' collection represents
more than memorabilia," said EM Pres
ident Tom Poberezny. lilt preserves the
culture and the history of an organiza
tion that has truly made a difference
in aviation. Organizations can spend
millions of dollars to rebuild their his
tory after it's too late. I'm pleased to say
that under their leadership, EAA has
not made that mistake.
liThe EAA AirVenture Museum
stands as a testament to the spirit of
EM members. My parents' collection
VINTAGE AIRPLANE

Upcoming Major Fly-Ins

Sun 'n Fun Fly-In

Lakeland Linder Regional Airport (LAL),
Lakeland, Florida
April 8-13, 2008
www.Sun-N-Fun.org
Golden West Regional Fly-In
Yuba County Airport (Myv),
Marysville, California
June 6-8, 2008
www.GoldenWestFlyln.org
Virginia Regional Fly-In
Suffolk Executive Airport (SFQ),
Suffolk, Virginia
June 14-15, 2008
www. VAEAA.org
Rocky Mountain Regional Fly-In
Front Range Airport (FTG),
Watkins, Colorado
June 27-29, 2008
www.RMRFI.org
Arlington Northwest Fly-In
Arlington Municipal Airport (AWO),
Arlington, Washington
July 9-13, 2008
www.NWEAA.org
EM AirVenture Oshkosh
Wittman Regional Airport (OSH),
Oshkosh, Wisconsin
July 28-August 3, 2008
www.AirVenture.org
Mid-Eastern Regional Fly-In
Mansfield Lahm Regional Airport (MFD),
Mansfield, Ohio
TBD
www.MERFI.info
Southeast Regional Fly-In
Middleton Field Airport (GZH),
Evergreen, Alabama
TBD
www.SERFI.org
Copperstate Regional Fly-In
Casa Grande Municipal Airport (CGZ),
Casa Grande, Arizona
October 23-26, 2008
www.Copperstate.org
U.S. Sport Aviation Expo
Sebring Regional Airport (SEF),
Sebring, Florida
January 22-25, 2009
Aero Friedrichshafen
Messe Friedrichshafen (EDNy),
Friedrichshafen , Germany
April 2-5, 2009
For details on EAA chapter fly-ins
and other local aviation events, visit
www.EAA.org/calendar

APRIL 2008

represents the core culture that fos

ters that spirit and innovation."
A Two-Tiered Approach
While still in the early planning
stages, the Founders' Wing will have
two distinct display areas located in
the repurposed (not new construc
tion) space within the museum's res
toration center: a public area and a
members' area. Elissa Lines, EAA vice
president of donor and business rela
tions, explains.
"People less familiar with EAA may
not be aware of what the organization
is beyond the large air show that takes
place every summer," she said. "Our ob
jective for the public area is to educate
visitors how people, drawn together by
a common passion for grass-roots avia
tion, forged a unique spirit and cama
raderie that literally changed aviation
through the promotion and advance
ment of personal flight."
The public area will feature artful
displays of photographs, documents,
and other visual elements from Paul
and Audrey's collection. The mem
bers' area , The Paul and Audrey Po
berezny Library, will provide a more
privileged view exclusively for EAAers,
who 'll be able to delve more deeply
into the early days of the organization
with a more detailed review of EAA's
history and culture.
Also planned is a large open space
on the main floor usable for special
events, eliminating the often cum
bersome rearrangement of museum
space currently required for such
functions.
Volunteer Committee to Lead
EAA board member Fred Telling,
who was moved to pledge his support
after Paul and Audrey committed
their personal support and that of the
Sport Aviation ASSOciation, is chair-

man of the Founders' Wing Fundrais

ing Committee.
"The opportunity to help enable
one man's dreams and a lifetime of
memorabilia to be permanently dis
played and accessible to all our mem
bers is an opportunity I did not want
to miss," Telling said. "Paul's vision
and legacy will live on and, I expect,
touch a million more lives long into
the future with the establishment
of the Founders' Wing. Working to
gether we can be a part of his dreams
and vision."

New AD Proposed for Taylorcraft

A, B, and F Models
The FAA in mid-February proposed
to adopt a new airworthiness directive
(AD) for Taylorcraft A, B, and F models
requiring inspection of the wing strut
attach fittings for corrosion or cracks.
This is in addition to the earlier AD is
sued in October 2007 to inspect the
wing struts themselves. (That AD was
revised on February 22, 2008, as Taylor
craft AD 2008-04-09.)
If any corrosion or cracks are found
in the wing strut attach fitting, repair
or replacement would be required. If
not corrected, this condition could
result in failure of the wing strut at
tach fittings and lead to wing separa
tion and loss of control. The proposed
AD comes after analysis of data col
lected from an accident involving a
Taylorcraft Model BF12-65 airplane,
in which a wing separated from the
airplane after the wing strut attach fit
ting failed due to corrosion.
EAA's government relations depart
ment and VAA will review the wing
strut attach fitting notice of proposed
rulemaking and will solicit input from
Taylorcraft type clubs before submitting
its comments to the FAA.
.......

Membership Means More

If you're planning to be in Lakeland, Florida, for the annual Sun 'n Fun
Fly-In, you're invited to join your fellow members and chapter leaders
for a special presentation on Wednesday night, April 9, in the Sun 'n
Fun Pavilion. This gathering, hosted by EM President, Tom Poberezny,
will feature announcements of new member value offerings, updates on
important issues, a special preview of EAA AirVenture Oshkosh 2008,
plus information on the EAA Founders' Wing in the EAA AirVenture
Museum. We look forward to seeing you there.

Question: I have a private pilot

Question: I applied for a third

flying as a sport pilot needing a flight

review. His kit aircraft, though having
two seats, will not accommodate both
pilot and this CFI. I wish to offer him
the flight time in a Piper Cherokee,
though some feel that this would not
suffice. I cannot see an exclusion in
the FARs, and as long as I can evaluate
his abilities, it seems to satisfy the
intent of the review.
Answer: A pilot is allowed to
perform a flight review in any
aircraft for which he or she is rated . A
private pilot with an airplane single
engine-land rating is allowed to take
a flight review in any single-engine
land airplane that doesn't require
a type rating. The pilot does not
have to be eligible to act as pilot in
command (PIC) in order to take the
flight review. The pilot you describe
would not be el.igible to act as PIC
in the Cherokee, but certainly he is
rated for the aircraft. Thus, with you
acting as PIC, he can perform the
flight review in the Cherokee.

class medical, and the FAA wanted

additional tests. I did not complete
them due to the cost. Is this
considered a denial?
Answer: Unfortunately, yes. Once
the application for an FAA medical is
started, the aviation medical examiner
is legally required to forward the
application to the FAA. If an applicant
fails to provide all the requested
information, the FAA denies the
application for "failure to provide."
If you started an application and for
whatever reason did not receive a
medical, then you have been denied.

Question: What is meant by "valid"

state driver's license?
Answer: Your state driver's license is
valid as long as you comply with the
laws of your state. Most states require
you to stop driving and notify the
state department of motor vehicles if
you have a significant change in your
health. The more common medical
issues that require suspension of

driving privileges are vision changes,

loss of consciousness, impairment of
judgment, loss of motor function ,
and seizures or blackouts. If you have
experienced anyone of the above,
even temporarily, you need to verify
with your state department of motor
vehicles that your driver's license is
still valid. In addition, you should
consult with your family doctor
about the advisability of piloting an
aircraft. If your license is suspended
or revoked due to traffic violations
or alcohol/drug related convictions,
you cannot use your state driver's
license to establish medical fitness
and would have to possess a third
class medical certificate to fly as a
sport pilot.

For more information on oper

ating your sport pilot-eligible vin
tage airplane as a sport pilot, please
visit EAA's comprehensive web
site on the sport pilot rule at www.
SportPilot.org.
......
VINTAGE AIRPLANE

-;:r_,.
"II

AIRPLANE
ESIGN MADE
SIMPLE

--:> ---.-

What happens behind the scenes

R.R. OSBORN
As

PUBLISHED IN AVIATION AND BY

K.D.

W OOD IN HIS BOOK AIRPLANE D ESIGN.

FIRST PUBLISHED IN

FOREWORD

The study of airplane design must

be a study of airplane designers, and
should preferably include a portrayal
of the conditions under which com
mercial airplanes are commonly de
veloped. The following articles from
Aviation by R.R. Osborn were written
prior to 1940, and while no longer as
applicable as at the time of their orig
inal writing, they present some per
sonnel aspects of the development
en gineering problem that are still,
with important variations, involved
in many development projects.
"Lately we have been very much
surprised to find that airplane design
and cons truction seem to be very
mysterious to some people associated
directly with the industry, as well as
to the general public. They have no
idea why a biplane is used for one
type of airplane and a monoplane for
the next type. They probably wonder
why the engine installed was selected,
and why the cabin or cockpits are ar
ranged as they are. In fact, in some
cases they have even wondered why
the ai rplane was ever built. Realiz
ing that some information along this
line would probably be appreciated
by our readers, we have interviewed a
number of experienced designers we
6

APRIL 2008

1934

know, to learn from them the reason

ing and processes by means of which
a new airplane is created. They were
glad to tell us their experiences and
we have condensed all of their stories
into the following, which might be
said to be the high points in the life
of an average airplane in its journey
from the drafting board to the field:
"As his favorite layout draftsman
is working up some advertising for
the sales department, the DeSigner
is much discouraged to find that he
will have to use an inexperienced
man and do the figuring and calcu
lating himself.
"Designer calls for a wingspan of
37.5 feet . Layout draftsman misun
derstands his writing and lays out the
airplane to have 375 square feet of
wing area.
"A irplane originally laid out as
a monoplane. New Department of
Commerce Inspector shifted to the
district. New Inspector has a great
preference for biplanes, so design is
changed to a biplane.
"Pres ident sends in word that
speed is essential in all new aircraft of
the immediate future, and airplanes
must be designed mainly for speed.
Design is altered to suit.
"Engine selected is the one man

ufactured by the Chief Engineer's

golfing partner. Designer asks the
world howinell he can turn out a
good ship when he has to use an
engine like that one? Chief Engi
neer's golf game gets poorer so that
his partner beats him regularly. De
Signer ordered to shift to the best
engine available in another com
pany. Designer asks the world how
inell h e can turn out a good ship
around an engine like that one?
"President sends in a note stat
ing that the watchword is economy,
and that all new designs should have
cheapness of construction and econ
omy of operation as their major crite
ria. Design is altered to suit.
"Designer hears that the Whoosis
Airplane Company is laying out a
competing model with gull-shaped
wings. Immediately scraps his de
sign and starts over again with gull
shaped wings . Simultaneously, the
designer of the Whoosis Airplane
Company has scrapped his drawings
and starts new layouts using butter
fly-shaped wings, after hearing that
the WhatisAirplane .C ompany is pro
ceeding on that basis.
"Presi dent returns from a tour
around the country. Circulates notes
to the effect that the present trend is

toward better vision for the pi

lot, and that all other features,
including speed and cheapness
of construction, should be com
promised to obtain better vision
for the pilot. Design is altered
to suit.
"President sends in word that
the crying need of this country
is a good 5-cent Cigar. Design is
altered to suit.
"Shop makes an error in
building the fuselage a foot too
short. In exchange for previous
shop favor in covering up one of
his errors, the Designer writes a long
treatise to the Chief Engineer point
ing out the trend to shorter fuselage
lengths, suggesting that the fuselage
be made shorter by 1 foot. Chief Engi
neer does not grasp the full meaning
of the obscure part of the Designer's
calculations, so issues order to have
the nose of the fuselage shortened by
1 foot. Designer and Shop Superin
tendent talk it over and decide they
had better just cut 1 foot off the nose
and say nothing more about it.
"Engine finally arrives for installa
tion in the ship. Turns out that the en
gine company had decided to build a
nine-cylinder engine instead of a sev
en-cylinder engine. Long correspon
dence between airplane company
and engine company to determine if
two cylinders shall be taken off or if
engine mount shall be changed. Mat
ter finally settled by flipping a coin.
Engine mount is changed.
"On installation of the engine it
is found that the carburetor inter
feres with the center landing-gear
fitting . Engine sent back to the en
gine plant to be made into a down
draft carburetor. When the engine
returns it is discovered that the new
carburetor interferes with the oil
tank. Sends engine back to engine
plant to be made over into a solid
fuel injection engine.
"None of the shop cowl workers
understanding English, Project Engi
neer waves his arms around in the air
to show them what type of wing fillets
he wishes. Thinking he is referring to
the engine compartment cowl, they
turn out a startling new idea in engine

DURING SETUP

OPERATION,

UPPER WING IS

FOUND TO INTERFERE

WITH A BEAM IN

THE ROOF OF

THE FACTORY.

