EAAStaff

Paul Poberezny
Tom Poberezny
JackCox
GoldaCox
H.G. Frautschy
JohnUnderwood
BethBlanck
PierreKotze
Olivia Phillip
NancyHanson
IsabelleWiske
JimKoepnick
Ken Lichtenberg
LeeAnn Abrams
MarkSchaible
EAAAntique!
ClassicDivision
Espie"Butch"Joyce
George Daubner
Steve Nesse
CharlesHarris
JohnBerendt
PhilCoulson
Joe Dickey
Dale Gustafson
BobLickteig
Dean Richardson
Wes Schmid
Gene Morris
BobBrauer
JohnCopeland
StanGomoll
JeannieHill
BobLumley
Geoff Robison
Gene Chase
E.E."Buck"Hilbert
George York
Steve Krog
Alan Schakelton
RogerGomoll
David Bennett
December 1998 Vol. 26,No. 12
CONTENTS
2 TwastheNightastheNight/PhyllisMoses
3 AlC News
4 Stear manMagic/LauranPaine, Jr.
6 PlaneWeathervane/
BobWhittier
10 RoundEngines/RandySohn
12 GregHeckman'sPT-22/
GregHeckman& H. G.Frautschy
17 TomTrainor'sAeroncaK/
BobPauley, H.G Frautschy
& TomTrainor
21 TypeClub Notes/
H. G. Frautschy
25 MysteryPlane/H.G.Frautschy
26 PassittoBuckIBuckHilbert
29 WelcomeNewMembers
30 MembershipInformation/
ClassifiedAds
32 AntiqueClassicMercbandise
EDITORIALSTAFF
Publisher
TomPoberezny
Editor-in-Chief
JackCox
Editor
HenryG.Frautschy
ManagingEditor
GoldaCox
ContributingEditor
JohnUnderwood
ComputerGraphicSpecialists
BethBlanck OliviaL. Phillip
PierreKatze
PhotographyStalt
JimKoepnick LeeAnnAbrams
KenLichtenberg MarkSchaible
Advertising/EditorialAssistant
IsabelleWiske
EAAANTIQUE/CLASSICDIVISION, INC.
OFFICERS
Presldent Vice-President
Espie"Butch"Joyce GeorgeDaubner
P.O.Box35584 2448LoughLone
Greensboro.NC27425 Horttord.WI 53027
910/393'()344 414/673-5885
Secretory Treasurer
SteveNesse CharlesHarris
2009HighlandAve. 7215East46"'St.
AlbertLea.MN5f:IXJ7 Tulsa.OK 74145
507/373-1674 918/622-8400
DIRECTORS
JohnBerendt GeneMorris
7645 EchoPointRd. 5936SteveCourt
CannonFalls,MN55009 Roanoke.TX 76262
507/263-2414 817/491-9110
Phil Coulson RobertC."Bob"Brauer
28415SpringbrookDr. 9345S. Hoyne
Lawton.MI49065 ChicaWIL60620
616/624-6490 312/ 79-2105
JoeDickey
JohnS.Copeland
55OakeyAv.
1 ADeaconStreet
Lawrenceburg.IN 47025 MA01532
812/5379354
508/3 3-4775
DoleA.Gustalson
StanGomoll
7724ShadyHillDr.
104290thLane.NE
Indianapolis,IN 46278
MN55434
317/293-4430
612/784-1172
RobertUCktelg
JeannieHill
1708BoyOaks r. P.O.Box328
AlbertLea,MN5f:IXJ7 Harvord.IL60033
507/373-2922 815/943-7205
DeanRichardson RobertD."Bob"Lumley
6701 ColonyDr. 1265South 124"'St.
Madison.WI53717 Brookfield,WI 53005
608/833-1291 414/7822633
S.H."Wes"Schmid GeoffRobison
2359LefeberAvenue 1521 E.MacGregorDr.
Wauwatosa.WI 53213 NewHaven.IN 46774
414/771-1545 219/493-4724
DIRECTORS EMERITUS
GeneChose E.E."Buck"Hilberf
2159CarnonRd. P.O.Box424
Oshkosh.WI 54904 Union. IL60180
920/231-5002 815/923-4591
GeorgeYork
181 SlobodaAv.
Mansfield.OH44906
419/529-4378
ADVISORS
SteveKrog RogerGomoll
1002HeatherLn. 321-1/2S.Broadway
Harttord.WI 53027 Apt .3
414/966-7627 Rochester.MN55904
507288-2810
AlanShackleton DavidBenne"
P.O.Box656 403TonnerCt.
SugarGrove.IL60554.Q656 Roseville.CA95678
630-466-4193 916-782-7025
Page4
Page 17
*
FRONTCOVER...TheGrandChampionAntiqueofEAAAirVentureOshkosh ' 98
is thi soutstandingRyan PT-22 restoredbyGreg HeckmanofDixon. IL.EAA
photobyKen Lichtenberg.shotwi t h a CanonEOS1 n equippedwi than80-
200mmlens. EAACessna210planefiownbyEAA' sDirectorofFlightOperations.
,. JoeSchumacher.
BACKCOVER ..."SectionLeaders"is the nameofthispaintingstartedbythe
lateWilliamWarren.andcomplet edbyhistwinbrother. Frank. Williamhad
sketchedtheaircraftandlaidoutthepaintingonillustrat ionboardbeforehe
6:'A passedaway.The GrummanF3F-2sbelongt o VMF-2. theMarinesquadron
':="1. basedatSan Diegoin 1940.Theacrylicpaintingwasselect edasa recipientof

- an"HonorableMention- ribbonduringthe1998Sport ArtCompetition.
Copyright 1998bytheEMAntique/Classic DivisionInc.Allrightsreserved.
VINTAGEAIRPLANE (ISSN 00916943) is published and owned exclusively by the EMAntique/Classic Division, Inc. ofthe Experimental
Aircraft Association and is published monthlyat EM Aviation Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086.
PeriodicalsPostagepaidatOshkosh, WISConsin 54901 and atadditionalmailingoffices. ThemembershiprateforEMAntique/ClassicDiviSion,
Inc.is$27.00forcurrent EMmembersfor12monthperiodofwhich$18.00 isforthepublicationofVINTAGE AiRPlANE. Membershipisopen
toallwhoareinterestedinaviation.
POSTMASTER:Send address changes to EMAntique/Classic Division, Inc., P.O.Box 3086, Oshkosh,WI 54903-3086. FOREIGN AND APO
ADDRESSES- PleaseallowatleasttwomonthsfordeliveryofVINTAGEAIRPLANEtoforeignandAPOaddressesviasurfacemail.
ADVERTISING- Antique/Classic Division doesnot guaranteeor endorse any productoffered through the advertising.We inviteconstructive
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EDITORIAlPOUCY:Readersare encouraged tosubmitstoriesand photographs. Policyopinionsexpressed in articlesare solelythoseofthe
authors. Responsbilityforaccuracyinreportingrestsentirelywtththecontributor.Norenumeration ismade.
Material shouldbesentto: Edttor,VINTAGEAIRPLANE, P.O. Box3086,Oshkosh,WI54903-3086. Phone9201426-4800.
The words EM,ULTRALIGHT,FLY WITH THE RRSTTEAM,SPORT AVIATION,FOR THE LOVE OF FLYING and the logos ofEM,EAA
INTERNATIONALCONVENTION,EAAAiNTIQUE/CLASSlCDMSlON,INTERNATIONALAiEROBATICCLUB,WARBIRDSOFAMERICAare
registered trademarks. THE EAA SKY SHOPPE and logosof the EAA AVIATION FOUNDATION,EAA ULTRALfGHT CONVENTION and
EAAAirVenturearetrademarksoftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictlyprohibited.
Phyllis Moses

nlUic:ltm",e andoutontheramp.
wasstirring,notevenaChamp.
Thealraaftwerefastenedtotiedownswithcare.
Inhopes comemorning,theyaU wouldbethere.
ThefuelfrucbWerenestled.allsnugintheirspo1s.
Whilepeakgustsfromtwo-zeroreached39knots.
AndIatthefueldesk.nowfinallycaughtuP.
Hadjustsettledcomfortablydownonmybutt.
Whenovertheradio.therearosesuchadafter.
Itumedupthescannertoseewhatwasthematter.