AFTER COMPARING

COSTS OF ALTERING

THE BEAM IN

THE ROOF OR

CHANGING ONE SET

OF WING STRUTS,

GAP BETWEEN THE

WINGS IS DECREASED

cowl. Project Engineer has draw

ing made to suit and sends draw
ing in to Chief Engineer, pointing
out that his new design will prob
ably add 4 mph.
"Landing gear was laid out
for large-diameter wheels.
Somebody invents small-diam
eter wheels and sells them to
the Purchasing Agent. When
they are applied to the ship it is
found that the propeller ground
clearance is too small. Proj
ect Engineer announces that
a three-blade propeller will be
used because of high propeller tip
speeds or something.
"During setup operation, upper
wing is found to interfere with a
beam in the roof of the factory. Af
ter comparing costs of altering the
beam in the roof or changing one set
of wing struts, gap between the wings
is decreased by 6 inches.
"First weighing of the ship shows
the center of gravity to be badly out of
position. Upper wing is taken off and
changed to one of large sweep back
to balance the ship. Chief Engineer
sends note to President explaining
delay as necessary, as sweepback has
to be used to improve pilot's vision.
"At the field 1 foot of left wingtip
is knocked off on a hangar door. One
foot is sawed off the other tip to match,
and both ends are faired off neatly.
"The airplane is put over the speed
course and is found to have a high
speed 5 mph more than the Designer
expected, but 5 mph less than he
wrote in the preliminary specifica
tions. This speed is 10 mph more than
the Design Engineer expected and 10
mph less than he promised the Presi
dent. The speed is 15 mph more than
the Sales Manager expected and 15
mph less than he wrote into the pre
liminary advertising copy.
"Knowing his organization thor
oughly, the speed is exactly what the
President anticipated."
AN AIRPLANE DESIGNER
BEGINS A NEW PROJECT

BY

INCHES.

"Having finished the morning pa

per the DeSigner leans back in his
chair and starts to read over the cusVINTAGE AIRPLANE

tomer 's specification for the

new airplane.
"Thinks it would be a good
idea to underscore with red
pencil the parts of the custom
er's specification that will affect
the design. After completing
four pages finds that he has un
derscored all but three words so
throws down specifications in
disgust.
"Goes into Drafting Room to
discuss latest sporting news with
favorite layout draftsman. Finds
him busy on a rush job for another
designer. Dashes into Chief Engi
neer's office and pounds on desk, de
manding that favorite draftsman be
transferred to his project and moved
into his office to assist, as no other
draftsman is able to understand what
he wants done. Chief Engineer grunts
and says he'll think about it.
"Wanders through drafting room
looking at work being done for other
designers and offering suggestions,
which involve scrapping all drawings
and starting over again.
"Designer is startled on return
ing to his office to find that favorite
draftsman has already been moved in
and is ready to go to work.
"Suggests that centerlines be
drawn here, here, and here, and re
turns to desk for contemplation.
"Reads through specification hur
riedly and then slams it down on
desk, asking howinell customer ex
pects to get all that in one airplane.
"Looks at drafting board and sug
gests that centerlines be moved to
here, here , and here to allow more
room for expansion of sketches.
"Lights cigarette and starts reading
specification again with determina
tion . Discovers that latest model of
engine is called for. Swears blue streak
but is secretly glad as draftsman will
be kept busy for a few hours making a
scaled-down drawing of engine.
"Gets new notebook and paper
filler from stockroom and letters
name of new project and his name
carefully on front cover, inking letters
with beautiful shading.
"Places feet on desk and starts try
ing to concentrate on the details of
8

APRIL 2008

AFTER COMPLETING
FOUR PAGES FINDS
THAT HE HAS
UNDERSCORED ALL
BUT THREE WORDS
SO TH ROWS DOWN
SPECIFICATIONS
IN DISGUST.
the specification again .
"Factory Superintendent calls up
and says would like him to look at a
fitting of his design that is giving him
trouble in shop. Designer says that
he'll be down immediately to look
at it. Shop Superintendent faints at
other end of phone as he expected
that Designer would manage to get
down to see fitting in about three
days, as usual.
"Returns to office and starts in on
specification again. Notices grasshop
per on windowsill. Studies unique
details of grasshopper and considers
application of cata pulting gear for
Navy ships.
"Goes over to golf club for lunch
and discusses merits of new design of
clubs with professional.
"Returns to plant and as he passes
watchman's gatehouse hears impor
tant baseball game being broadcast
on radio. Listens to several innings,
discussing probable outcome of pen

nant race with watchman.

"Back in office starts reading
over specifications again.
"Admires lettering on cover
of new notebook and then num
bers pages therein, using orna
mental figures.
"Suddenly realizes that if he
is to turn out design that is abso
lutely up-to-date it will be neces
sary for him to read up on latest
developments here and abroad
as noted in aeronautical maga
zines. Gets magazines and reads
all social and political news therein.
Makes mental note to read technical
articles later.
"Wanders down into shop to watch
operation of new riveting machine.
"Talks over international political
situation with foreman of the sheet
metal shop.
"Hears report that new airplane
built by competing has landed at field
so drives over to see if there are any
new ideas thereon to be appropriated.
Looks ship over carefully. Points out
to foreman of Hangar Crewall details
that were improperly designed and
expresses amazement that competi
tor managed to get a large production
order on such a poor airplane.
"Walks down to the School Hangar
to watch students practicing landing.
Comes to conclusion that modern
landing gears are pretty good after
all.
"Back at office starts to read over
specification again but notices that
his slide rule is in need of cleaning.
Decides he had better clean rule thor
oughly as he will be using it a lot.
"Also notices t hat desk drawer
in which he keep cigarettes, rubber
bands, chewing gum, paper clips,
smoking tobacco, and pipe cleaners
is in need of fixing up. Takes consid
erable care in working out good ar
rangement of contents.
"Sees that it is almost quitting time
and if he doesn't hurry he will prob
ably hold up the starting time of his
golfing foursome . Puts on hat and coat
and wanders over for look at drafting
board. Observes that favorite drafts
man has made progress on prelimi
nary sketch for new design."
~

Rudolph (Rudy) Ribbeck

Lake Wylie, SC

Dual rated ATP

Flight engineer
15,000+ flight hours
20-year u.s. Army pilot (Vietnam vet)
Air/ine and corporate pilot experience

Currently flies TV news helicopter

"My father and grandfather were both pilot/mechanics so

airplanes have always been in my blood. I've always loved
old airplanes, especially old round-engined airplanes. For the
15 years we've owned Bigbird, I've depended on the fine
folks at AUA to provide all my airplane insurance needs. They
can always be counted on for professional, courteous, cost
competitive service"

- Rudy Ribbeck
AUA is Vintage Aircraft Association approved. To become a member of VAA call 8008433612.

AUA's Exclusive EAA Vintage Aircraft Association Insurance Program

lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages
No component parts endorsements

BAE Systems maintains its connection

to its past wHh the ownership of this
1946 Avro C.19 Series 2 Anson,
G-AHKX, serial number 1333

Vintage aviation in the United Kingdom

BY DAVID MACREADY AND

Here are more images from the

camera of David Macready of the
United Kingdom.
We hope that you enjoy this fea
ture, which will appear on a regular
basis in the pages of Vintage Airplane,
and we encourage members in other
foreign lands to share high-quality
digital images of their unique aircraft
with us as well. If you'd like submis
sion guidelines, please drop us an e
mail at VintageAircra(t@eaa.org.

Another beautiful twin is the

Miles M65 Gemini lA G-AKKH,

being flown in formation with

Miles M3A Falcon, G-AEEG.

10 APRIL 2008

H.G.

FRAUTSCHY

Frank Chapman flies this rare Gloster G.37 Gladiator 1, G

AMRK (4231427), serial number L8032, buiH in 1937. Owned
by the Shuttleworth Collection.

VINTAGE AIRPLANE

11

Here's the only example built of the Air Navigation and Engi
neering Company Ltd. ANEC II. Registered as G-EBJO, it is serial
number 1, built in 1924. Owned by the Shuttleworth Collection,
the display pilot was Roger Bailey.

12 APRIL 2008

Above right: Amazingty, all four Chilton D.W.l and

D.W.1A aircraft built are still in existence; G-AESZ is se
rial number 1, built in 1937. A fascinating history of the
company and its roots is available on the web at www.
Chilton-Aircraft. co. uk and at www.PilotFriend.com.
Search the site for Chilton D.W.l. Roy Nerou is the owner
of the Chilton, which is powered by a 32-hp Carden-Ford
water-cooled engine, an aero adaptation of the Ford 10
1172-cc motor car engine, equipped with dual magne
tos. Three D.W.l aircraft were built and one D.W.1A,
powered by a French 44-hp Train engine. Preserved at
the Shuttleworth Collection, Old Warden Aerodrome.
The single-seat 1937 Dart Kitten II is powered by a two
cylinder 36-hp Aeronca-JAP engine. Another of the very
light planes built prior to the outbreak of World War II,
the G-AEXT is Kitten serial number 123, and it's owned by
Mr. A. Hartfield. The Kitten II has a wingspan of 31 feet, 9
inches and an all-up weight of 832 pounds.

Pea Pod Pusher

Dave Powell's Anderson-Greenwood AG-14

BY BUDD DAVISSON

Quite often, one of the driving

factors in choosing a sport aircraft is
trying to find something just a little
"different." Let's face it, it's fun to have
people come up to you at the gas pump
with the familiar "what is that?" look
in their eyes. Dave Powell of Rogers,
Arkansas, knows that look well, and
even after he tells them his airplane is
a 1953 Anderson-Greenwood AG-14,
the questioning look doesn't disap
pear: The AG-14 is one of those air
planes that's about as far out on the
14 APRIL 2008

edges of aviation history as a flying

machine gets, even though it's not
that old. Dave, however, didn't restore
the AG-14 because it was unique. He
started the project because his father
had worked for Anderson-Greenwood
from the mid-1950s on, beginning
shortly after the AG-14 era, and he
liked the family connection. Plus, it
was to be a father/son project.
Dave says, "The first project was just
finding an AG-14. Only five were built,
but two were supposedly somewhere

in the Houston area, where the com

pany was originally located. It took a
little sleuthing, but we finally found
them separately owned by two close
friends who had plans to restore them
together. But they weren't pretty.
"I talked one of them into selling
me serial number five-the last one
produced-and then set about trying
to find all of it," he says. "It was to
tally disassembled and about 75 per
cent complete and spread throughout
bedrooms, his garage, and backyard.

Dave Powell

Powered by a 90-hp Continental

driving a special Hartzell pusher
propeller, the AG-14 is one of the
most recognizable "waaszat?" air
planes in the United States. Far
more people have seen a photo of
the airplane than have ever seen a
real one. There are four remaining
AG-14 airplanes.
It was a real scavenger hunt and most
of it had been sitting outside in Hous
ton's corrosive atmosphere for the
entire 30 years."
Besides having been attacked by
the elements for all of those years,
the airplane had been abused long
before it went derelict.
"The airplane had been flown a
surprising amount, over 900 hours,
and that was probably because it had
a hole hacked in the bottom for a
camera, so someone had been using
it for aerial photography.
"All of the systems were missing and
the instrument panel had been liter
ally cut out and partially replaced with
a fiberglass glareshield and new-style
shock-mounted instrument panel.
Hardly original! The interior was com
pletely gone and the wing skins had
been removed. Plus, just about every
thing we looked at had at least surface
corrosion and some parts were far worse

than that. The parts that worried me

the most were the spar carry-through
extrusion, which had intergranular
corrosion, and the damaged "fuse
lage" skins, all of which were stretched
formed at the factory, so they were go
ing to require some compound alumi
num forming, which I know nothing
about. At the time, I didn't realize how
critical the propeller was, being a su
per-rare Hartzell 'Hartzelite' pusher, or I
would have worried about that too."
When Dave got his rather bedrag
gled- looking treasure home and seri
ously evaluated what he had and what
he was going to have to do, he realized
the center-section spar could be a deal
breaker. It was an extrusion that was
made specifically for Anderson-Green
wood and, with the AG-14 being a cer
tified airplane, he couldn't just hog one
out of billet on a CNC machine and
calUt a day. The feds wouldn't let him.
"What made this project possible

and saved me an enormous amount

of work, not to mention even more
money, was that two different com
panies tried to revive the design in the
'50s and '60s. I started tracking down
the parts that had reportedly been built
by those companies, which had been
led by Ray Hubert in California . He
had planned on putting the airplane
back into production in the '60s and
had actually made partial parts sets
for 25 airplanes. His plans included re
naming the airplane the Space Coupe.
I tracked down his grandson, an A&P
mechanic who had traveled through
many states with the parts. When we
finally talked, it turned out he had got
ten tired of moving and storing the
parts and had sold them. With his help
I finally found the parts in Oregon,
two owners later. When I talked to the
owner he said he wouldn't sell me just
the parts I needed. I had to buy the en
tire batch, whil;h was a lot of stuff, or
get none of it."
Dave knew he was in an extremely
weak bargaining position. He desper
ately needed the parts and the seller
knew it. He was almost afraid to ask the
obvious question for fear the answer
would be a staggering number.
"I finally asked him how much and
held my breath," he laughs. "He came
back with $2,500, which I could hardly
believe! Still, I kept my cool and offered
$2,000, which he took. I wasted no
time grabbing my 8-year-old son and
jumping on an airliner. We rented the
biggest truck we could find and then
spent a 12-hour day loading it. At the
VINTAGE AIRPLANE

15

11Ie view over the nose can be a bit disconcerting, since there's no nose out there to use when gauging the pitch angle.
Aquick glance to the side will confinn the angle. Not until helicopters went into regular production was there such an
unobstructed view from a post-World War II aircraft.

end, it was so packed that I was literally

just jamming stuff inside the doors. I
felt as if I had just won the lottery."
This time when he arrived home
with a treasure trove of airplane parts
they didn't look as if they had been
lying on the beach because they were
all new old stock (NOS) and had been
stored inside. Because of handling dam
age accumulated over the years (they
changed hands three times) they may
not have been pristine, but they were
close enough.
"I had so much more stuff than I
could use that it wasn't funny, but at
least I had the critical parts that were
going to be really hard to duplicate. I
had two fuselage pods, one of them on
its wheels, and about 40 spars, a bunch
of booms, tons of castings, and some
unmachined extrusions for the carry
through. At the same time one of Dad's
retired friends from Anderson-Green
wood told me he had the original pen
cil-drawn prints for the plane! So now
I was set with both the parts and the
prints and I was ready to move forward
and get the airplane back into the air."
He took his original fuselage down
to get it soda blasted, then started re
placing skins on the fuselage/pod.
When he was finished, he had about
With a special prop extension shaft, the
ground-adjustable Hartzell's hub is seen
in the shot of the Continental C-90 nes
tled in the back of the fuselage pod.
16 APRIL 2008

a fifty-fifty mix of new and old skins

and the pea-pod fuselage was look
ing good.
"When I started this, Dad was a great
help for about the first haIf, but then he
got sick with cancer and we lost him, I
was on my own, now wanting to see it
fly in his memory. It was obvious that
although it was a little airplane, it was
a big job. Everything led to something
else and each time I drilled out some
rivets, I found more corrosion. By the
time we were finished we had taken
the wings apart down to the spars and
built them up almost from scratch with
all new skins."
The wings were a special problem
in that they were skinned with .016
aluminum, which is one thickness up
from tinfoil, and is one reason all the
originals were in such poor condition.
Plus the wing construction itself was
unique (see sidebar) and required some
creative restoration to do it right. The
spars, for instance, aren't your normal
smooth-web-riveted-to-capstrips, but
have vertical corrugations for stiffeners.
Fortunately, he didn't have to replace
any of the webs, but he came close.
"Oddly enough," Dave says, "con
sidering what a unique little airplane it
is and how few were built, one of the
hardest things to come up with was the
oil-temp gauge. I had the part num
ber, but had a terrible time finding one.
Then someone told me he thought
Stinsons used something similar so I
got on the Stinson forums and came
up with one that was rebuildable. Part
of the problem is that it has a 12-foot

Decades of outdoor storage in the Houston, Texas, area wreaked havoc on the
original structure of the AG-14

A couple of shots of the structure of

the AG-14 during its restoration. You
can see the level of skin replacement
needed on the fuselage pod.