.:;a.. Avoiceclearlyheardoverstaticandsnow. '
Askedforclear.ancetolandattheairportbelow.
HebarkedouthistransmissionsolivelyandquiCk.
Icouldhaveswomthatthecallsignheusedwas"St.Nick."
AwaytothewindowIflewlikeaflash.
SUrethatitwasonlyHorizon'slateDash.
thenhecalledhisposition.andtherecOUldbenodenial.
"ThisisSt. One,"and"I'mtumingonfinal."
WhenwhattoJflYwonderingeyesshouldappear,
/
ARU)ansleigh,andeightRotaxreindeer.
Heflewtheapproach,O!I glideslopeshecame,
Ashepassedallfixes,hecalledthembyname:
Rengo!NowToIga!>Now andBocun!
OnComet!OnCupid!"Whatpillswashetakin'?
Thoselastcoupleoffixesleftcontrollersconfused,
They downtotheofficetogivemethenews,
themessagetHeyleftwasbathu anddour:
"When.5antalands,couldhepleasecallthetower?"
Helandedlikesilk.wI1hthesledrunnerssparking,
ThenIheard"ExitatChartie,H:dhd':Taxitoparking.H
SO upto1tieofficesthecourserstheyflew,
Withloudairplanenoise.andst.Nicholas,too.
Hesteppedoutofthesleigh,butbeforehecouldtalk.
Ihadrunouttohimwithmybestsetofchocks.
Hewasdressedallinfur,wh.ichwascoveredwitt1frost
Andhisbeardwasallblackenedfromreindeerexhaust
Hisbreathsmelledlikepeppermint,gonesUghtlystale
Iuldhesmokedonapipe.buthedidn'tinhale.
Hehadabroadfaceandhisarmpitsweresmelly, ...
Andhisbootswereasblackasacropduster'sbelly.
Hewaschubbyandplump,arightjollyoldtool,
And.hekindlyinformedmethatheneededsomefuel.
Awinkofhiseyeandatwistof
Ledmetoknowhewasdesperatetopowderhisnose.
Ispokenotaword,butwentstraighttomywork.
AndIfilledupthe' butIspilledlikeajerk.
Hecameoutoftherestroomwithasighofrelief.
Andthenpickedupaphoneforaflightservicebrief.
AndIthought,ashesilentfyscribedinhislog.
ThatwithRudolph,hecouldlandineighth-mileandfog.
Next,hecompletedhispreflight.fromthefronttotherear,
,
Thenheputonhisheadset,andIheardhimyell"Clear!"
Andlayingafingeronhispush-talk.
Hecalledupthetowerforhisclearanceandsquawk.
"Straightoutontwo-zero.H thetowercalledforth,
ttAndwatchforaCessnastraightinfromtheNorth."
ButI heardhimexclaim,'erehedimbedinthenight,
"HappyChristmastoall,Ihavetrafficinsight."
project aircraft. as "Short Wing Pipers" are being sought
A/C NEWS
Luncheons will include EAA staff by the SWPC (Short Wing Piper Club).
presentations describing highlights of Believing that networking is a valuable
compiled by H.G. Frautschy
EAA programs and activities. Four two- tool for many things, the SWPC is asking
EAA OFFERS 'HANDS-ON'
BUILDING EXPERIENCE
Adults who want to discover and de-
velop aviation building and restoration
skills are invited to receive "hands-on"
experience from some of aviation's best
artisans during the EAA Wright School
of Building and Restoration sessions.
There are two sessions scheduled, Jan.
25-29 and Feb. 1 5, 1999.
The Wright School sessions, formerly
known as the EAA Adult Air Academy,
will be held at the EAA Aviation Center in
Oshkosh with residence at the Air Acad-
emy Lodge. Participants can explore the
basic skills of aviation or concentrate on
one or more airplane building and restora-
tion topics during the first one-week
session. Fabric covering will be the em-
phasis during the second week program.
"The Wright School of Building and
Restoration sessions offer much more than
a classroom experience," said EAA A via-
tion Foundation President Tom Poberezny.
"It is an opportunity to share common in-
terests with fellow aviation enthusiasts.
Those who participate learn about the
technologies and techniques of building
and restoring airplanes. More importantly,
the unique learning environment of the
EAA Aviation Center creates experiences
and friendships that last a Lifetime. "
Chuck Larsen, the Foundation's Exec-
utive Director of Education, explained that
classroom and workshop activities are in-
cluded for all participants in the program.
"There is a wide range of activities that
can be as detailed as the individual partic-
ipant wants," Larsen said. "That includes
techniques such as welding, fabric cover-
ing, woodworking, sheet metal work and
composites. We offer participants an op-
portunity to learn under the watchful eyes
of experienced instructors."
The first session will emphasize basic
aircraft maintenance, building and
restoration skills. Air Academy staff will
share methods and skills required to suc-
cessfully build, restore, and maintain
aircraft. It also follows the Aircraft
Builders Conference presented by
Alexander Sportair Workshops on Jan.
23-24, 1999.
During the Feb. 1-5 session, partici-
pants will specialize in fabric covering,
with a Wag-Aero Sport Trainer used as a
hour workshop sessions each day include
a complete overview of basic aircraft
building skills.
"In addition to the workshops, partici-
pants will have opportunities to explore
the EAA Air Adventure Museum and
EAA Aviation Center, as well as become
familiar with many of the aircraft and re-
sources available here," Larsen said. "The
camaraderie developed between partici-
pants and staff will surely be the basis for
many lasting friendships."
Registration for the EAA Wright
School sessions are $800 per person per
week. Registration includes accommoda-
tions (double occupancy) and meals, plus
all instructional materials and supplies.
The EAA Aviation Foundation's Air
Academy programs also offer resident
aviation sessions for young people and a
variety of internships for aviation students
and professionals. For more information
on any of the Air Academy programs, call
toll free 888-EAA-EAA9 (888-322-3229)
or 920-426-6815. You may also write to
the EAA Aviation Foundation Education
Office; P.O. Box 3065, Oshkosh, WI
54903-3065, or contact EAA's World
Wide Web site at www.eaa.org. You may
also e-mail the Education Office directly
at education@eaa.org.
THE CARNAUBA EXPEDITION
After a short delay near the start of
their trip (a mag was changed on one en-
gine after it acted up) Sam Johnson and
his two sons, Curt and Fisk, are in Brazil
flying the Sikorsky S-38 replica. The air-
plane has been performing flawlessly, and
the crew are continually impressed with
the aircraft's capabilities and handling
characteristics. In an update posted No-
vember 13, the trio detailed their visit to
the Ford Plantation, a 2.5 million acre re-
mote outpost started by automaker Henry
Ford in 1928. The plantation was used for
rubber production until just after WW-II.
It's located 100 miles up the Tapajos
River from the village Santarem, Brazil.
You can keep up with the expedition by
logging online at www.scjcarnauba.com.
SHORT WING PIPERS
From the SWPC, we have this note:
They don ' t make 'em like they used to.
Fact is, they don ' t make them at all.
Piper Vagabonds, Clippers, Pacers, Tri-
Pacers, and Colts, commonly referred to
for anyone who knows of a forgotten,
abandoned, out-of-Iicense, hidden-in-a-
garage, behind-a-hangar, etc., short wing
aircraft and or parts to let them know of
their whereabouts.
As the years go by, the aging fleet be-
comes smaller and smaller. Many times
part of that fleet isjust "out of the loop. "
It is the intent of the SWPC to keep the
present aircraft flying and to get the oth-
ers that are "in hiding" back into the air.
Even if you are not sure whether it is in
fact a short winger or parts of one, let
them know. They will check out the lead.
Contact them via e-mail at:
SWPC@pbm.com or by sending a letter
to Adolph R. Svec, 19009 River Road,
Marengo, IL 60152-8500.
Check out the SWPC home page at
http://www.shortwing.com
The SWPC is a not-for-profit organi-
zation for short wing pilots, owners and
enthusiasts which has nearly 3,000 mem-
bers in 22 countries. Annual dues are $30
U.S., Canada $30 (U.S.), and foreign $40
(U.S.) which includes six issues of the
Short Wing Piper News (160 pages each).
Membership information can be obtained
from Bob and Eleanor Mills, 220 Main,
Halstead, KS 67056 or e-mail at :
swpn@southwind.net
BENNIE ESTES
Geo Hindall called to inform us of the
untimely passing of Bennie Estes of Sara-
sota, FL. Known worldwide in the antique
automotive field, Bennie was also well
known to many aircraft restorers for his
instrument panel refinishing talents.
"Woodgrain by Estes," as his company
was first known, was able to exactly du-
plicate the woodgrain on metal process
used in many aircraft and automobiles in
the 1930-1950 time frame . Bennie's
work, done in modern materials, was far
more durable than the old lacquer and
enamel based systems of the past, and
were indistinguishable from the originals.
Bennie had recently been partnering with
Brad Hindallin the process, but we un-
derstand that Brad will not be continuing
the business under his name. If we hear
of anyone who will be picking up where
Bennie left off, we'll advise you here in
the pages of Vintage Airplane. Our con-
dolences to Bennie's family and many
friends. He had a talent that will not be
easily replaced. ...
VINTAGE AIRPLANE 3
W
hat is it about a Steannan? What
is about them that brings out the
very best in people? Because
that is exactly what they do. Time and
again. Over and over.
Being around a Stearman and around
people who hang around Steannans, it of-
ten strikes me that this is how life used to
be. Like when my father-in-law rented the
same building for his business for 15
years from the same man for the same
amount on a - handshake. Like when I
asked my father-in-law if he locked the
door to the fannhouse when they went to
town. No," he answered, "might be some
neighbor needin' somethin'."
In this day and age one can easily get
a distorted view of life what with the
print and electronic media bombarding
4 DECEMBER 1998
you every hour of the day with death, de-
spair, violence, fire, greed and
molestations. Good grief! If life was re-
ally like that everywhere, we would have
self-destructed as a species a long time
ago. Dang it! There's a lot of fine people
out there doing a lot of fine things, and a
I know right where to go to find them:
out to the hangar.
I can go out there, rain or shine, and
open the doors where "Rosebud" (that's
the name of our Steannan) can be seen by
passers-by and soon the visitors come.
Pretensions are left at the door. Always.
Knowingly or unknowingly. I don't know
why it happens - it just does. No loud-
mouths. No jerks. No gold chains. Just
people: kind, hopeful and polite around
the Stearman icon. Perhaps it's the big,
barrel-chested round engine. Or the two
wings. Or the long, tall legs. Or the image
of the head in the wind. Or the history.
Like I said, I don't know Why. Actually, I
guess I really don't care why. I just know
that people who come into the hangar are
good people. And I know I like that a lot.
It started way back when my partner
John Currie and 1 first found our Stear-
man; found it in a hangar where it had
been for the past seven years, unflown,
with a "O-time" 300 horse Lycoming sit-
ting on an engine stand back by the tail.
We offered the owner a down payment
the same day we first saw the airplane.
(Actually, we couldn't even see it very
well; it had an inch or so of dust all over
it.) The owner didn't want to sell, put both
his hands up, palms out, and took two
steps backward when we offered him a
check on the spot. His wife did want to
sell, however, and she won. I'd feel bad,
except that I know if we hadn't bought it,
it would still be sitting there, unflown.
The original owner just had too many pro-
jects. "Rosebud" was our only project.
My partner and I aren't wealthy, nor
are we very bright - which makes us
perfect airplane owners. I went home and
told my wife.
"Uh, John and I bought an airplane to-
day."
She was reading a book as I spoke. Her
head never moved, but her eyebrows did.
Her eyes then came up to met her eye-
brows as she gazed at me and asked, "You
did what?"
With a little less confidence than I
thought I mustered the first time, I mum-
bled, "Bought an old airplane." She went
back to her book as she said, "Sometimes
you gotta do what you gotta do." Dang!
As MY eyebrows arched, I thought to
myself, "No wonder I've loved that
woman so for the past 27 years . .."
So it was off to the bank to mortgage
the house.
"Purpose of the loan, Mr. Paine?"
With the excited tone of a person
about to have a dream become a reality, I
stated, "To buy a 1942 airplane that's in
pieces and hasn't flown in seven years."
All the banker could muster was, "Oh."
I reckon "passion" is just a word in a
David Gay's PT-17 Stearman.
dictionary to a lot of bankers; it's not a
word they actually use. At any rate, good
credit and the prospect of interest being
paid overcame the banker's better judg-
ment and I got the loan.
I've digressed somewhat, but from
those inauspicious beginnings, the good
people came: the sheet metal worker
across the way who made a beautiful -
and I do mean beautiful - stainless steel
battery box.
"What do we owe ya?"
To which he says, "Aw, nuthin' .
Maybe a ride someday."
The guy who welded the heat shield:
"What do we owe ya?"
He asks, "What's it for?"
We say, "An old 1942 Stearman bi-
plane."
"No charge," he says.
And when we first started the Ly-
coming, the left mag wouldn't ground.
This guy comes out of the gathered
crowd and says, "Hey, I believe I got one
of them." Off to hi s basement we go and
amongst the magnificent clutter, he does.
We put the "new" mag on and it grounds
like it's supposed to.
"What do we owe ya?"
"Nuthin'," he replies. "Just hearing
the sound of that 01' girl is good enough
for me."
See what I mean. Real People. "Rose-
bud's" friends.
And how about this one? This guy T
don't know calls me from Louisiana. He
has film of our airplane that he found in
Colorado. "Rosebud's" never been in
Colorado. I call my partner. He had
flown "Rosebud" to an air show in Eu-
gene, Oregon where several people had
taken pictures. From there the picture
taker leaves for Colorado and goes hik-
ing and accidentally drops the film on a
trail. The guy from Louisiana is in Col-
orado and finds the film and has it
developed. He sees the pictures of"Rose-
bud," looks up the tail number, calls me
and says, "Nice airplane." Then he sends
me copies of the pictures.
Stearman magic.
Like I said, Good people. They get
short shrift in the media; decency doesn' t
sell. But they're out there, at the hangar
where the Stearman is. I get a lot of satis-
faction in knowing that this scene is
played out every day, all across America,
in different hangars with different air-
planes. There is a lot that 's right with
America, and good part of it can be found
in small town hangars.
Lauran Paine, Jr. has also published
a collection ofover 600 aviation quota-
tions in his book "If Airplanes Could
Talk," subtitled "The pilot's book of wit
and wisdom. " You can order it from
Cascade Publishing, P.O. Box 4598,
Salem, OR 97302. The cost is $7.95, in-
cluding shipping. ...
YourFavoritePlaneinWeathervaneForm
By BOB
A
lthough today's weathermen rely on satellites and
computers for their forecasts, old fashioned
Mleathervanes still appeal to everyone. Their
quick and visible reaction to shifting breezes, and often
very artistic design, make them attract and hold attention.
Thus it is that even today, hardware and garden sup-
ply stores carry them in stock. Their designs tend
toward animals and boats. But, if you're an aviation fan,
or just want something different in the way of an atten-
tion-catching weathervane, then why not make your
own in the form of a model airplane?
It could be of your own favorite plane, or of some
aircraft of historic interest. If you create a nicely made
and accurate reproduction of some real airplane, the re-
sulting weathervane can prove to be a strong
conversation piece and its value may increase with the
passage of time.
It ' s not hard for the average woodworker to make
such a model. It's mostly a matter of knowing how, plus
reasonable care in workmanship. Start the project by
getting accurate plans of the plane that appeals to you.
Visit a hobby shop and look over kits for small rubber-
powered flying scale models put out by such firms as
Comet, Guillow and Herr Engineering. Plans for many
rare and interesting aircraft can also be purchased by
mail from vendors whose ads appear in model aircraft
WHITTIER
publications. Send $1.00 to Cleveland Model Airplane
Co., John J. Cox, P.O. Box 55962 Cleveland, OH
46205-0962 for their plans list. For $3.00 Golden Age
Reproductions, Box 1685, Andover, MA 01810 will
send you an catalog illustrating plans for well over a
hundred scale models. The two volume set of "Paul
Matt's Scale Airplane Drawings," published by Avi-
aiton Heritage and available from Hannan's Runway at
530-873-6421 , has 123 of Paul Matt's drawings ofvari-
ous aircraft. Each volume costs $24.95, plus shipping
and handling. Vern Clements has drawn arguably the
best Gee Bee scale drawings ever produced, along with
other aircraft of that era. You can get a catalog/newslet-
ter from Vern by sending him $4.00 to 308 Palo Alto,
Caldwell, ID 83605.