"How bad to you want to restore this airplane?" Thanks in part to a family tie
(his dad worked for Anderson-Greenwood), Dave Powell was very motivated to
save one of the five airplanes built before the Korean War put a halt to produc
tion. All-new skins were required on much of the airframe.
VINTAGE AIRPLANE

17

The structural
heart of the fu
selage pod is
this keel running
from the nose
to the engine
mount. Bolted

on the outboard ends of the back of

the center section are the two booms,

which feature this novel structure.

capillary tube that runs from the panel

and back to the engine, so the tube is
always in danger of being damaged."
Even the engine, which is a C-90
Continental, is unusual because the
prop is pushing rather than pulling
the airplane so the thrust bearing in
the case is different and Continental
made an engine just for the purpose,
a C-90-12P. Fortunately, the changes
are fairly minor. Included in the orig
inal purchase were boxes and boxes
of what looked like engine parts, but
when Dave started cleaning them up
he found more than half of them, in
cluding the case halves, were badly cor
roded. He was, however, able to piece
18

APRIL 2008

together one good engine. Even more

fortunate was the prop's condition: It
was rebuildable. If it hadn't been, he
would have been in a world of hurt.
"The prop is a phenolic-coated, Hart
zell, ground-adjustable model set up for
pushing. You might as well call it the
'mystery prop' because, when I called
Hartzell about it, they said they'd never
made such a thing. I told them I was
looking right at one of their stickers on
the blades and they still said they had
no records of any kind on it. Finally,
they found their absolutely oldest em
ployee and asked him about it, and he
remembered the prop clearly. I had no
way of knowing how to inspect these

phenolic-coated blades for internal

delamination and neither did any of
the prop shops. He solved that for me.
He said to take a quarter and tap, tap,
tap your way down the blade listen
ing for a change in the way it sounded.
It sounds a little silly, but if you think
about it, if there's a delamination there
will be a void or discontinuity and it
won't ring the same.
(Editor's Note: The coin tap method
for void/delamination detection is
one of the oldest nondestructive test
ing [NDT] methods in use. The use of
the term "coin" is a bit of a misno
mer. A quarter or even half dollar often
doesn't have the mass needed for effec
tive inspection. Many composite com
ponent manufacturers specify that a
disc-shaped tool or 'coin' is to be made
out of brass round stock, with the edges
slightly chamfered so the edge will not
mar the finish of the material being
tested. In a quiet environment free of

On Designing and Building a 19405 Pusher

When Marvin Greenwood and Ben Anderson, along with their partner, Lomis Slaughter, left
Boeing right after World War II, they headed straight back to Houston where they set up a company
to design and build little airplanes. During the war they had all learned a lot, as engineers, and
had some ideas they wanted to incorporate into their new design. Chief amongst those features
were visibility, safety, and comfort. This is what led them to the pusher configuration.
With no need to have an engine out in front, the fuselage could be any shape they wanted, so
they lowered the instrument panel and mounted the nose gear on a keel assembly that projected
only slightly out in front of the crews' feet. Then they positioned the wing in a shoulder position so
the pilot could turn his head and see both over and under it. There wouldn 't be a production aircraft
with that kind of visibility until helicopters became commonplace.
By running most of the landing-gear loads through the keel and a load-bearing frame around
the door, it allowed them to make a huge door. So anyone, regardless of height, could just back
up to the seat and sit down. There was no climbing on board at all. Plus the door-to-door distance
of 44 inches makes it a full 4-1/2 inches wider than a modern C-172.
Then, with the engine behind, although the noise was still there, the firewall went from floor to
ceiling with no windshield to interrupt it, so upholstery and carpeting could do an effective job of
keeping the decibels at bay.
Everything is not, however, all sunshine and roses with a pusher configuration, especially on
a bird this size. CG limitations and the desire to keep the size and weight of the airplane to a
minimum meant that the firewall is right up against the main spar and the engine is sitting almost
mickhord in the wing. This necessitated some clever structural engineering that saw the center
section and the wing become "monospar" units, meaning most of the wing loads are carried by
the further-back-than-normal main spar and a [).shaped torque box ahead of it that doubles as the
leading edge of the wing. This meant the rear spar, to which the ailerons and flaps are attached,
could be quite light, which simplified carrying the loads through the engine compartment.
Cooling a pusher engine is another challenge, which Anderson-Greenwood met by incorporat
ing jet-like scoops under the wing roots that feed into an updraft cooling system. The air outlets
are purposely close to the propeller so that, on the ground, the prop is helping pull air through the
cowling. Dave says that at no time does the engine run even slightly hot.
To make the airplane perform on minimum power meant not only keeping it light, but making
the wing as efficient as possible. Both of these goals were accomplished by using an ultra-high
aspect-ratio wing. At 9.6-to-l, the AG-14 has one of the highest aspect ratios put on any general
aviation wing and its 18 percent thick, 44 series airfoil (NACA 4418) let AG make the structure
stiff while using very light gauge material. It also generated lots of low-speed lift, but at the ex
pense of some drag.
After producing only five aircraft, production stopped when the Korean War drove raw material
prices up. Four of the original five AG-14s are still in existence. Serial number one was destroyed
when it caught a power line on takeoff in the 1960s.
The AG-14 is more than just a cute-as-a-puffin face: It's a well-thought-out, sophisticated little
traveling machine.

distractions, as you tap along the com

ponent, you allow the coin to bounce
off the surface, letting it slide free of
your fingers for a moment. You're lis
tening for a difference or change in the
sound as you tap along the item. With
practice and experience, an inspector
can pick out voids near the surface.
More recent NDT inspection meth
ods such as radiography will often give
more consistent, reliable results, albeit
for greater expense. While the coin tap
test is rather subjective, excellent re
sults can be obtained using this time
tested procedure.-HGF)
"With all our searching, besides
our prop, we've only found one other
and Mr. Anderson himself has that
one. I've been talking to him, and
his family, but I'm not convinced I'll
ever own it."
"When we got the airplane close
to being finished, we mulled over the
paint scheme for a couple of years. I
settled on a scheme that I felt would
complement its lines and not look
too 'flashy ' or new, sort of timeless.
It was designed by Craig Barnett at
Scheme DeSigners. "
The big day finally arrived, and it
says something about his wife, Julie,
that he flew it for the first time on
her birthday, May 9,2007 . And how
does it fly?
"It flies like any other 90-hp airplane
that has its nose wheel hooked directly
to the yoke, has only one brake ped
al-no differential braking-and only
one small rudder in one fin . It's a little
disconcerting at first because you liter
ally steer it on the ground. Just like a
car. It has rudder pedals, but they don't
steer it. Because the yoke does steer it,
that means when you're landing you
have to remember to center the wheel
at the last moment or the nose wheel
will be cocked and will take you off
toward the bushes. This is especially
counterintuitive when landing in a
crosswind. And don't forget that small,
single rudder!
"The main gear has a huge amount
of travel, almost a foot, and it has good
shock absorbers, so, if you flare high
and drop it, it doesn't fe el like that
hard a hit. And the first time every
one flies it, almost everyone does hold
VINTAGE AIRPLANE

19

GET THE SKILLS

TO GET IT BUILT

AT EAA SPORTAIR WORKSHOPS

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND

BY SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS

BEGINS

DURATION

COURSE DESCRIPTION

LOCATION

April 25-27

2 ~ days

Repairman (ELSA) Inspection-Airplane

Broomfield, (0

May 2-4

2 ~ days

Repairman (ElSA) Inspection-Airplane

Oshkosh, WI

May 3-4

2days

Von's RV Assembly

Oshkosh, WI

May 9-11

2 ~ days

TlG Welding

Griffin, GA

May 17-18

2days

Von's RV Assembly

Arlington, WA

June 13-15

2 ~ days

Repairman (ELSA) Inspection-Airplane

Frederick, MD

June 20-22

2 ~ days

Repairman (ELSA) Inspection-Airplane

Arlington, WA

June 21-22

2days

Fabric (overing

Frederick, MD

August 8-10

2 ~ days

Repairman (ELSA) Inspection-Airplane

Broomfield, CO

August 8-10

2 ~ days

Repairman (ELSA) Inspection-Airplane

Arlington, WA

August 23-24

2days

Electrical Systems, Wiring & Avionics

Frederick, MD

August 23-24

2days

Von's RV Assembly

Oshkosh, WI

Complete 2008 Schedule online

VISIT WWW.SPORTAIR.COM OR CALL 1-800-967-5746 FOR DETAILS

EA A

WORKSHOPS

---~--20

APRIL 2008

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it off high because they aren't used to

not having a nose in front of them.
In fact, that's the first thing everyone
comments on when they get in the air
plane. The instrument panel is really
low and there's nothing but windshield
in front of you, so you don't have any
of the normal references.
"Of course, if you ask someone to
start it without explaining anything to
them, they'll never get it started: The
starter is a small pedal on the floor be
tween your feet.
"It climbs at about 700 feet per min
ute and cruises about 115-120 miles
per hour. The controls are not perfectly
balanced, the ailerons are heavy, while
the elevator is light. Did I mention that
at full roll deflection one aileron is up
40 degrees and the other aileron is also
pointed up, but at 10 degrees? This is
because of some of the steering linking
geometry. Plus the trim is an overhead
crank, which a lot of 1950s airplanes
had. Service ceiling is 16,500 feet and
I have flown it several times above
11,000 with no issues. Gross weight is
1,400 pounds.
"Power off on final at 65 to 70 mph,
it sinks quickly, about like a Piper Arrow
and it has almost no float in that situ
ation. The flaps aren't terribly effective
(two-position Johnson bar), but they
do get the nose even further down, so
you're looking through that big wind
shield at the ground rushing up at you
and it can really be unnerving. Espe
cially in a high wind. So, to keep from
embarrassing myself, I generally add a
little power right at the end.
"In general, I'd have to say that I
grossly underestimated every aspect
of restoring the airplane. Even though
it looks like a light airplane, it is re
ally fairly sophisticated and it took a
lot more time to do some of the things
that Anderson-Greenwood had de
signed into it. They wanted to build
an airplane that is unspinnable and ef
fiCient, but state of the art for its time,
and I'd say they did it. My only regret
about the entire project is that my dad
didn't get a chance to see it fly."
I also want to thank Cleo Bickford
for the aircraft prints and "DJ" Short
(Short Air) for much of the final resto
......
ration work.

ait

of

BY GILLES AUILARD

y landings are faith-based. If I cannot

see the runway, then I know everything
is okay," mentions Bruce McElhoe, pi
lot and owner of the Curtiss-Wright
Travel Air 4-D N689K (c/n 1270), the
only original flying example of a kind of biplane produced
in small numbers at the advent of the Depression.
He explains:
"I started flying in high school and generally stayed with
Cubs, Champs and the like, airplanes I could afford. How
ever, I always wanted to own an antique airplane and I
started this one as a retirement project. So when the time
came, I went on a search for a suitable antique. Mostly be
cause I wanted an airplane with a Wright J-6 engine, Frank
Rezich and Bob Lock helped me find this Travel Air."
Applying the construction methods that Walter Beech,
Lloyd Stearman, and Clyde Cessna, the founders of the
Travel Air Manufacturing Co., in Wichita, Kansas, advo
cated, all Travel Airs had a welded steel-tube fuselage and tail
assembly and wood-frame wings, all fabric covered. When
the design first appeared in 1925, it had aerodynamically
balanced ailerons with the balance area beyond the wing
tips. In this form, the plane resembled the general propor
tions and outline of the famous Fokker D.VII World War I
German fighter. As such, the Travel Air found a niche market
in Hollywood, playing the part of the "bad guy's airplane,"