From such plans, you can make cardboard outline
templates for the wing and tail surfaces, and side and
top outline patterns of the fuselage. It's then a simple
matter to rough out the blanks on table and band saws
and bring them to final shape with common wood-
working tools.
Most of these flying scale models are to a scale of
one-half to three-quarters of an inch to the foot. This re-
sults in wing spans of between fifteen and thirty inches,
ideal for weathervanes. The older planes with flat-sided
fuselages and untapered wings are generally easier to
6 DECEMBER 1998
build for weathervane purposes than are
later types with rounded fuselages and ta-
pered wings. However, if your favorite
plane falls in the latter category, don't
be discouraged. A little ingenuity com-
bined with some work with a drawknife
and plane ought to do the job without
any real trouble.
All airplanes have a natural tendency to
"weathercock," or point their noses into the
wind. It's well to remember that this effect
varies from one design to the other. In addi-
tion to vertical tail surface area, wing
dihedral affects this tendency. Dihedral is
the upward-angling of the right and left
wings when seen from ahead. When an air-
plane yaws, the bottom of the wing that is
ahead presents a more positive angle to the
wind than is the case for the opposite wing,
so increased wind pressure there works to-
gether with the vertical tail to realign the
plane with the wind. Thus, a World War I
Fokker Triplane with no dihedral and a tiny
tail might make a sluggish weathervane,
whereas a 1948 Stinson Station Wagon
with generous dihedral and rather large ver-
tical tail will weathercock excellently. You
can apply this information to any design
under consideration and decide on its suit-
ability for a weathervane. If the type of
your choice does have a rather small verti-
cal tail, you could enlarge it somewhat and
this departure from true scale will hardly be
noticeable from the ground.
Don't hesitate to select an interesting
antique airplane having an exposed radial
engine on its nose. The cylinders may read-
ily be formed from short lengths of threaded
rod, epoxy glued into sockets bored in the
nose of the fuselage block. Remember that
a weathervane is usually far enough from
the eyes so that tiny details will not show
up. But if you wish to, cylinder rocker arm
covers can be simulated with bits of metal
brazed to the tops of the cylinders, or bits of
wood affixed to them with epoxy. Metal,
wooden and plastic rings, copper tubing
and brazing rod lend themselves to dupli-
cating exhaust pipes and other details.
Old toys and model shops are sources
of realistic wheels. The latter places also
sell brass tubing in streamline cross sec-
tion in two sizes that are ideal for wing
struts. Wooden and plastic propellers for
glow-plug engines are proportioned like
real airplane props and many sizes are
available. A wooden one will last a long
time with a slight modification. Fit a short
length of brass tubing in the shaft hole and
brass washers on the front and back faces
of the hub, and affix with epoxy to form a
bushing. Use a round headed brass wood
screw as an axle and dab with a trace of
white grease.
Various woods are suitable for the fuse-
lage and wing. Try to combine durability
with lightness. Redwood is good but tends
to crack along the annual rings when used
in thin sections such as wings. A layer of
fiberglass on the topside of the wing can
hold it against splitting. Some varieties of
pine are possibilities. Philippine mahogany
VINTAGE AIRPLANE 7
works easily and resists weather well, but
is a little heavy. On one hand, your model
must be light enough to swing easily to
breezes. On the other hand, it must be
heavy enough not to literally fly off the
pivot in windstorms. A light model might
require a retaining ring and finger arrange-
ment on its pivot. The trailing edges of real
airplane wings are sharp, but on your model
leave them about an eighth of an inch thick
and round off; this bluntness is not visible
from the ground and will resist warping
and splitting better.
Study the layout of your chosen airplane
to decide the most logical way to make and
assemble the parts. A few planes, such as
Lindbergh's Spirit ofSt. Louis, have no di-
hedral in the wing, so a simple one-piece
wing is feasible. More often there must be
one or two breaks at the center for the di-
hedral. From the top side, saw down into
the wing to leave only a thin "hinge" of
wood at the bottom. Fill the saw kerf with
epoxy glue and block up the wing tips un-
til it has set hard. This makes a strong
joint.
It can be troublesome to make the
lower wing of a biplane in two halves and
then try to attach them to the fuselage ac-
curately and strongly. It is better to make
two cuts in the top surface where the
wing joins the fuselage, put in the dihe-
dral as above, and attach the resulting
one-piece wing to a matching arch rasped
into the fuselage bot-
tom. The top wing must
be quite strongly at-
tached to withstand
high winds . After in-
stalling the lower wing,
jig the fuselage rigidly
in position on a bench,
and make a jig to sup-
port the top wing in
proper position . This
greatly facilitates main-
taining accurate
alignment and fitting
and installing the struts.
It is well to run the up-
per and lower ends of
the struts through holes
The basic materials for an airplane weathervane: model airplane bored in the wings for
plans (in this case, the Aeronca Champion plans from a Guillow's
the purpose, securing
balsa wood free-flight model) cardboard templates made from
the plans, wooden blanks for the wing and fuselage, aluminum
tail surfaces shaped on a bandsaw, and brass wing struts, pro-
peller and wheels from a model airplane store. Dark color of the
tail surfaces is from the machinist's layout dye applied to alu-
minum to facilitate seeing scribe lines.
Lightening holes can be bored into the aft fuselage and filled
with shallow dowel plugs.
8 DECEMBER 1998
them with epoxy.
In the case of some low-wing mono-
planes it will be necessary to make the
wing in one central and two outer panels.
If you are dubious about the ability of an
epoxy joint to hold the latter well, you
can dowel them on, or lower the wing
onto a revolving circular saw to make in-
verted V-shaped grooves into which
matching hardwood splines can be glued
to reinforce the joints. Polyester auto
body putty serves very well for making
wing-root and other fillets.
The tail surfaces can easily be made of
sheet aluminum, preferably about one-
sixteenth of an inch thick to resist warping
and bending. A metal cutting band saw
makes fast work of shaping them, after
which edges can be filed round. Sand
bright , coat with zinc chromate primer
and then paint. The vertical tail surface
will probably need a slot in it so it will
slip into the aft end of the fuselage around
the horizontal tail surface. Affix both
with epoxy glue in the saw slots you will
make in the fuselage to take the two sec-
tions. A penny soldered into the slot of a
brass wood screw makes a simple yet re-
alistic tailwheel.
Simple vee-strut landing gears are
easy to make of one piece of aluminum,
sawn to shape and then bent as needed
and affixed to the bottom of the fuselage.
Axles may be of welding rod and the
wheels can be epoxied in place since they
need not revolve . The elaborate landing
gear struts found on some older airplanes
FUSELAGEr::;;:-
BALL BEARING
OR GLASS MARBLE
EPOXY/" I
BRASS OR /
COPPER TUBE
NYLON BUSHING
PIPE
TYPICAL PIVOTS
HARD BALL OR BEARING
PUSHED IN END OF BORED
HOLE.
SUPPORT ROD
TUBE EPOXIED
IN PLACE
1\
Lc
STEEL SUPPORT
\
ROD, GROUND TO
A POINT.
" NYLON OR ALUMINUM
.... BUSHING, BORED FOR
LOOSE Frr OVER
SUPPORT ROD.
Choose a design well adapted to weathervane purposes.
The Fokker Triplane, left, with a very small tail, will weather-
vane sluggishly. But the Stinson Station Wagon, right, will
respond readily to slight breezes, thanks to its large vertical
tail. The resistance of the Triplane's three wings might also
impair weathervaning.
are readily made of brass rod and tubing.
Make individual pieces long enough so
they can be pressed into holes dri lled
about half an inch into the fuselage wood.
Affix with epoxy at metal-to-wood junc-
tions and with solder at metal-to-metal
connections. File the ends of wing struts
to suitable angles to lay flat against the
wood, and affix with epoxy glue fillets.
Good balance is vital to achieve a re-
sponsive weathervane. Make sure the left
and right wings have the same shape and
thickness, especially out near the tips, for
appreciable dissimilarity will cause more
wind drag on one side than on the other to
the detriment of indicating accuracy.
As your model lacks the weight of a
real airplane' s engine in the nose, it will
probably be tail heavy. This increases
pivot friction . Bore holes of decreasing
size in the bottom of the fuselage from
the middle aft to lighten the tail end of it,
and plug with thin sections of dowel or
marine deck plugs glued in.
Invert the model over grass or a cush-
ion. Estimate its approximate balancing
point. Using two or three turns, install a
small screw eye on the bottom . Tie a
string to it and lift the model. Move the
eye back and forth as necessary to find
the point at which the model balances
horizontally. The pivot goes here. It
should not be much more than halfway
back from the wing's leading edge, other-
wise the weathervaning action may be
sluggish. It may be necessary to bore a
hole into the nose, insert a lead slug into
it, and cover with a wooden plug, to
achieve good balance.
Make the upright and the cardinal di-
rection indicators as your fancy dictates.
Your local library may have a book or
two on weathervanes from which ideas
can be gleaned. Hardware and garden
supply stores often sell weathervanes. Get
the catalogs and write to the weathervane
makers to see if you can buy uprights and
cardinals without the vane member.
Wind and Weath er, a catalog out of
Mendocino, CA, 1-8001922-9463, ad-
vertises in their catalog that they will
accomodate "custom" requests.
An accompanying sketch shows
three possible ways of making pivots.
The pivot must be let into the bottom of
the fuselage accurately, lest your model
"fly" in nose or tail down attitude or
with a list to one side. Place a firm
cushion on a drill press table, have a
helper hold the model down on it
firmly , sight at the model from ahead
and the side to make sure it is level, and
then bore down into the fuselage.
When installing the upright on your
roof, take care to provide a rugged base
that will withstand substantial wind
pressure. Take care to get the upright
perfectly vertical , otherwise the model
will want to come to rest pointing away
from the low side.
It pays to take time to do a good
paint job. Durability and appearance
both depend on it. Two coats of primer
and two of exterior enamel will result
in a long-lasting and handsome finish.
Marine deck enamel, porch
enamel and trim enamel are
types of paint formulated to
retain flexibility and gloss as
the wood comes and goes
with the weather and
changes of humidity. A lo-
cal sign painter can help you
with registration numbers
and decorative stripes, if you
LEAO BALANCE
WEIGHTj
wish to go into such detail.
As soon as word gets
OR EPOXY PUTTY
OVER SCREWS.
"'-..
,
TAILWHEEL
PENNY SOlDERED
IN WOOD SCREW SLOT.

.,..... EIl ,wooo ' \
around town about the very
SCR' !
realistic airplane weather-
: _1118 SHEET ALUMINUM
vane atop your garage , BRASS BUSHING & , :
WASHERS EPOXIEDTO '_' ./BRAZJNG ROD AXl.E
HUBTOTAKEWEAR v-
people from miles around
WOOD SCREWS '.__ HOBBY SHOP MOOEl AIRPLANE WHEELS.
.. OR WOOOWORKEAOS WOOD WHEELS
will drive by to get a look at
it ... or offer a substantial TYPICAL ASSEMBLY DETAILS
price for it! .....
VINTAGE AIRPLANE 9
Suspending the weathervane from a screw eye
will help determine the correct placement for
the pivot.
You'll be the envy of the nighborhood or the
airport when you take a few hours and build a
Curtiss Robin or similar airplane as a weather-
vane for your home or hangar. you can clearly
see the tube type of pivot used on the Robin.
ROUND ENGINES
By RandySohn, EAA 2054
Randy Sohn, one ofthe most experienced "round-engine' pilots within the EAA family, has written
this piece highlighting the fact that some knowledge that used to be common to every pilot, especially
those trained before and during WW-II, has now become less well known. Our thanks to him for
sharing his long term experience with operating radial engines.
Aftermany decadesofradialengine
operations, there is stillconfusionthatex-
ists regardinghydrauliclockon round
engines. Iguess whatpromptsthisarticle
is thequestions askedafteraWarbirdop-
erators meeting. Apparently, these
questionswerewhatseveralpeoplewere
afraidto ask in ameetingofahundredor
morepeople.FormoreyearsthanIcareto
remember, we'vetalkedaboutthisprob-
lemall overthecountry(orworld, for that
matter), andwe are stillseeingHIGH
buckdamagetotheenginesofouras-
sortedaeronautical vehicles .Forour
antiqueengine friends,the samething
goes- abentrodcan be veryexpensive!
Jim FruszandIdiscussedthistheday
precedingtheconferenceandagreedwe
wouldre-tacklethe subjectduringthe
maintenanceportionofthefirst day.
WhenJimgotto this part, we were inter-
ruptedandneverreallygot into it as we
intended.Thenextdaywe did havesome
discussion,andthatis where Icouldsee
evidenceofwhathappenswhenpilots
withflat engineand/orturbineengine
backgroundsstartoperatingradials. Us ...
uponfurtherreflectionandconsideration
ofthe abovestatement,IbelieveI'llmod-
ify it and saythatI'veseenmistreatment
ofthesemachinesbypeoplewhoseexpe-
riencegoesback(w-a-a-yback)toWW-II.
So, whatto do? MaybeifIincludewhat
followswouldhelpto preventsomeex-
pensiveengine damageand possibly
injuryto someone. This is certainlynot
rocketscience information.I seemto re-
membermostof itfromwaybackincadet,
instructorortestpilotschool.It'sprobably
available in someoldmustyUSAFman-
ual thata packratsavedsomewhere.It
was commonknowledgewhenjetswere
newandpropswereconventional. But
backthen, tail wheelswereconventional
and nuzzles werenot. Right?Things
10 DECEMBER 1998
change,Iguess.
Whatfollows representsmyexperi-
encesalongwith those offriends and
associatesovermanyyears. Experiences
ofothersmaycausethem to havediffer-
ingperceptionsofsomepoints. Ihopethe
readerviewsthisas aform of "hangarfly-
ing"andwill feel free to sharehis/ her
commentsorquestions. Andkeep in mind
...I'mjustan instructorpilot, notapro-
fessional writer!
First,weshouldprobablytakea look
at why this happens. Then, later, we'll
discuss howto deal with it. Whenevera
radial engine remains shutdown for
even a shortperiodoftime,thepossi-
bilityexists where oil is draining into
the lowercylinders.
Obviously,thelongertheperiodatrest,
the greaterthepossibilitythatthe amount
of oil willexceedthecombustionchamber
volumeavailableatthe limitofthe pis-
ton'stravel,also referredto as TopDead
Center(TDC). Uponsubsequentrotation
(in aforwarddirection),as the pistonap-
proachesTDCofthe compressionstroke,
bothvalveswill be closed.Theaforemen-
tionedoil (liquid)is incompressibleand
will stopthepistonmotion. [fthecrank
continuesto rotate,"somethin' s"gotta
give! In many yearsofassociation
withJackSandbergat his engineshop,
wesawtwo manifestationsofthis .
Headswere loosenedorblown right
off thecylinderbarreland,morelikely,
bentorbrokenconnectingrods (see
Figure I) .Beforeyouevergetto the
pointofflying thething, agoodlook
attheengineonpreflightcan tell you
all sortsofthings ifyouareacquainted
withthe particularaircraftyouare
aboutto fly. A veryclose lookat the
areaofthe cylinderhold-down studs
mayrevealeitherabrokenstudorevi-
denceofoil seepage. Thesameholds
truein lookingforevidenceofleakageat
thecylinderbarrel/head interfacearea.A
loosenedspark pluginsertalso is atell-
talesignofdamage.
Atotal lock(onewhich stopscrank-
shaftrotation)whilestartingis goingto
resultin seriousdamageto the engine.
Badasthisseems,givenmy druthers I' d
muchpreferthis happenedthanwhatI'll
describenext. Thiswouldbe thecaseofa
partial lockupthatwasn'tdetected(or,
perishthe thought, wasdisregardedand
considerednotparticularlyimportant)at
the time. Thepistonmeetsextremeresis-
tancebutisn'tcompletelystopped.