II

starting with Howard Hughes' 1929 war epic Hell's Angels

and continuing well past World War II, acquiring along the
way the nickname of "Wichita Fokker."
In 1929, the Travel Air Manufacturing Co. became part
of the great Curtiss-Wright conglomerate. Vanishing as a
separate entity the following year, it left a legacy of rug
ged and adaptable machines, able to take on the dirtiest
job. As such, the Travel Air became the mainstay of the
crop-dusting industry.
Of the 1,200 or so Travel Airs built between 1925 and
1930, a surprisingly high number-about ISO-are still on
the U.S. register, and a handful more are distributed around

VINTAGE AIRPLANE

21

With a brown crinkle finish, the instrument panel

features period instruments like the bubble-face
compass.
Bruce McElhoe and a couple of young
fans during one of the American
Barnstormers Tour stops.
With his ever-present
unlit stogie, Frank Rezich
does a great job as tour
barker and "ground
guy" for Waldo Wright's
Flying Service. Frank was
instrumental in helping
Bruce find the 4-D.

the world. Particularly worthy of note is the Travel Air 2000

HS-IAM Miss Siam operated by the Tango Historical Squad
ron of the Royal Thai Air Force.
The Travel Air 4-D is a three-place open-cockpit biplane
equipped with the so-called liB-Wing," a vast improvement
over the original "elephant ears" wing, of which 19 were
manufactured in 1929/1930. The type certificate (ATC No.
254) was issued on October 12, 1929, for both the land
plane and seaplane version.
Serial number 1270 rolled out of Wichita's East Central
factory of the Travel Air Division of the Curtiss Wright Co.
in September 1929, and was delivered shortly thereafter to
Marshall Seagrave of the Seagrave Company, manufacturer
of fire pumps and fire engines in Oakland, California.
22 APRIL 2008

On january 24, 1934, Sol Sweet, owner/operator

of Sweet Flying Service at Visalia Municipal Airport,
acquired the Travel Air from Larson Aircraft Sales, a
dealer in Oakland, California, for $1,500 and the trade of his
rather tired Waco 10. Starting immediately, the Travel Air
became the official mode of transportation of Col. john R.
White, superintendent of Sequoia National Park. In january
1937, after three years and 750 hours of national parks hop
ping, Sol sold it to Earl Hopkins, owner of the West Coast
Kalsomine Co., a paint company in Berkeley, California.
In November 1940, the left wing and the landing gear
were damaged in a ground loop. In 1941, in accordance
with wartime regulations, Hopkins disassembled the air
frame. FAA records show that he later sold the airplane to
Red jensen, a well-known crop duster in Sacramento, Cali
fornia. Luckily, instead of converting the 4-D, jensen used it
as a stock of parts for his fleet of Travel Airs until he retired
from the business and closed jensen Crop Dusters Inc. In
April 1980, jerry Porchin and Walt Kuhn bought the wreck
from jensen, intending on restoring it to flying condition.
However, 20 years later, the project had not gone anywhere,
actually degrading over time.
Following a lead from Frank Rezich, Bruce McElhoe of
fered to buy the airplane in july 2000. He describes what
he got at the time:
"When I started the project, pieces had been lost and pi
rated by crop dusters, but I had the big important pieces,

starting with a good, straight fuselage. The wings were in very

poor shape, but I was able to salvage 60 to 70 percent of their
wood. The empennage on that model is metal, and the good
news was that it was in serviceable shape.
"I had an engine that could be rebuilt and a Hamilton
Standard propeller. These are extremely difficult items to
find, and I was lucky it came with the project. I did most of
the work myself, with a lot of coaching from Bob Lock."
Bruce acknowledges he reached his limits on this
enterprise:
liThe top half of the fuselage is metal, and I started work
ing on it. I threw away all the work I did and sought help
from Mark Lightsey in Hemet, California, who is much better
than me at the English wheel. For over a year, I would drive
to Hemet on Monday morning, spend the whole week with
Mark and come back home on Friday night. Mark painted
the airplane in traditional Travel Air colors and we finally as
sembled and rigged it."
In 2005, after five years of restoration, the flying phase was
approaching. Bruce wanted to be ready:
"I learned to fly on tailwheels, but I was very rusty. I got a
refresher course on big tailwheel airplanes, and Mark helped
me starting. We did the first flight together (on May 6, 2005),
and then he turned me loose.
liThe plane handles beautifully. It is much better-behaved
on the ground than a Stearman. That particular model has
outrigger gear with air-shock struts, so it handles like a baby
carriage. It is very reluctant to bounce. It will lift off at about
55 mph and climb at 70/75. Cruise is about 100 mph and the
landing speed is about 50 mph. I can fly the airplane hands
off, feet on the floor, and it will fly in a straight line, even
though it will wallowa bit.
liThe hardest thing for me to get used to was the view
from the cockpit. I have to admit, I still am not used to it.
It takes very definite S-turns upon taxiing and, for that rea
son, I very much prefer a wide taxiway so I can make high
amplitude S-turns.
"In cruise, I cannot see straight ahead, and on landing I
can hardly see anywhere. I tend to make my turn to final very
close to the end of the runway, so I can see my landing point
and touch down not too much later after than when the run
way disappears. The Travel Air loves grass runways because
grass is more forgiving to any side drift.
liThe airplane was originally delivered with a Wright J-6,
which has a pressure oil system, 225 hp, seven cylinders,
and a rather long exhaust. It makes a nice, quiet, rumbly
sound that I like.
liThe airplane has won quite a few awards. The two I am
most pleased with are Grand Champion at the 2006 An
tique Airplane Association National Fly-lnNational AAA/APM
Fly-In and Best Antique at the National Aviation Heritage Tro
phy at Reno in 2007.
Now, after five years of toil, I am in the flying phase and
enjoying every minute of it. I have already put 400 hours on
the airplane in the year and a half it has been completed. I am
now looking for a Taylorcraft to be my LSA when I will reach
.......
an age when that would become necessary."

Travel Air 4-D Specifications

(As powered by a 220-hp Wright J-5 radial engine.)
Wingspan: 33 feet 0 inches
Length: 23 feet 4 inches
Total wing area: 289 square feet
Airfoil: Travel Air No.1
Empty weight: 1,837 pounds
Useful load: 1,034 pounds
Payload with 67 gallons gas: 428 pounds
Gross weight: 2,880 pounds
Max speed: 130 mph
Cruising speed: 110 mph
Landing speed: 52 mph
Rate of climb: 980 fpm at sea level
Ceiling: 14,000 feet
Gas capacity: 67 gallons
Oil capacity: 6 gallons
Range at cruise

14 gph: 520 miles

Price FOB at the factory: $7,960 ($8,640 after May 1930)

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VINTAGE AIRPLANE

23

American Barnstormers

Tour 2008

A step back in time

BY SARAH "PANCHO" WILSON

The 2008 American Barnstormers Tour showcases as many

as 20 meticulously restored vintage aircraft from the 1920s and
1930s in an exceptional collection of airplanes and aviators.
This nostalgic salute to the daring young men and women who
ventured across America during the 1920s seeking fame and
fortune in their biplanes, dubbed "barnstormers, will journey
through America's heartland on a nine-city tour from June 15
through June 30, 2008. Admission is free, and these rare air
craft can be seen at the following cities:
II

June

:";'-.10

IOwa City, Iowa (lOW)

June 17-18 Ames, Iowa (AMW)

June 19-20 Council Bluff, Iowa (CBF)
June 21-22 Hastings, Nebraska (HSI)
June 23-24 Great Bend, Kansas (GBD)
June 25-26 Wichita, Kansas (AAO)
June 27 Emporia, Kansas (EMP), morning only for refueling
June 27-28 Lee's Summit, Missouri (LXT)
June 29-30 Jefferson City, Missouri (JEF)

"These aren't airplanes, they're time

machines," said tour organizer Clay Adams.

Each afternoon the aircraft will

take to the skies for the Barnstorm
ers Parade of Flight, with the legend
ary "Mr. Travel Air," Frank Rezich, as
master of ceremonies. Frank will en
tertain the crowd with his unique an
nouncing style, while attendees hear
tall tales of barnstorming and learn
the history of each biplane as the pi
lots perform overhead.
Spectators can even experience
the thrill of open-cockpit flight and

go barnstorming in a beautifully re

stored Travel Air or New Standard

vintage biplane. Weather permitting,

biplane rides will be available daily.

All barnstormers will participate in

re-creating the era with period cos

tumes, aircraft signage, historical in

formation, and vintage props.

One of the most recognizable parasol mono

planes ever built, the Fairchild 22 C7D is some
what rare, especially the version powered by
the four-cylinder Menasco Pirate. This one is
owned Steve Roth of Virginia.

24

APRIL 2008

"These aren't airplanes, they' re

time machines," said tour organizer
Clay Adams. "Our tour gives people
from all over the country the chance
to travel back in time and experience
the same sights, sounds, and excite
ment they would have felt some 80
years ago as they looked out across
the fields and saw the barnstormers
on the horizon."

The American Barnstormers Tour

was born under the wing of an an
tique Travel Air biplane as a gro up
of friends and vintage airplane afi
cionados began to talk of resurrect
ing the barnstorming tours of the
1920s, where many local citizens saw
their first airplane up close and per
haps spent a few dollars for their first
flight. Tour organizers saw an oppor-

Above: First buiH in Engtewood, Colo

rado, and then in Colorado Springs, the
Alexander A-2 Eagterock biplane was
produced by the Alexander brothers, a
pair of enthusiastic businessmen who
wanted to issue each one of their film
advertising salesmen an airplane to
cover their telTitory. No matter what the
reason, the Eagterock has long been ad
mired for its looks and performance.

VINTAGE AIRPLANE

25

Above: The subject of one of our fea

ture articles in this issue, Bruce McEI
hoe's Travel Air is one of two Travel Air
biplanes on the tour this year.

Left: Airline pilot Clay Adams, the

spark plug of the American Barnstorm
ers Tour, flies his Travel Air 4000 all
over the Midwestern United States. A
gathering of pilots who had enjoyed the
2003 National Air Tour enthusiastically
embraced the idea of a barnstormer's
tour, and with Clay's leadership, the
idea was off and running.

Below left: From the far side of the

Rockies, this is Alan and Connie Bu
chner's Waco QDC, the cabin-class
biplane of the 2008 American Barn
stormers Tour.

tunity to give visitors from all back

grounds a unique vantage point to
connect the past with the present.
The tour aircraft will be on display
from approximately 11 a.m. to 6 p.m.
(weather permitting). Biplane rides are
available for $50 per passenger. For
more information, visit the American
Barnstormers Tour website at www.
AmericanBamstormersTour.com.
26

APRIL 2008

Above: Another symbol of the bamstonning

era, here are a pair of Waco ASO biplanes
owned and flown by Rick Hornbeck (rear) and
Dave and Jeanne Allen.

Above right: The ramp display at a tour stop.

Right: Participants line up for
a ride of a lifetime.

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Stay Informed
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you to get connected to the EAA
community and stay informed.
By sharing your e-mail address
with us, you'll receive:
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The latest aviation industry updates
And requests for your feedback on current
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Getting connected is easy:

Log on to www.eaa.org/email
and ~II in the form

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be shored with a third parly.
See our prNocy policy at www.eaa.org/disdaimer.h1mI.

Well. fOr :DU:lftC~,en~a

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RandolphAircraft.com
VINTAGE AIRPLANE

27

TYPE CLUB NOTES

High Oil Temps and Oil-Temp Gauges
BY GEORGE HORN
Parts/Maintenance Advisor, TIC170A

Dear George:
My 170 is a 1948 model with a
C-145 engine. The oil-temp gauge is
original and I have not checked it for
accuracy yet. I take off and climb to
2,000 feet and within 15 minutes the
oil temp is touching the red line of
225 degrees. The instrument doesn't
give exact temp readings. It has only
a green arc all the way across its face
and then a red line.
The engine cooling baffling is of
the original type and is in good con
dition. I have checked the mag timing
and it is set on factory specs accord
ing to the engine manual.
The cowling lower half is new with
lip at bottom . Last flight was in temp
of 55 degrees OAT. Can oil cooler be
put on this engine? Thanks for any
help you can give me.
Russ

Hello, Russ!
The C-145 and 0-300 are essen
tially the same engine, with only
a name change, so they are both
considered 0-300 for the purpose of
this discussion.
The original intent of Continen
tal (TCM) was to avoid all external
oil lines for their engines in order to
avoid the troublesome engine failures,
which Lycoming experienced due to
breakage of external oil lines. Besides
the rocker-box return oil lines, Lycom
ing also experienced failures of oil
cooler oil lines. Needless to say, this
can lead to complete starvation of lu
28 APRIL 2008

brication and cooling, which in turn

can mean engine failure. The C-145/
0-300 engine was designed to operate
satisfactorily in OATsup to 130 de
grees Fahrenheit without an oil cooler.
There is no reason a healthy engine
should suddenly experience high en
gine oil temps unless a failure of some
sort has occurred. There can only be
one reason for high oil-temp indica
tions if there has been no engine fault
developed. That one reason is an in
correct oil-temp indication system
(bad oil-temp gauge) .
The C-145/0-300 engines typically
indicate higher oil temps than engines
of other manufacturers as a result of
design. (That statement does not mean
Continentals actually operate with
higher oil temps. It only means they
indicate higher oil temps.) Do not use
previous experiences with other en
gines to decide that your C-145/0-300
is reading excessively high. The rea
son is that Lycoming and others typi
cally measure their oil temps at the
coolest part of the oil system ...near the
exit of their oil coolers. (Coolers are
sometimes required in those other en
gines because of poor oil-scavenging
designs.) The C-145/0-300 engines
measure the oil temp at the inlet to the
oil screen, one of the warmest loca
tions to measure oil temp.
Special Note: The introduction of
better engine oils following World War
II resulted in changes to the 0-300's
specified oil-temperature redline. This
change is noted in the engine Type

Certificate Data Sheet and is the cur

rent maximum oil temperature speci
fication for this engine.
SINCE YOU STATE THAT YOU
HAVE THE OLD-STYLE OIL-TEMP
GAUGE you shou ld know that the
redline of that gauge is 225 degrees.
That red line has been superseded. The
new red line for your engine when us
ing SAE 50 straight-weight oil (such
as Aeroshell lOOW) has changed and
is now specified at 240 degrees! There
fore, when using 50 straight-weight
aviation oils, the redline on your old
style gauge is no longer va lid at 225
degrees. You may operate the engine
with oil temps up to 240 F. How do
you determine where that is on your
gauge? You must either have your
gauge recalibrated and re-marked by
a certified instrument shop or you
must replace the gauge with a gauge
already marked with an indication of
240 degrees ...or you may simply plac
ard your gauge with the new redline
(and do what many others do-esti
mate the location of 240 degrees on
the gauge!). If you realize the entire
scale of your current gauge is from
the bottom of the green arc (100 de
grees) to the now incorrect redline
(225 degrees) you can fairly estimate
the position of the 240-degree point
and so mark the glass on the gauge.
I know what I'd do if I had an old
gauge (grin).
Now, if you indicate more than
about 210 degrees on a cool day such
as you previously stated, and to con

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tinue with the assumption you truly

have high oil temperature ....
The oil-temp gauge is made up of
a capillary tube filled with alcohol or
gas with a bulb-end submerged in en
gine oil at the oil screen and its op
posite end acting against a diaphragm
within the gauge. That diaphragm ex
pands with pressure from the heated
alcohol and bears against the indicat
ing needle to move it to the indicated/
associated temperature indication.
The most common failure mode of
the gauge is a break in the capillary
tube or leak in the diaphragm result
ing in loss of the contained alcohol/
gas and resulting in the failure of the
gauge in a lower-than-correct (or no)
indication. Your gauge does not pres
ent this problem. The second most
common failure mode of the gauge is
a loss of accuracy due to a diaphragm/
tube mechanism that has been weak
ened from excessive and/or repeated
expansion. This will cause the gauge
to read excessively high even though
oil temps are normal. This is a possi
bility considering your complaint.
(Another less common failure of the
gauge is a mechanical failure wherein
the needle finds interference within
the gauge, does not move smoothly
without interference, or does not re
turn to the lowest possible indication
when the engine has returned to am
bient, such as after an overnight rest.
Remember that the bottom of the
green arc in your gauge is 100 degrees.
A cold engine should indicate less
than that.) Many gauges' lowest in
dication is 100 degrees. If your gauge
never returns to that 100 mark, you
have a failed gauge.
There are two methods to check oil
temp gauge accuracy without sending
the gauge out to an instrument shop.
Method 1: Drain the engine oil. Re
move the oil-temp probe from the oil
screen and carefully extract it through
the firewall along with the removed
gauge. (They cannot be separated as
they are manufactured as a single
unit.) Be careful not to kink or break
the capillary line or bend it unneces
sarily. Bring a pan of water to a boil
and submerge the bulb-end in the
boiling water without allowing it to
30 APRIL 2008

touch the pan. The gauge should very

quickly indicate 210 degrees (212 to
be exact) at/near sea level. (Alterna
tively, if you are a midget contortion
ist, you might be able to remove the
bulb and dip it in boiling water at the
engine compartment, but be careful
how you heat and handle water close
to the airplane and nearby fuel.)
Special Note: When reinstalling the
probe do not overtighten the nut hold
ing it within the oil screen casing. The
soft copper skirt on the bulb will be
crushed/cut and will fail if excessively
tightened, and complete loss of oil in
flight is a possible result. When rein
stalling the probe, tighten the nut just
snug, and then only 1/2 flat on the
nut further (about 1/16th of a turn).
No more.
Method 2: Purchase a 14-inch or
longer barbecue or meat-type ther
mometer from an outdoor barbecue
or restaurant equipment supplier. Us
ing the boiling water method, deter
mine the thermometer is accurate at
210 degrees Fahrenheit. Fly the air
craft to bring the oil temp up to the
normally observed temperature. Land
the airplane without significantly de
scending or cooling the oil and shut
down as soon as possible. Remove the
oil dipstick and plunge the BBQ ther
mometer into the dipstick position.
Allow it to register the oil temp and
then compare that thermometer in
dication with the current cockpit oil
temp gauge indication. This second
method has greater possible error but
should be an acceptable method to de
termine if your cockpit gauge is suffi
ciently accurate to be serviceable. The
BBQ thermometer should read only
slightly lower than the cockpit gauge.
(The cockpit gauge is measuring a cap
tive and smaller quantity of oil rather
than the crankcase oil, but both loca
tions should be within a few degrees
of each other.)
Having determined that your gauge
is reasonably accurate, you may pro
ceed to diagnose any causes of high
oil temperatures. Do not simply as
sume your gauge is accurate! Inaccu
rate gauges are the most likely reason
for high indications.
The C-14S/0-300 engines have

higher rates of oil flow to the valve

rocker box area than other engine de
signs. This results in higher oil-flow
return rates through the pushrod
housing tubes. Those pushrod tubes
act as a pathway for oil to drain back
to the crankcase from the rocker boxes
and cylinder heads, and also act as oil
coolers. Cylinder baffles exist at the
lower cylinder surface and between
the cylinders to properly direct cool
ing air around the cylinders and to re
direct that air once heated away from
the pushrod tubes. The exhaust sys
tem flanges at the cylinder are nor
mally sealed with a high-temp gasket,
but that gasket can develop a leak and
the flange can "thin" out and warp
due to time of operation, which will
also cause a leak of hot exhaust gases.
Additionally, there is a "joint" clamp
that exists between the short exhaust
"riser" (the IPC calls them "exhaust
tubes") which bolts to the cylinder,
and where that riser connects to the
muffler. Those clamps can develop
exhaust gas leaks. When that gasket/
flange seal fails or that clamp leaks,
it directs hot exhaust gases onto the
pushrod tubes containing engine oil
on its way back to the crankcase. This
will improperly add heat to the oil
that is draining to the sump, resulting
in high oil temperatures. (Be aware
that leaks at the flange, if left uncor
rected for long, will erode the face of
the cylinder exhaust port to the point
that new gaskets cannot correct the
problem. The only fix in that case is
cylinder repair/replacement. Do not
neglect leaks at this flange area. In
fact, due to the danger from hot ero
sive gases, do not tolerate or neglect
exhaust leaks at all, anywhere.)
Inspect your pushrod tubes to see
if light-colored exhaust stains exist on
them, indicating hot exhaust gas leaks
on them. If found, those leaks must be
corrected with new gaskets, new cyl
inder risers with straight/flat flanges,
and in the case of the clamps, sealed
with high-temperature exhaust-seal
ing tape found at automotive stores.
This method is used by famed engine
mod-center R.A.M. in Waco, Texas.
Victor brand works well. It is found in
Wal-Mart automotive sections and at

auto parts stores. It is a 1-1/4-inch-wide

red-colored fiberglass tape. Wrap that
tape tightly, twice around the cleaned
joint, and reinstall the clamps using
new stainless bolts and high-temp nuts
(AN363C-I032 nuts, AN960CI0 wash
ers and AN3C-4A bolts). Aircraft Spruce
can supply the hardware (877-477
7823). Use new exhaust nuts (Spruce
PN 22022) when removing/installing
the exhaust risers. New risers are avail
able from Knisely Welding Inc., Loomis,
California (800-522-6990 or 916-652
5891), and from Aerospace Welding
Minneapolis Inc., (800-597-4315).
(Tell Charlie Feld of the 170 Associa
tion sent you.) The risers are part num
bers 0550157-7 for the short straight
ones (four required each engine) and
0550157-8 for the longer curved ones
(two required each engine). The best
gaskets are the spiral wound ones from
Spruce (PN RA-627429). Knisely may
also carry them.
If your exhaust system is not the
problem then you should consider
other less common causes of high oil
temps. High-time, worn piston rings
are sometimes blamed for combustion
blow-by gases entering the crankcase
and heating the oil. I do not person
ally subscribe to that theory, but if you
ask your mechanic to perform a com
pression check and you find low cylin
der pressures (below 45/80 differential)
then that should be repaired regardless
of my opinion (grin).
To answer your oil cooler question:
Yes, there was an oil cooler installed on
this engine for a C-I72 seaplane ver
sion. It was done under the authority
of a Cessna kit. The seaplanes have an
unusual cooling problem due to high
power settings coupled with low for
ward airspeeds that contribute to
borderline high oil temps in tropical
climates. This rather small oil cooler re
quires a special adapter and usually an
accessory case change on the engine.
The parts are difficult to locate because
they were so rare even when in produc
tion. I can only suggest you contact a
Cessna distributor such as Yingling if
you wish to pursue such a modification,
but be forewarned: 1) You do not need
it on a healthy engine in a land plane,
2) it is not approved on the land plane

and will require a "field approval," and

3) the FAA is virtually no longer willing
to grant field approvals without expen
sive engineering support. Such a mod
will probably cost far more than repair
ing whatever problem you might have
with your engine/airframe.
I hope this helps guide you in this
problem or non-problem (grin).
Another Special Note: Rochester was
the original manufacturer for the early
gauges. Later B-models (and most al
tered airplanes) use 2-1/4-inch-round
Scott Aviation gauges for oil tempera
ture. These gauges themselves are still
made for Scott by outside vendors.
(Scott used Rochester for a while but
reportedly has switched vendors.) Its
recent change in supplier has created a
problem and a potential oil leak.
The capillary bulb (the part that
sticks into the oil screen) has an inte
gral hex-collar/nut that is not remov
able and upon installation is threaded
into an adapter, which in turn is
threaded into the oil screen/filter. The
adapter provides a sealing surface for
an integral flange on the bulb. On our
C-145/0-300 engines it is a 5/8-18
thread on the adapter, and is also a
5/8-18 thread on the integral nut. The
adapter's sale purpose is to provide a
sealing surface for the integral nut to
hold the integral bulb flange against.
(There is no sealing surface within the
oil screen assembly.)
The problem is that the change in
vendor/supplier resulted in an un
intended change in the shape of the
bulb flange. The early/original flange
was flat; the later flange was slightly
conical at the outer edge.
The use of a replacement oil-temp
gauge with the later conical flange-in
conjunction with the early adapter de
signed for the flat flange-will result in
a potentially serious oil leak. This went
undetected by Scott for some time and
many owners had a difficult time iden
tifying the source of the leak.
Currently issued gauges from Scott
should have included a replacement
adapter that will match the capillary
bulb flange.
In any case, when installing a re
placement oil-temp gauge, especially
a Scott Aviation gauge, be certain to

closely examine the bulb flange's outer

surface edges and the adapter's inner
surface to ascertain whether the two
are compatible. A flat flange will not
seal against an adapter with an inner
conical sealing surface, and a conical
flange will not seal against an adapter
with a flat inner sealing surface.
Also be aware that some adapters
got by quality control (?) that had ir
regular inner conical sealing surfaces.
Inspect the adapter supplied with your
gauge for a clean, smooth inner seal
ing surface where the copper bulb
flange will reside. Do not use any
adapter with a rough or uneven inner
sealing surface.
Finally, I'd like to address another
misconception regarding these C-145
/0-300 oil systems. It is commonly
heard that the cooling blast tubes are
aimed at the oil screen area in order to
"fool" the indication system into be
lieving the oil is cooler than it actually
is. This is a disreputable half-truth.
The cooling blast tubes are intended
to relieve an indication error due to
direct contact by the capillary bulb
with hot engine surfaces. When one
checks the accuracy of the mechani
cal gauge with boiling water it is im
portant that the bulb rest only in the
water and NOT contact the metal pan
that the water is being heated within.
If the capillary bulb contacts the pan
then the bulb will be incorrectly deliv
ered additional heat that is not truly
representative of the water (The pan
is hotter than the boiling water and
we don't want to measure the temp
of the pan, we want to measure only
the water.).
The engine case/sump is a pathway
for heat from the engine and measur
ing the temp of the case/sump is not
an accurate reflection of the temp of
the oil. Therefore the oil blast tubes
are intended to rid the oil screen as
sembly of heat conducted to it by the
engine case so that the capillary bulb
reading will not be adversely affected
in a manner similar to allowing the
bulb to contact a heated pan during
an accuracy test.
So keep your blast tubes prop
erly maintained and aligned. 'Appy
.......
Aviatin'.
VINTAGE AIRPLANE

31

BY DOUG STEWART

Fly-In Perils
A heightened sense of awareness is imperative
With the wind blowing at a steady
15 knots and the gusts reaching into
the high 30s and low 40s, it certainly
made the temperature, which was
struggling to get out of the single
numbers, feel as if I was in the Arctic.
Combining that with the whiteout
conditions that occurred not only as
the snow squalls blew through, but
also with each new gust, it definitely
was not a day that inspired me to go
flying. In fact, the way the wind was
blowing it was difficult not to go fly
ing just walking from the car to my
office at the airport.
Although it is true that I prefer
cooler climes to hotter ones, I couldn't
help but think about spring and the
onset of warmer weather and, con
current with that, the beginning of
the fly-in season, which for me typi
cally starts with Sun In Fun. With the
frigid conditions outside I figured this
to be an ideal time to download the
Sun In Fun Fly-in NOTAM.
As I waited for the download to
finish, my thoughts drifted forward
a couple of months. Ahhh . .. sun
shine ... warm temperatures . ..
many pilots all headed to a power
plant on the northeast corner of
a small lake in the western part of
Florida, there to form up in a single
line, at 1,200 feet MSL, and fly IFR (I
Follow Roads) to a golf course where
they all turn left and fly between two
water towers, one resembling an or
ange, the other a wedding cake, to
ward a blue-roofed building. Then
they turn either left or right, depend
ing on the runway in use, to enter a
32

APRIL 2008

close-in downwind leg for landing.