Thentheenginejerks,slightlyhesitates
andcompletesthe startassucceeding
cylindersfire.Theconcernedconnecting
rodcanhavea varyingamountofbend
whichwillallowthe engineto run. What
we have here is theequivalentofatime
bombjustwaitingto fail andtheonly
questionis, when?It wouldprobablytake
averymechanically-orientedpilotattuned
to thatparticularaircraftto detectthe
slightdifference in sight,soundorfeel be-
tweenanormallyoperatingengineand
thisone.And,even ifdetected,theprob-
FIGURE 1
BENT OR
FRACTURED ROD
...
o
lem might be blamed on some other me-
chanical reason. Howard Pardue and Doc
Christigau come to mind immediately as
examples of the above situation in flying
the same aircraft often, which few of us
can say the same. The failure will very
likely take place under conditions of high
power and stress such as a takeoff or go-
around, just when you'd least like to deal
with it. So, if you're going to have it hap-
pen, hope it bends enough to make it
obvious. Then, you won't ever get to the
second situation. If you do have it happen,
STOP. Don ' t fly it, and don 't let your
buddy fly it!
Now, what have we learned over the
years about how to prevent the situation?
In the fifties, we had about 160 B-25s at
Lubbock. In the sixties, we operated about
35 DC-3s (Wrights) and about the same
number of Convairs on the airline. Every-
one was aware of the possibility and the
simple procedure of always rotating six
blades with the starter on these engines
prior to prime and ignition sufficed. As an
aside, on the C-97, we always counted 16
blades first. But this was touted as also be-
ing for lubrication on the R-4360. At any
rate, we were taught from the earliest T-6
days and, in turn, taught our students what
we were looking for while starting. Prac-
tices vary somewhat among different
pilots. It's been fairly commonly accepted
that if an engine has been shutdown for 30
minutes or so, check for lock. However,
during the process of writing this, I talked
to two pilots who had experienced it after
only 10 minutes. A word to the wise.
Pulling the blades through by hand is
one way of detecting "hydraulicing." What
we are looking for here is a feel of sharp or
sudden resistance (unlike the buildup of
normal compression) to continue forward
rotation of the prop. Right here, we should
mention a very common problem of un-
trained help from the crowd whose
assistance (they only want to help) can
cost you, the owner, big bucks! You need
to know what hydraulicing feels like, and
make sure only you or someone who also
knows is involved in pulling the prop
through. Don't make a gorilla race out of
the process. The best description I can
think of is just leisurely walk it through
while looking (feeling is really a better
word) for a problem.
We need to talk also about the number
of people. I've always taught one person
on a R-670 through 1340. Two people on
an 1820 through 2800. Three people on a
3350 or corncob. If you think more, just
get a calculator and figure out the foot
pounds transmitted to the connecting rod
by that many guys really laying into a 13
foot or so propeller (lever). Jack Sandberg
could quote you the figure off the top of
his head (along with just about anything
else). I can't, but r do know he didn't
want any engines he built and guaranteed
to be pulled through by hand. He figured
he'd rather rely on the starter clutch than
untrained help in preventing damage. I've
done it both ways, and both have their pros
and cons. While on the subject, I just re-
membered something else. On a four
engine aircraft, don't let people pull
through # I and #2 or #3 and #4, simulta-
neously . One engine blade will be
descending as the other ones are being
pushed by guys with their heads down.
This got us a petty severe scalp gash on the
B-29 a few years back.
If you're going to do it with the starter,
I think it should be done one blade at a
time. Thi s never lets enough momentum
build up so as to have to rely on the
starter clutch. First, mesh the starter and
then intermittently energize the starter,
"bumping" it through blade by blade
while being alert for any blade jerking to
a stop or stalling.
You can figure out for yourself the
number of blades using manpower or the
starter. For instance, a 16:9 reduction on a
B-25 says just over three blades will rotate
the power section through a complete
power cycle. I'm probably conservative,
but I usually "bump" an engine through
about six blades and then go to continuous
starter rpm for another s ix or so. My
thought on this last part is that if any oil is
residing in the intake pipe, I might (see
discussion later) suck it into the cylinder at
that point while still relying on the starter
clutch to prevent damage. During all the
aforementioned, I've been acting as a me-
chanic. After this process , I stop
everything, put on my helmet, harness,
whatever to function as a pilot and start
the engine.
NOW . .. the important part. Let's
say you detect a lock. Pull a spark plug
and drain it. Just hope and pray no one
found it ahead of you and, out of your
sight and knowledge, turned the prop
backwards! This is the equivalent of in-
serting a time bomb in your engine. As
Jim Fausz said, " Where DO it GO?"
The answer is, the piston pushes it into
the intake pipe where it wa its like a
"snake in the grass" to be sucked out as
the engine starts (Figure 2). Then we're
right back to the "somethin's gotta give"
situation. Once someone rotates it back-
ward, I don't know of any way to get it out
of the intake pipe except to suck it out. An
engine shop foreman with years of experi-
ence put it in these words: "Don't rotate it
backwards or let anyone else do so." Some
feel that a taildragger probably accentuates
this problem due to the installation angle.
IfI knew it had been done, I'd pull a spark
plug out of all the lower cylinders, discon-
nect the other plugs on these cylinders,
start the engine and clean up the mess af-
terwards. It'll blap and snort while blowing
oil all over everything, but ... that's the
object, isn't it? I've only been around once
while this was done. You don't need to run
it more than several seconds to clear it.
Too much trouble, you say? Well, okay.
It's your engine, and you can easily calcu-
late the cost of pulling the cowling and
plugs vs. the cost of an overhaul. You
might even get lucky. John Lane at Air-
power Unlimited (208/324-3650) can tell
you of so me failures he 's seen and re-
paired. For those who really want to deal
with the above problem professionally, he
is developing an improved "blowout" plug
(rather than the country boy approach we
used) to deal with the above problem. The
original (but now hard to obtain) version
of this plug dates back many years. It tem-
porarily replaces one spark plug with a
check valve which allows the cylinder to
create suction on the intake but lets the oil
blowout on compression. Honest di s-
agreement exists over the need to start the
engine. Some people feel that just rotating
it through with one plug out at cranking
speed will do the trick, and they could be
right. However, I reall y question if
enough suction is going to be created at
cranking speed since viscosity of the oil
also enters into this whole equation. On
the B-29, a Tech Order requires heating
the intake pipes when dealing with this
- Continued on page 28-
FIGURE2
BENT OR
FRACTURED ROD
..
o
OIL FORCED BY
PISTON INTO
INTAKE PIPE
THROUGH OPEN
t ; . ~ = d INTAKE VALVE
VINTAGE AIRPLANE 11
EAAAirVenture '98 Grand Champion Antique
Greg Heckman's
KEN UCHTENBERG
by Greg Heckman and
H.G. Frautschy
a
eg Heckman (EAA 232210,
Ale 22582) is a stickler for
etail, and his quiet, unas-
suming manner underscores
his willingness to get the job
done right. One look at his book of pho-
tos from the restoration of his Ryan
PT-22 shows you just how hard he was
willing to work to achieve his goal of
restoring a beautiful aircraft, one that
would tum heads as people walked by.
Greg put a similar amount of work in
writing an article on the restoration of his
PT-22, so witllOutfurther ado, here's
Greg Heckman . ..
The Ryan PT-22 is a derivative of
the Sport Trainer Model 3 (ST-3) series
of aircraft. The first prototype, SIN
1000, was built on October 9, 1940. The
second prototype, model ST -3KR (Kin-
ner "R" series of engines), SIN 1001,
was issued civilian ATC No. 749 on
12 DECEMBER 1998
..
February 16,1942. The PT-22 aircraft,
which was the Army designation, was
developed directly from the civilian
model ST-3KR. No civilian models
were ever produced, all were built for
the Army, Navy or the Allies. Ryan
built a total of 1,250 ST-3KR series air-
craft. These include the PT-21, NR-1,
PT -22 and PT -22A.
The PT -21 was the first Army desig-
nation for the ST -3KR. Early PT -21 's
were equipped with the Kinner R-444-3
engine of 132 hp. They had fairings over
the landing gear legs, and the aileron
counterbalance weights were under the
wing. Most of these aircraft were later
converted to the PT -22 configuration.
99 PT-21 aircraft were built.
The Ryan NR-l was the Navy coun-
terpart of the PT -21. The only difference
was a lockable tail wheel and the paint
trim. Ryan produced 100 NR-l aircraft
for the Navy.