As all these pilots fly in single file,
some are having difficulty maintain
ing the proper separation. Some pi
lots are having trouble flying at the
recommended 100-knot airspeed.
Some of us in antique and vintage
Cubs and Champs have our throttles
firewalled, worried that others in
their latest and greatest, sleek new
high-powered offerings from Min
nesota, Oregon (soon to be Kansas),
and Texas will run us down from be
hind unless they have their throttles
pulled almost all the way back and
are hanging out as much drag in the
breeze as they can.
Whoa ... wait a minute, Stew
art. You're supposed to be thinking
soothing, warm thoughts. Somehow
they have taken on a somewhat chill
ing atmosphere albeit not as cold as
it is outside your office. But it is true.
Flying in to a gathering of pilots is a
higher-risk endeavor. Whether it's a
big one, like Sun In Fun, or EAA Air
Venture Oshkosh, or just a local EAA
chapter fly-in breakfast, the risk of
many pilots converging at one place
at the same time is not without its
hazards. And it means that every
single pilot flying into or out of any
fly-in has the utmost responsibility
to keep his or her eyes outside of the
cockpit and follow all the recom
mended procedures for arriving and
departing the fly-in.
It is February as I write this col
umn, but when you receive this is
sue of Vintage Airplane it will be
April and you might be getting set
l

to depart for Sun In Fun, recently ar

rived there, or looking back fondly
on the recently concluded gathering
of pilots in Lakeland, Florida. Per
haps you were unable to or chose
not to attend this year's celebration
of flight that for me begins the fly-in
season in earnest. But you are prob
ably looking ahead to one or more
of your favorite fly-ins that you are
planning to attend.
Regardless of your perspective, let
us all be highly aware ... fly-ins can
be very dangerous. A lot of aircraft
converging or departing (and some
times both) in the same place in a
short period of time creates hazards
that are not normally present in our
typical flight profile. These aircraft
are often of quite divergent and dis
similar performance envelopes. There
can be many things to distract a pilot,
both in the air and on the ground.
If at a towerecijai:rport; radio silence
might be recofum"ended 'by NOTAM
(as it is at Sun In Fun and AirVenture)
and the tower controllers might be
instructing you to fly the traffic pat
tern in ways that you are not used
to. Be prepared for these things, for if
you are not, it could be lethal.
As an example, at last year's Sun
In Fun there was a double fatality at
the beginning of the week when an
airplane stalled and entered a spin,
crashing just a half-mile from the
threshold of the runway. In that in
stance the tower had advised the pi
lot lito turn base, and not overshoot
the runway." We will never know
what distracted the pilot, but the

flight ended in a classic base-to-final

stall/spin. The previous year at Osh
kosh, a similar accident reduced the
pilot population by two when an
other airplane crashed, again just a
little over half a mile from the "Green
Dot" that he had been instructed to
land "past." Two controllers in the
tower witnessed the airplane stall on
final. Again, I can't help but wonder
what distracted the pilot to the point
that they forgot about flying final ap
proach lion spot ... on speed."
I will always remember my first
arrival at OSH and how distracted
I was by all the incredible warbirds
parked to my right as I flew a short
final for runway 18. Luckily I had
enough sense to forget about them
and pay attention to my landing. But
after witnessing some of the most aw
ful landings I have ever seen, both at
OSH and at SNF, I am convinced that
the distractions of everything that is
going on ... airplanes flying in closer
proximity to each other than perhaps
a pilot has ever experienced ... so
much happening on the ground to
entice a pilot's eye away from the
only thing they should be looking at
as they land (their aim point on the
runway) . .. and instructions from
tower controllers that they might
find difficult to obey ... these dis
tractions, and more, are what lead to
what should be best classified as ar
rivals rather than landings.
Our responsibilities as pilots don't
end once we are on the ground . At
some of the smaller fly-ins there
might not be more than one (or any)
person available to assist in ground
movements, thus the responsibility
lies solely with the pilot. These re
sponsibilities include exiting the run
way as quickly as can be done safely.
Remember, there might very well
be another pilot on short final just
as you touch down . The following
NTSB excerpt describes an accident
at OSH in 2003: "Two airplanes were
substantially damaged during a colli
sion while both aircraft were landing
at the annual Experimental Aircraft
Association AirVenture fly-in at Osh
kosh, Wisconsin. Reduced separation
standards and special arrival proce

dures were in effect at the time of the

accident. The accident aircraft were
sequenced for landing and both were
cleared to land at the same location
on the same runway. The trailing air
plane landed and struck the leading
airplane as the leading airplane was
exiting the runway.

A lot of

aircraft converging

or departing

(and sometimes both)

in the same place

in a short

period of time

creates hazards that

are not normally

present in our

typical flight profile.

Clearing the runway, we are still far

from relieved of our responsibilities. I
still shudder when I think of the hor
rendous accident that occurred near
the end of AirVenture two years ago
when a TBM Avenger taxied into an
RV-6 , killing the passenger in the
RV-6. Yes, there were many pilots all
trying to take advantage of a break
in the weather to expedite their de
partures, but that's not an excuse to
relax one's vigilance.
I apologize for being so grim, but
we need to be aware that as much
as we might get excited by the pros
pect of flying to a fly-in, we have to
treat that flight with the greatest of
respect. Here are some things you can
do to make our experience safer:
Be sure you are not too fatigued
upon your arrival at the fly-in. It is
difficult to maintain the awareness
required if you show up at a place
like Lake Parker, with airplanes buzz
ing all over the place like bees at the

entrance to a hive, if you have just

flown eight hours getting there;
Be sure you have had a healthy
snack and are hydrated about 20
minutes prior to your ETA;
Remember that the most impor
tant place for you to look is outside
the cockpit. Your eyes are the most
important piece of equipment that
you have or need;
If a NOTAM has been published
for the fly-in, be sure you have a copy
readily available to you in the cockpit,
and that you have studied it before
the flight began, highlighting impor
tant sections for quick reference;
If you have passengers, be abso
lutely sure they have been briefed on
the concept of a "sterile cockpit" and
that they know how they can assist
you in looking for other traffic, or
corroborating information from the
NOTAM. Your passengers can be an
important part of your CRM (cockpit
resource management). Be sure you
use them as such;
Practice your spot-landing tech
niques before you go. Remember that
you might be instructed to "land be
yond the Green Dot";
Clear the runway as expeditiously
as you safely can;
Look for and follow the instruc
tions of flagmen, if any are present,
for guidance in ground operations;
On departure, fly a shallower
climb-out, with small S-turns. It is
very possible that an airplane much
slower than yours might have de
parted shortly before you.
These recommendations apply
regardless of how big or small the
fly-in might be. There is no room
for complacency anytime we fly, but
that becomes all the more true in the
crowded skies of a fly-in. Remember
above all to have fun, and may you
be blessed with blue skies and tail
winds on the day of the fly-in. Just
beware the tail wind if you find it on
the base leg ....
Doug Stewart is the 2004 National
CFI of the Year, a Master CFI, and a
DPE. He operates DSFI Inc. (www.
dsflight.com), based at the Columbia
County Airport (lBi).
....
VINTAGE AIRPLANE

33

BY

H.G. FRAUTSCHY

TH IS MONTH'S MYSTERY PLANE COMES TO US FROM THE COLLECTION

OF TED BUSINGER, OF SALEM , ARKANSAS .

Send your answer to EAA,

Vintage Airp l ane, P.O . Box

3086, Oshkosh, WI 54903

3086. Your answer needs to
be in no later than May 10
for inclusion in the July 2008
issue of Vintage Airplane.
You can a l so send your
response via e-mail. Send your
answer to mysteryplane@eaa .
org. Be sure to include your
name, city, and state in the
body of your note, and put
"(Mont h) Mystery Plane" in
the subject line.

JANUARY'S MYSTER Y ANSWE R

January's Mystery Plane came to us
from John Woolson, after a suggestion
of a possible Mystery Plane by member
Dave McIlvaine.
Our answer for the January Mystery
Plane comes to us from Wesley Smith:
"William G. 'Bill' Dunn was born
at Westboro, Missouri, on January 30,
1883, where he attended Enterprise
No.9 public school and Westboro
High School, before studying at Amity
College at College Springs, Iowa, from
1901-1903. He then moved to Clarinda,
Iowa, where he farmed with his mother
until 1905, when he moved to Omaha,
Nebraska, to attend business school.
On June 12, 1907, Dunn married Pearl
Ann Black at Clarinda. In February of
1910, Dunn purchased the Clarinda
Hardware Co., and in 1917 the Dunn
Manufacturing Co. was started in the
back of his hardware store, and in 1919
1920 he expanded his manufacturing
base, producing automotive items
34

APRIL 2008

based on his (eventual) 75 U.S. patents.

Among his inventions were a 'gas
saver,' a crankshaft counterbalance for
the Ford Model T, and a luggage rack
that mounted to the running boards.
By 1922, Dunn also had automotive
accessory manufacturing plants on 14th

Street, and on S. 15th Street in Clarinda;

in 1925, Dunn patented a type of
unibody construction for automobiles
that was adopted by Nash, after Dunn's
patent expired 17 years later.
"In October of 1928, Harold L.
White designed the Cruizaire for the

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The three-place Dunn Cruizaire, equipped with a 9O-hp Kinner K-S. A contemporary
newspaper account gave the colors as " tan, brown and cream, trimmed in black."
Wingspan was 37 feet and length 21 feet, 7 inches (according to the factory
brochure).
A couple of pages of the Dunn Cruizaire brochure.

Dunn Manufacturing Co. It was a three-place, high-wing

cabin monoplane, powered by a 100-hp Kinner K-5 radial
engine. In some sources, the Cruizaire is referred to as the
K-5 Cruizaire. The span on the Cruizaire was 37 feet, and the
overall length was 24 feet. The useful load of the aircraft was
710 pounds, and the range was 400 miles. The maximum
speed of the Cruizaire was 95 mph, witha cruise of 85 mph
and a minimum speed of 37 mph. The price of the Cruizaire
was $4,650. One Ray Schneck, an employee of the company,
welded the steel tube structure of the aircraft.
liOn the morning of March 19, 1929, the Cruizaire was
moved to the flying field at Shenandoah, Iowa, for the first
flight. The test pilot, Jack Beitman, accidentally lifted the
aircraft off the ground on the initial high-speed taxi run
and continued the climb, apparently to the exuberance of
the spectators. Upon landing, the incidence of the left wing
was adjusted slightly, and Beitman took off again within 50
feet apparently, once again, due to the strong wind. By 11:00
a.m. the tests of the Cruizaire were complete, and Beitman
flew the aircraft to Davison Field, after circling Clarinda.
This apparently attracted a large crowd of several hundred
onlookers and created something of a carnival atmosphere.
Later that same day, Beitman took Dunn for a short flight
in the Cruizaire, and flew several other passengers. The
aircraft was then flown to Bedford, Iowa, before returning to
Shenandoah to be hangared.
"A second dual-control Cruizaire was begun but apparently
never finished. However, another Cruizaire is said to have
been completed on June 14,1929, and is stated to have been
the only machine to come off the production line. Whether
this is the same machine, or not, is uncertain. A day earlier,

an air show was held at Clarinda to open the new airport,

a municipal swimming pool, and to christen the Cruizaire.
Whatever the case, the prototype Cruizaire was sold to
Southern Iowa Airways (they are said to have contracted for
all aircraft) and registered as N616. The photo of the Cruizaire
which appears in the January issue of Vintage Airplane is
identical to that which appears in Volume 2 (p 169) of Ann
H. Pellegreno's Iowa Takes to the Air (two excellent books
that should be part of any serious aviation library). As it was,
lack of financing doomed the Cruizaire to obscurity, and no
further examples were built.
"Starting in 1934, Dunn manufactured a unique 'Slip
the Wind' wind-driven generator. In late 1936, Cecil
L. Parris, of Sioux City, joined with Dunn to form Parris
Dunn (one contradictory source states that Parris-Dunn
wasn't actually formed until the early '40s). Parris, who
had previously served as sales manager of the Kari Kleen
Co. (not to be confused with the Kari-Keen ManUfacturing Co.,
maker of the Kari-Keen Coupe-Editor), served as company
preSident, with Dunn as vice president. Later, they swapped
pOSitions, with Dunn becoming president. By 1937,
37,000 Dunn wind generators were sold in all states and in
93 foreign countries. There were several models, including
the Gyromatic, the Lo Tower, High Tower, and the Free Lite.
These devices contained a rotating propeller unit that could
pivot to maintain a relatively constant rpm, regardless of
the wind velocity. As the wind increased, the propeller unit
tilted upwards, keeping the rpm fairly uniform in order
to keep the battery-charging rate almost constant. These
were intended for rural farm use to charge radio batteries
and provide limited electrical power.
VINTAGE AIRPLANE

35

"During World War II, the Parris

Dunn Corp. manufactured wooden
training rifles for the U.S. military
and sold 'pop gun' toys, some two
million of which are said to have been
made by 1946. During the second
World War, Parris-Dunn received the
Army-Navy "E for Excellence" award.
In 1949, Dunn wished to retire, and
the company was dissolved. However,
Parris moved the remnants of the
company to Tennessee and continued
to manufacture toy guns and games.
After Cecil retired, his brother, Bill,
continued to run the company. By the
late 1940s, establishment of the Rural
Electrification Administration (REA,
established in 1936 as part of FDR's New
Deal) had cost the company a lot of its
generator business. The manufacture
of wind-driven generators ended when
the Parris-Dunn Corp. ceased to
exist. During 1943-1949, Parris-Dunn
employed Maurice O. 'Dutch' Greiman,
the only college-educated engineer
to ever work for the company. At one
time during his career, Dunn operated

four manufacturing sites in Clarinda.

"W.G. Dunn was active in the Reformed
Presbyterian Church (later, Trinity
United Presbyterian Church) at Clarinda
throughout most of his life. He was
also director of the Iowa Manufacturers
Association and held an 'honorary
colonel's commission' that was granted
by the Iowa Press Columnists. Dunn's
first wife died in 1951, and a son,
Harold, passed away the following year.
In 1952 he married Dorothy Gregg
Lee. Dunn had four surviving children,
13 grandchildren, and three great
grandchildren when he passed away at
the age of 85 at Clarinda, in 1968. The
eventual fate of the Cruizaire is unknown
to this author."
Wesley R. Smith
Springfield, Illinois
In doing more research on the
aircraft and its history" we were put in
contact with the company founder's
grandson, Jack Dunn of Denver,
Colorado, who provided us with copies
of the company brochure (which was

also sent to us by John Woolson) and a

summary written by Jack Dunn's father,
J. Howard Dunn, who was 19 years old
at the time of the company's foray into
aircraft manufacturing. Interestingly,
at the time Dunn Manufacturing built
the Cruizaire, W.G. Dunn was not a
pilot, but he clearly saw the potential in
aviation. Much later in life, after World
War II, Dunn learned to fly and bought
an Ercoupe, which he flew out of the
Clarinda airport. Jack Dunn recalls
going for a ride with his grandfather in
the 'Coupe.
Our thanks to Jan Price, the curator
of the Nodaway Valley Historical
Museum in Clarinda, Iowa. Jan was a
great help in putting us in contact with
Jack Woolson and, later, Jack Dunn.
Wayne Muxlow of Minneapolis,
Minnesota, wondered if Dunn ever
met Clayton Folkerts-the similarity
between the first Monocoupe (and
the Star Cavalier, as pointed out by
a couple of members) is striking .
Charles F. Schultz also sent in a
correct answer.
......

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continued from page IFe

free world knows, Ray's event in Marion is actually on
the Saturday of Labor Day weekend every year. Good luck
with your event, Ray, and here's hoping nobody shows up
looking for you on Memorial Day.
I also mistakenly reported bogus dates for the Hager
stown, Indiana, Chapter 373 event in September. As I have
come to understand, this event for this year is scheduled for
September 20-21. Chapter President Marvin Stohler hosts
an overnight fly-in camping event that begins to fire up
around midday on Saturday, it culminates with a great pan

cake breakfast on Sunday morning, and you're back in the

hangar in time to get the bugs off long before dark. There
is always great fun, great food, and a huge bonfire Saturday
night to help battle the normally crisp September air.
EAA and VANs new web-based calendar of events is up to
full throttle now-check it out at www.EAA.org/calendar.
Please do us all the favor of inviting a friend to join the
VAA, and help keep us the strong association we have all
enjoyed for so many years now.
VAA is about participation: Be a member! Be a volunteer!
Be there!

.......

This VAA Calendar of Events is a fraction of those posted on the newest page on the
EAA website . To submit an event, or to view the most up to date list, please visit the EM
website at www.eaa .orgjcalendar. During 2008, we'll publish this ca lendar as we transition
to an all-web based calendar for 2009. This list does not constitute approval, sponsorship,
involvement, control or direct ion of any fly-in, seminar, fly market or other event.

April 25-27 - Pineville, LA - EAA Chapter 614 Spring Fly-In &

May 23-25 - Watsonville, CA - 44th Annual Watsonville Fly-In & Airshow.

Campout. Pineville Municipal Airport (2LO) . Largest Fly-In in

the state - held on beautiful Lake Beulow. Amphibs and float
planes can use the lake. Large camping area with facilities.
Come join the fun. Start Time: Noon End Time: Noon Contact:
Nick Nicewarner, Phone: (318) 452-0919, Email: nicewarnere@
bel/south. net
April 26-27 - Southampton , NJ - Farm Fun Day Fly-In. Allen's
Airstrip (00-35) . We welcome your antique and vintage aircraft
for display at our grass strip. 9-5 Contact: Rick Allen , Phone:
609-267-8382, E-mail: rallen231@comcast.net
April 27 - Half Moon Bay, CA - Half Moon Bay Airport 18th Annual
Pacific Coast Dream Machines Show lOam - 4pm More than
2,000 antique, vintage, classic, custom and exotic displays .
Helicopter, bi-plane and B-17 rides will be available for $50
$425. For info 650-726-2328 or www.miramarevents.com
May 2-4 - Burlington , NC - Alamance County Airport (KBUY) VAA
Chapter 3 Spring Fly-In. All Classes Welcome! BBQ on field Fri
Eve. EAA judging all classes Sat. Awards Dinner Sat night. Info:
Jim Wilson, 843-753-7138 or eiwilson@homexpressway.net
May 3 - Farmville, NC - EAA Chapter 960 5th Annual Spring Fly-In.
Flanagan Field (N08). EAA Chapter 960's 5th Annual Spring
Fly-in. Lunch is served at 11:30 noon. Come see us! Start Time:
10:00 AM End Time: 02:00 PM Contact: Rick Jones, Phone: 252
758-4884, Email: rrjones@embarqmaif.com
May 3 - Midland , MI - Barstow Spring Fly-In Pancake Breakfast.
Midland Barstow Airport (3BS). Enjoy pancakes, ham, sausage,
eggs, awesome homemade donuts. 7-11AM at the Barstow
Aviation Education Center, rain or shine . Sponsored by EAA
Chapter 1093. Start Time: 7:00 AM End Time: 11:00 AM
Contact: Dave Schmelzer, Phone: 989-274-1683, Email :
schmelzerdavid@sbcglobal.net
May 3 - Pineville, LA - EAA Chapter 614 Pancake Breakfast. Pineville
Municipal Airport (2LO). Best breakfast around. All you can eat
pancakes, sausage, biscuits, gravy, eggs, hash browns, coffee ,
milk or juice for just a $5.00 donation. Start Time: 7:30 am End
Time: 10:00 am Contact: Nick Nicewarner, Phone: 318-452
0919, Email: nicewarnere@bellsouth.net
May 4 - Lock Haven, PA - Fly-In Breakfast. W. T. Piper Memorial
Airport (LHV). Fly-In/ community breakfast 8:00- 12:30 ALL YOU
CAN EAT. Pancakes, Eggs, Sausage, OJ, potato patty, coffee/
tea $6.00 adults. children 10 and under $3. Hangar 1 Contact:
Carmen , Phone: 570-893-4200, Email: j3cub@kcnet.org
May 10 - Granbury, TX - Spring Fly-In. Pecan Plantation Airport (OTX1).
EAA Chapter 983 Spring Fly-In Come join us for lunch and to share
your pride and joy. Start Time: 0900 End Time: 1500 Contact:
Doug Crumrine, Phone: 817-573-1220, Email: ftrflyboy@charter.net
May 16-18 - Kewanee, IL - 6th Annual Midwest Aeronca Festival. Kewanee
Municipal Airport (Ell). Seminars, flying contests, food, camping and
music. Showers on field. Bring your tail draggers. All aircraft welcome.
Lot's of grass to land on and to park/ camp Start Time: 8:00am End
Time: 10:00am Contact: Jody Wittmeyer, Phone: 309-854-2393, Email:
jodydeb@earthfinknet
May 17 - Beloit, WI - Spring Fling Pancake Breakfast and Fly-In. Beloit Airport
(44C). This is Chapter 60's annual fund raiser for chapter projects,
scholarships, etc. that includes a full pancakes and eggs breakfast, fly-in,
classic auto show and other fun activities for the whole family. Start Time:
0700 End Time: 1100 Contact: Ken Brooks, Phone: 815-985D717,
Email: kenbrooks@Charter.net
May 17 - Delaware - EM Vintage 27 Fly-in Breakfast. Delaware Municipal
Airport (DLZ). Fly In breakfast Start Time: 08:00 End Time: 10:00 Contact:
Woody Mcintire, Phone: 6145652887, Email: wjmcintire@cs.com
May 18 - Brodhead, WI- EM Chapter 431 Community Pancake Breakfast.
Brodhead Airport (C37). Brodhead Airport EM Chapter 431 annual
Community Pancake Breakfast. Serving from 7:00 am to noon. Homebuilt
and antique aircraft on display. Start Time: 7:00 am End Time: 12:00
noon Contact: Mike Weeden, Email: blueleader@wekz.net

Watsonville Airport (WVI). Friday May 23 Noon to 8 PM. Saturday & Sunday
May 23 & 24 9 AM to 5 PM. Vintage and Homebuilt aircraft display &
judging. Aerobatic airshow. Vintage and current military warbird display and
airshow. Food and camping available on field. EM Chapter 119 Pancake
Breakfast Sat. & Sun. Start Time: 9 AM End TIme: 5 PM Contact: Dave
Brockmann, Phone: 831-763-5600, Email: watsonviffeflyin@hotmail.com
May 24 - Newton, IA - First Annual Ray Hill Memorial Flight
Breakfast. Newton Municipal Airport (TNU). The newly created
EAA Chapters of Central Iowa invite you to the First Ann ual Ray
Hill Memorial Flight Breakfast. Ames Chapter 1452, Marshalltown
Chapter 675, Des Moines Chapter 135 and Newton Chapter
456. Breakfast - adu lts $6, kids under 12 $3, PIC free . Start
Time: 0700 End Time: 1100 Contact: Jim Jones, Phone:
641.792 .9764, Email: jimjones@iowatelecom.net
May 24 - St. Louis/Sauget, IL - Midwest Regional Fly-in. St. Louis
Downtown Airport (CPS). Fly-in sponsored by the Greater St.
Louis Air & Space Museum and EAA Chapter 64. Something
for everyone! Start Time: 0800 End Time: 1600 Contact: Bob
McDaniel, Phone: 618-337-6060, Email: director@cps.aero
May 30-June 1 - Poplar Grove Airport , IL - (C77) - Army Wings
and Wheels 2008 Vintage Wings and Wheels Museum L-bird
fly-in and living history re-enactment. Flying events, pancake
breakfast, awards. See website at www.ArmyWingsAndWheels.
com or call Museum at 815-547-3115 for further details.
June 5-7 - Bartlesvi ll e , OK - 22nd Annual Biplane Expo. (BVO).
Biplanes at Their Best -Grand Champion Biplane Exhibits
Biplane Center Museum Complex Open to Pub lic-"Type Club
Gatherings" -Forums & Seminars-Aircraft Judging by Vote of
Attendees-Major Aviation Notables-Biplane Rides Available for
the Pub lic See website for more info. , Phone : 918-622-8400
June 7-8 - Troy, OH - WACO Field (lWF) VAA Chapter 36 Wings and
Wheels Strawberry Festival Fly-In. 9am - 6pm Airplane rides,
Aviation Safety Team Seminar, Military reenactments , cash prizes.
June 6-8 - Columbia , CA - Bellanca-Champion Club West Coast
Fly-In . Columbia Airport (022). The biggest and best gathering
of Bellancas - Cruisair, Cruisemaster, Viking, Citabria ,
Decathlon , Scout, Champ ion . Techn ical seminars, owner
roundtab les , food service and a great time in a superb
location . On-site camping w/showers, short wa lk into t own .
Contact: Robert Szego, Phone: 518-731-6800, Email: staff@
bellanca-championclub.com
June 7 - Troy, OH - VAA Chapter 36 Wings and Wheels Strawberry
Festival Fly-In. (lWF). Airplane rides, Aviation Safety Team Seminar,
Military reenactments, cash prizes Start Time: 9am End Time:
6pmSunday, June 8 - Jackson, MI. EAA Chapter 304 40th Annual
Fly In Cruse In Pancake Breakfast. Jackson County/ Reynolds Field
(JXN). Dash plaques to first 100 aircraft and cars . Start Time: 7AM
End Time: 12PM Contact: John Eiler, Phone: 5174744878, Email :
chucknfinda@sbcglobal.net
June 8 - Jackson, MI - EAA Chapter 304 40th Annual Fly In Cruse
In Pancake Breakfast. Jakcson County/Reyno lds Field (JXN) .
Dash plaques to first 100 aircraft and cars. Start Time:
7-12 pm Contact: John Eiler, Phone : 517-474-4878, Email :
chucknlinda@sbcglobal.net
June 8 - Lansing, IL - Wings and Wheels Breakfast/Lunch .
Lansing Municipal Airport (IGQ). EAA Chapter 260 and Joliet
Model A Restorer's Club will host Wings & Wheels 2008
Breakfast and Lunch . Lunch afterll:30 am . Visit historic
Ford Tri-Motor hangar and hear about it's history. 7-1:30
pm Contact: Glenn Leszczak, Phone: 708 672-9865, Email:
glenn@consys-inc.com
June 8 - Meadville, PA - EAA 1194 11th Annual Fly In. Port
Meadville Airport (GKJ). 11th Annual Fly- In/ Drive In Breakfast.
Featuring the Carolinas Aviation Museum's Piedmont Airlines
Douglas DC-3 . 7-3pm Contact: Rich Starn, Phone: 814-382
9080, Email: rwstarf1371@hotmail .com
VINTA G E AIRPLANE

37

Calendar continued

Something to buy ,
sell , or t r ade?
Classified Word Ads: $5.50 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 (i.e. ,
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 (920-426-4828) or e-mai l (classads@
eaa.org) 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, P.O.
Box 3086, Oshkosh, WI 54903-3086.