The PT-22 "Recruit" was the most
common version. Ryan produced 1,023
of this model. They were equipped with
a Kinner R-540-1 (R-55) engine of 160
hp. They were very similar to the PT-22
and NR-l airplanes, except there no
gear fairings, the aileron counterbal-
ance weights were on top of the wing,
and the engine was the R-SS.
250 of these aircraft were field con-
verted to Kinner R-S40-3 (R-56)
engines of 160 hp, and were known as
PT -22C models. The R-S6 engine was
thought to be more reliable, since it
was equipped with pressure lubricated
rockers. The R-SS rockers had to be lu-
bricated manuaBy.
Ryan also developed a model for
floats, known as the PT -22A. 25 oC these
were manuCactured. They were to be
sold to the Neatherlands and painted
with Dutch markings, but the order fell
through and all the aircraft were sold to the
Army. There was no PT-22B model.
During the early parts ofWW-II, these
Ryan aircraft trained approximately 14,000
pilots for the Army and Navy. They were
excellent trainers, as they were well built,
and durable. The landing gear is notably
strong, and was able to take considerable
abuse from trainees.
To make the Ryan less forgiving, and
fly more like a fighter, the wings were
swept back a little more than four degrees.
This gave the airplane a tendancy to stall
and spin or even snap roll unexpectedly
during a steep, slow turn. These character-
istics also made the aircraft an excellent
trainer, and prepared cadets for the more
sophisticated airplanes they would soon be
flying.
Most PT-22 aircraft were released from
the military and sold surplus in 1945. Sev-
eral hundred of these were purchased by
civilians and licensed by the CAA. Today,
there are approximately 100 licensed PT's
flying.
Ryan PT-22 SIN 1859,41-20650
PT-22 SIN 1859 was manufactured on
February 5, 1942 at Lindbergh Field in San
Diego, CA. It was accepted by the Army on
March 18, 1942 and arrived at Sequoia
Field in Visalia, CA on March 23, 1942.
Visalia was a civilian school contracted by
the Army for primary training, and used the
PT-22.
Some of the aircraft's history is un-
known. The Army historical record card
shows that it had 578.1 hours on it as the
end of November 1942. Between that date
and 1944, the Army Air Corps no longer
recorded the time on this document. On
February 22, 1944, it was released surplus
to the Reconstruction Finance Corporation.
It was then ferried to the CAA surplus park
at Wickenburg, AZ by the San Bernardino
AAF 4126 Air Base Squadron, 554 Air
Base Flight.
The civilian life of this aircraft is also a
mystery. It was issued the registration of
NC53171 , but has been off the civilian air-
craft registration list since 1946. It appears
that its civilian life was a very short period
of time. When an attempt was made to un-
cover records with the FAA, it was
discovered that the records of the aircraft
were destroyed by a fire in the 1970's.
The Restoration of PT-22,
SIN 1859
SIN 1859 was purchased from Kent
McMakin of Rockton, IL on September
18, 1992. I didn't start the restoration un-
til March of 1994. It was a mostly com-
plete airframe , but did not include an
engine, propeller, and it was missing
seats, some cowling pieces, instruments,
miscellaneous fair ings and many small
components. While it was on its landing
gear, most of the components had been
stripped from it. Most control surfaces
were damaged to some extent, requiring
repairs. One wing had suffered extensive
damage, having a cracked main spar and
many damaged ribs. The other wing had
been rebuilt, and was reportedly ready for
some cover after some assembly. It sti ll
needed a thorough inspection. Overall ,
the aircraft and parts were in pretty poor
condition.
From the start of the restoration process,
it was decided that the PT-22 would be re-
turned to very original condition. Only a
few "modern" alternatives would be used,
such as the paint and polyester Dacron cov-
ering versus the Grade A cotton. Countless
hours were spent researching other aircraft,
books, AAF history, etc., in order to restore
the aircraft as close to original as possible.
Many smaller and more noticeable details
show this such as:
AN 455 brazier head rivets were used
throughout.
Hardware with Type-l cadmium plat-
ing.
Decals made from original Ryan draw-
ings and printed on water transfer film.
Original color and graphics layout.
Aluminum spot welding.
Accessories such as the baggage com-
partment, flap jack cover, and cockpit
coamings made from original patterns
using original materials.
Ryan approval stamps made and used
throughout.
All instruments have original mark-
ings.
All slotted head screws used.
Original AN 737 hose clamps and
other surplus WW-II hardware used.
All new surplus FS series Dzus fasten-
ers used.
The prop was made by Sensenich
brothers to original specifications, in-
cluding the color and decals.
Most of the initial restoration process
consisted of detailing all the small compo-
nents. Each piece was stripped chemically
or by blasting, cleaned, inspected and re-
paired if necessary , and if required,
refinished. This process is best done at the
beginning ofa complete project like this
instead of toward the end. Doing this de-
tail work early avoids having to rush at the
end and doing sloppy work. In addition
this kind of work requires minimal ex-
pense initially. During this process, each
piece was researched as to how it should
be finished, i.e. , primer, paint, natural fin-
ish, what type of hardware was used in its
assembly, and any final markings, ifre-
quired.
The control surfaces were also com-
pleted and covered early in the process.
The rudder required the most repairs, need-
ing a new trailing edge, fairing and several
lower ribs. All control surfaces were cov-
ered with Poly-Fiber P-l 03 , and finished
through silver. Ryan used screws to attach
the fabric, which made the covering process
go very quickly.
It was debated long and hard on what
to do with the aluminum skin on the fuse-
lage. While the skin was airworthy, this
restored PT-22 was going to have a pol-
ished natural aluminum finish, and the
slight surface corrosion would have made
it difficult to achieve a nice finish. There
were also several patches from its mili-
tary days that were unattractive. Because
of these reasons, it was decided to re-skin
the entire fuselage of the airplane. Six
4x 12 sheets of .032, 2024-T3 aluminum
with a protective plastic covering were
purchased.
The first step in the re-skinning process
was to separate the tail cone from the cock-
pit section. The great thing about the whole
re-skinning process was that the old skin
could be used as a pattern, since it is all
made from flat-wrap sheets with no com-
pound curves.
The tail section was re-skinned first. It
is made up of three sheets. Each sheet was
removed and replaced with the new, one
at a time. Doing it this way kept all the
bulkheads in alignment and avoided re-
rigging. 3/32" diameter AN 455 brazier
head rivets were used throughout (they
match the production rivets, unlike the
modern-day AN 470 rivet which has a
higher head).
The cockpit section was next. It con-
sists of two side sheets and a bell y skin .
The belly skin was left off during the en-
tire assembly of the aircraft. This made
standing up in the cockpit and working
much easier. Again, all the rivets used
were brazier head. Most were 1/8" diame-
ter, but several No.5 and No. 6 rivets
were used. Overall, about five months and
200 hours were spent re-skinning the en-
tire fuselage.
The worst part of this whole process
was painting the interior. Ryan originally
used green zinc chromate. For durability,
though, green epoxy primer was used. Af-
ter experimenting with flattening agents, an
exact match was made to the original zinc
VINTAGE AIRPLANE 13
(above)Sittingonthegroundat
NewHolstein,WI, across Lake
WinnebagofromOshkosh,thePT-22
is readyforanothertrainingmission.
(inset)Greg Heckman, Dixon, IL
(left)The aftcockpitofthePT-22,
homeformanyaCadetwhowanted
militarywings.Greg even managedtofinda"Fyr-
Fiter"fireextinguisherattheFly-MarketatEAA
AirVenturetohelpfilloutthecockpit'sdetails.
There were no logs with the engine, so the
total time is unknown, but the nose case is
marked with one military overhaul on 1-5-
44 at 60 I hours. Itis believed that this is
probably close to the actual time since an
AD on the master rod that come out in
1946 was never complied with, therefore,
it was probably never used on a civilian
chromate. The tail cone, as expected, was aircraft. Most all parts of the engine were
the most difficult to paint. rtwas sprayed also within new tolerances upon inspec-
standing vertical, and it was very tight tion. The only major work that had to be
quarters inside!
done was the master rod AD.
This was sent out to Al Ball
at Antique Aero Engines,
and new knuckle pins were
installed, complying with
the AD. Other minor work
included new valve guides,
and a valve grind.
The pistons were also
modified for a new oil ring.