MISCELLANEOUS
Flying wires available. 1994 pricing. Visit
www.f1yingwires.com or call 800
517-9278.
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348-7514
HVLP Sprayer-C.J. Spray Model 750 for
low viscosity coatings with 25' hose.
Purchased June 2000 for BC12D
project. Never used. Asking $400.
Contact Nancy: Dakotas_deais@att.
net or 978-664-5303.

June 12-15 - Middletown, OH - Hook Municipal Airport (MWO). 14th National Aeronca
Association Convention. See more Aeroncas in one place than you'll see anywhere in
the world. Tours, forums and lots of fe llowship, fun and flying will make this a weekend
event you won't want to miss. For more information : www.aeroncapilots.com, email
nationalaeroncaassociation@yahoo.comor call 216-337-5643.
June 1215 - Stauning, Denmark - 41st International KZ-rally and fly-in . Stauning Airport
(EKVD). 41st annual international KZ-rally. Fly-in and annual meeting of EAA 655 started
41 years ago and is the oldest aviation event in Denmark, and the ONLY civilian annual
event here (others are bi-annual or air force) Contact: Erik Gj.0rup Kristensen , Phone: +45
304911 72, Email : kzaero@kzclub.dk
June 1315 - Gainesville , TX - Texas Antique Aircraft Fly-in . Gainesville Municipal (GLE). North
Texas Antique Aircraft Fly-in. Come and join in on the fun . Start Time: 10:00 End Time:
18:00 Contact: Terry Wallace, Phone: 817-706-3173, Email: Wallacete@cs.com
June 1721 - Lock Haven, PA - 23rd Annual Sentimental Journey to Cub Haven . William T. Piper
Memorial (LHV). The 23rd Annual Sentimental Journey to Cub Haven Fly-In June 17th - 21st.
Featured airplanes: J-5, PA-25 Pawnee and PA 36 Brave. Camping fees : $12.00/ night, RVs
$15.00/ night. Contact: Sentimental Journey, Inc., Phone: (570) 893-4200, Email: j3cub@kcnet.org
June 1920 - St. Louis , MO - American Waco Club Fly-In . Dauster Flying Field (lHO). You
can also contact Jerry Brown at 317-422-9366 or Ibrown4906@aol.com Contact: Phil
Coulson, Phone: 269-624-6490, Ernail : rcoulson516@cs.com
June 21 - Porterville, CA - Eagle Mountain Air Show at Porterville Airport Aerobatics, Warbird
fly-bys, vinatge, military and civilian aircraft on display, Awards for display planes Gates
open at 8 AM Flour bombing and spot-landing in the morning. Food , beverage, crafts
vendors Contact: (559) 289-0887.
June 21 - Delaware , OH ~ EAA Vintage 27 Fly In Breakfast. (DLZ). Fly In Breakfast Start
Tirne: 08:00 End Tirne: 10:00 Contact: Woody Mcintire , Phone: 6145652887 , Email :
wjmcintire@cs .com
June 2629 - Mt. Vernon , OH - Wynkoop Airport (6G4) 49th Annual National Waco Club
Reunion. For rnore info contact Andy Heins at 937-313-5931 or email wacoaso@aol.com
June 28 - Gardner, KS - Greater Kansas City Vintage Fly-in. Gardner Municipal Airport (K34).
Pancake Breakfast starting at 7:00am. Lunch on the field and BBQ cookout Friday and
Saturday evening. Enjoy Old Tyme Aeroplane movies Friday and Saturday nights. Carnping
permitted on-field and motel transportation provided to/from the airport. Start Time: 0700
End Tirne: 2200 Contact: Jeff Sullens, Phone: (816) 729-3151, Email: jsullens@kc.rr.com
July 1113 - Alliance, OH - Annual Taylorcraft-Aeronca Fly-In. Barber Airport (2Dl). All
grassroots aircraft welcorne. Breakfast on Saturday and Sunday by EAA Chapter 82 .
Contact: Forrest Barber, Phone: 330-823-1168, Email : fbarber@alliancelink.com
July 1113 - Lompoc, CA - West Coast Piper Cub Fly in. Lompoc Mun icipal Airport (LPC) .
24th annual West Coast Cub fly-in here in the beautiful Lompoc Valley. Contact : Bruce
Fall, Phone : (805) 733-1914, Email: brucefall@msn.com
July 19 - Delaware, OH - EAA Vintage 27 Fly In Breakfast. (DLZ). Fly In Breakfast Start
Time: 08:00 End Time: 10:00 Contact: Woody Mc intire, Phone: 6145652887, Email:
wjmcintire@cs .com

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EAA's VINTAGE AIRCRAFT ASSOCIATION

OFFICERS
President

Vi ce-Pres ident

Geoff Robison
1521 E. MacGregor Dr.
New Haven , IN 46774
260 493-4724

George Daubne r
2448 Lough Lane
H artford, W I 53027
262-673-5885
gdaubllfrC.lileaa.org

cllie{702S@ao/.[om

Secretary
Steve Nesse

Treasure r
Cha rl es W. Harris

2009 Highlan d Ave.

Albert Lea, M N 56007
507-373- 1674

72 15 Ea st 46t h 5t.
Tul sa, OJ( 74147
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DIRECTORS
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Da le A. Gustafson

85 Brush H ill Road

Sherborn, MA 01770
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7724 Shady Hills D r.

Indianapolis, IN 46278
3 17 -293-4430

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375 Ki ll deer Ct

Lincoln, CA 95648

916-645-8370

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7645 Echo Poin t Rd.
Canno n Falls, MN 55009
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4605 Hickory Wood Row

Greenwood, IN 46 143

3 17 -535-8882

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P.O. Box 328

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704 N. Regional Rd .
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106 Tena Marie Circl e

Lod i, WI 53555

608-593-7224

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635 Vesta l Lane

Plainfi eld, IN 46168
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1002 Hea th er Ln .

Hartford, WI 53027

262-966-7627

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Nort hborough, MA 01532
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DIRECTORS

EMERITUS

Robert C. Bra uer

9345 S. Hoyn e
C hicago, IL 60620
805-782-97 I3
photopilot@aoJ.com

Ge ne Chase

E.E. "B uck" Hilbert

8102 Leech Rd .
Un ion, IL 60180
8 15-923-459 1
b,ICk7ac@dls."et

Gene Morri s

5936 Steve Court

2 159 Carlton Rd .
Oshkos h, W I 54904
920-231-5002
GRCHA@charter.lIet

Roa n oke, TX 76262

8 17-491-9110

gellel1lorris@Clzarter.flet

Rona ld C. Fritz
1540 1 Sparta Ave.
Kent C it y, MI 49330
6 16-678-5012
rFrit z@patllwaYI1t't.com

j oh n Turgyan
PO Box 2 19
New Egypt, Nj 08533
609-758-2910
jrl ll rgya IJ4@aol .coln

Directory

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

Phone (920) 426-4800

Fax (920) 426-4873

Web Sites: www.vil1tageaircra{t.org. www.airventure.org, www.eaa.org/memberbel1efits

E-Ma il: vil1tageaircra{t@eaa.org

EAA and Division Membership Services
Flying Start Program ...... .. . . .. 920-426-6847

800-843-3612 ............. FAX 920-426-676 1

Library Service5/Research ... . . .. . 920-426-4848

(8:00 AM-7:00 PM
Medical Questions. .......... .. . 920-426-61 12

Monday-Friday CST)
Technica l Counselors ......... .. 920-426-6864

oNew/renew memberships: EAA, Divisions

Young Eagles ............. . .... 877-806-8902

(Vintage Aircraft Association, lAC, Warbirds),

National Associatio n of Flight Instructors
Benefits
(NAFI)

AUA Vintage Insurance Plan ... .. 800-727-3823

oAddress changes

EAA Aircraft Insurance Plan . . ... 866-647-4322

oMerchandise sa les

Term Life and Accidental ..... .. . 800-241-6103

oGift memberships

Death Insurance (Harvey Watt &; Company)

EAA Platinum VISA Card . . 800-853-55 76 ext. 8884
Program s and Activities
EAA Aircraft Financing Plan . . .. 866-808-6040
EAA AirVenture Fax-On-Demand Directory
EAA Enterprise Rent-A-Ca r Program
.. ........... ... . ........... . 732-885-6 711

......... . ....... . .. . . . . . . 877-GA1 -ERAC

Auto Fuel STCs . . . .... . ........ 920-426-4843

Editorial ........... . ....... _.. 920-426-4825

Buildlrestore information . ....... 920-426-4821

VAA Office .... . _. __ . __ .... FAX 920-426-6865

Chapters: locating/organizing .... 920-426-4876

Education . . .. . .. . ........ .. ... 888-322-3229

EAA Ai r Academy
EAA Aviation Foundation
EAA Scholarships
Artifact Donations ... ....... . . .920-426-4877
Flight Advisors information . . .... 920-426-6864
Financial Support . . . . . . . . . . . .. 800-236-1025
Flight Instructor information ..... 920-426-6801

MEMBERSHIP INFORMATION

EAA
Membership in the Expe rimental Aircraft
Associat ion, Inc. is $40 for o ne yea r, includ
ing 12 issues of SPORT AVIATION . Family
me mbers h ip is an ad d iti o nal $10 a nn uall y.
Juni o r Me m bership (unde r 19 years of age)
is available a t $23 a nn ua lly. All major credit
ca rds accepted fo r membership . (A dd $16 for
Foreign Postage_)

EAA SPORT PILOT

C urrent EAA m e mbe rs may add EA A
SPORT PILOT magaZine fo r a n add itional
$20 per year.
EAA Me m b e rs hi p and EAA S PORT
PILOT maga Zin e is ava il ab le fo r $40 per
yea r (S PORT AVIATIO N magazine n o t in
cluded ). (A dd $16 for Foreign Postage_)

VINTAGE AIRCRAFT ASSOCIATION

C u rre n t EAA m emb e rs ma y jo in th e
Vintage Aircraft Assoc iat io n a nd rece ive
VINTAGE AIRPLANE m aga2in e fo r an ad
di tio nal $36 pe r year.
EA A Membe rship, VINTAGE AIRPLANE
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATIO N magazine not in
cluded). (Add $7 for Foreign Postage_)

lAC

C urre nt EAA m e mbe rs may jo in th e

Internati o nal Ae roba ti c C lub, In c . Div i
sio n and receive S POR T AER OB ATICS
magaZin e fo r an add iti o n a l $45 p e r year.
EAA Me mbe rship, SPOR T AER OB AT
ICS m agaz ine and o n e yea r m e mbe rship
in th e lA C Di v i si o n is ava i lab le fo r $55
p e r yea r (SP OR T AVIATION ma gaZ in e
not i nclud e d ). (A dd $1 8 f or Fo re ig n
Postage_)

WARBIRDS
Current EAA m embers may join the EAA
Warbi rd s o f Ame rica Divisio n and rece ive
WA RBIRDS magazine fo r an add itional $45
per year.
EA A Me mb e rs hip, WA RBIRDS m aga
z in e and o n e yea r m e mb e rs hip in th e
Wa rbird s Divi 5io n is ava ila ble fo r $55 pe r
yea r (S PORT AVIATION m agaZin e n o t in
cl uded). (A dd $7 fo r Fo reign Postage_)

FOREIGN MEMBERSHIPS
Please submit your re mittance w ith a
check o r draft dra wn o n a United St a tes
ba n k payab le in United States dolla rs. Add
req uired Fo reign Postage amou nt fo r each
membe rsh ip.

Mem bership dues to EM and its d ivisions are not tax deductible as charitable contributions

Copyright 21J08 by the EM Vintage Aircraft Association, All rights reserved.

VINTAGE AI RPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association ol lhe Experimental Aircraft Association and is published monthly at EM Avia
lion Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh. Wisconsin 54903-3086, <>-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vinlage Airplane magazine.
is $36 per year for EM members and $46 lor non-EM 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 40032445 Return undeliverable Canadian addresses to World Distribution Services. Station A, PO Box 54, Windsor, ON N9A 6J5. <>-mail: cperetums@wdsmail.com. FOR
EIGN ANO APO ADDRESSES - Please allow at least two months for deliv8l)l of VINTAGE AIRPLAN E to loreign 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 submit stories and pholographs. 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: Editor, VI NTAGE AIRPLANE, PO Box 3086. Oshkosh. WI 54903-3086. Phone 920-426-4800.
EM and EM SPORT AVIATION, the EM Logo and Aeronautica'" are registered trademarks, trademarl<s, and service marl<s of the Experimental Aircraft Association, Inc. The use 01 these trademarks and

5efVice marks without the pennission of the Experimental Aircraft Association, Inc. is strictly prohibited.

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