The Kinner oil ring is
notorious for allowing
a lot of blow-by due
to its poor design. The
R-55 has a 5" bore ,
the same as the Conti-
nental 0-470. Since
this oil ring is a much
better design, the pis-
tons were machined
to accept these rings.
This has been com-
mon practice for years
in the Kinner engines.
The pistons and pis-
ton pins were also
balanced to within . 1
gram of each other.
This really has a big
impact on smooth operation of the Kinner
engine. The Bendix mags and Holley 419
carburetor were also overhauled at this
time.
The next task was to get the fuselage
on the gear in order to hang the engine
and install all the interior components .
Before this could be accomplished, the
stub wings had to be re-skinned. This was
also accomplished with .032, 2024-T3
aluminum. The interior of the stub wings
was also painted with the flat finish epoxy
primer, and the exterior was sprayed with
orange/yellow Aerothane. The fuselage
was now able to be set on the gear, and
After the cockpit section was sprayed
on the inside, it came time to mate it with
the tail cone. In order to accomplish this,
the front edge of the tail cone had to be
crimped to allow it to fit into the cockpit
section . This was done with a rotary
crimp machine, and when mated together,
both pieces fit perfectly, much to my re-
lief! Before riveting these two halves
together, the entire fuselage had to be
rigged and aligned.
In June of 1995, an R-55 engine was
found in Wisconsin. Itwas completely dis-
assembled, which made inspection of the
parts easy. Itwas mostly complete, and ap-
peared to be in very good condition. A
price was agreed upon and brought home.
Thefuselagecock-
pitsection andtail
cone, whilestruc-
turallyokay, need-
edtobe re-skinned
iftheairplanewas
tobe restoredto
itsoriginalpol-
ished aluminum
finish.The oxidized
surfaceoftheskin
wouldnotpolish
outacceptably.
14 DECEMBER 1998
The baggage
compartment
is neatly
detailed, and
like the rest
of the fuse-
lage, the door
skin was
removed and
replaced
using alu-
minum spot
welding.
angle iron was used to temporarily
support the gear until the wings and
brace wires would be installed. A
new firewall was fabricated from
stainless steel and riveted in place,
and finally, in September of 1995, the
engine was instalIed.
Many of the interior components
were installed next, such as the
controls, instruments, brake lines,
and instrument lines. All of the
control rods and bellcranks had to
be fabricated from scratch. For
these, as well as many of the other
parts that had to be made, Ryan
factory drawings had to be ob-
tained from the Smithsonian
National Air & Space museum.
This proved to be an invaluable re-
source for these components which
are difficult, if not impossible, to
obtain. and had to be fabricated.
Most of 1997 was spent redo-
ing the wings. A closer inspection of the
wing thought to be nearly ready for cov-
ering revealed a few small cracks and
delamination in the spar. Since a new
spar had to be made for the other wing, it
was decided to replace both at the same
time. Sitka spruce was purchased and
new spars fabricated . The Ryan wing
uses wood for the front and rear spars,
aluminum ribs and steel drag/anti-drag
brace wires. All these metal components
Marty Heckman shows off his dad's handiwork on the completed tail cone, which, like the
cockpit section, has been completely re-skinned.
The forward 'pit of the PT-22 was the office
of the flight instructor, who could keep an
eye on the student using the large rear-view
mirror mounted on the right side of the
glareshield. By the way, the dark area in
front of the cockpits is not black, but a very
dark green known as "bronze green."
were stripped and epoxy primed.
Poly-Fiber P-103 was used to cover the
wings, and it was fmished with Poly-Tone
for an authentic-looking finish. Minimal
amounts of silver and color were applied.
No attempt was made to hide the tapes or
the weave of the fabric, since this would
not have been normal practice when the
aircraft was produced. National insignias
and U.S. Army graphics were laid out by
hand according to the Ryan drawings. AlI
the other control surfaces were then
painted with the same process. The paint-
ing was completed in October 1997.
The remainder of 1997 an early 1998
was spent finishing all the small details and
assembly. This included installing the gas
tank, exhaust, control cables, and riveting
on the belly skin. A considerable amount
of time was spent on the cowling. The
cowling consists of five nose pieces and
four accessory pieces. All five nose pieces
and two of the accessory pieces came with
the aircraft. The five nose pieces were dam-
aged, but were able to be smoothed out
with an English Wheel. Thank goodness
VINTAGE AIRPLANE 15
The rugged "knee-link" landing gear of
the PT series was meant to take the pun-
ishment of many Army Air Corps and Navy
student pilots.
they were salvageable, since Ryan cowling
is very difficult to find, and if you have
anything, even bad pieces, finding some-
thing better is almost impossible. The two
accessory pieces (top and bottom) were
also usable after a lot of smoothing with a
hammer and dolly, and an English Wheel.
The two side pieces were made from
scratch with the English Wheel.
On April 23, 1998 the aircraft was
moved to the airport hangar for final as-
sem bl y. The wings were installed and
rigged, and was accomplished using an
electronic level which read to within .1 de-
gree. The final rigging was checked with a
water level from wing tip to wing tip and
both water lines lined up exactly!
It was then time to try the engine for the
first time. After servicing the spark plugs,
and putting in oil and gas the engine
PT-22. In fact, Ryan even has drawings to
show how to accomplish this. The aircraft
also had to be signed off with a 100 hour
inspection prior to the FAA performing a
conformity inspection and issuing the air-
worthiness certificate. The FAA arrived
on May 5, 1998 and after about two hours
of inspection, the inspector blessed the
Ryan with its first airworthiness certificate
after about 52 years!
The next day was scheduled to be
the big one - the first flight. Mike
Wilson, a noted PT-22 and warbird pi-
lot, who incidentally trained in these
aircraft during WW-II, came from
Cedar Rapids, IA for the test flight. Af-
ter carefully checking things over for a
good portion of the day and fixing a
brake problem, the PT was taxi tested.
Everything looked good, and Mike
came back and said, " Put the cowling
on, she's ready to fly ." At exactly 4:30
p.m. the wheels left the ground. Mike
flew around for about a half an hour per-
forming various maneuvers and
landings. He came back and reported
that the aircraft performed flawlessly! I
then crawled in for a few landings and a
checkout. Everything went fine, and I
spent the next day flying solo and giving
a few rides after I felt comfortable.
The remainder of the time prior to
Oshkosh, which was to be it's big debut,
was spent doing some final paint work and
much cleaning and detail. The majority of
the graphics on the Ryan PT-22 were origi-
nally water transfer decals. Drawings of
these from the Smithsonian were obtained
and artwork was made. These decals were
then silk-screened onto the water transfer
film. Ryan also used rubber approval
stamps on different components and as-
semblies. These were also accurately
reproduced and used throughout.
A special thanks to the members of
the National Ryan Club, my friends from
the Dixon, IL area, and all of my family,
including Cindy, my wife, and my two
children, Marty and Melanie. Last but
not least, thanks to Mike Wilson. The
unselfish help of all of these peopl e is
truly appreciated.
Greg mentioned he found help in some
ofthe most unlikely places, such as the
baggage compartment. The lacing clips on
thefabric compartment lookedjust like
shoe lacing clips, so he went down to the
local shoe repair place and inquired about
the clips. Sure enough, they were the same
type, and the fellow behind the counter at
Modern Shoe Shop there in Dixon came
up with some new ones, and even lent
Greg the tool so he could properly crimp
the clips in place.
Greg's attention detail, which earned
him and the Ryan the Grand Champion
Antique Lindy trophy at EAA AirVenture
'98, could be viewed as an extension ofhis
professional life. A mechanical engineer,
Greg is the head ofproduct development
at Ray nor Doors in Dixon. Prior to the
Ryan, he had done work restoring North
American T-28s, and he restored a Cessna
140, which he sold to restore the PT-22.
He says he can 't get enough ofrestoring
old aircraft, and wouldn 't mind doing it
fit/I time for a living some day. With work-
manship like that shown on the PT-22, it's
a pretty safe bet he 'd do velJ' well it that
line ofwork. .....
started on May 18, 1998 after two flips The Kinner R-540-1 (R-55) engine of 160 hp dominates this view of the PT-22, and is topped off
of the prop. (There is no starter or e1ec- with a newly built Sensenich propeller, which duplicates the Sensenich prop originally installed.
trical system.) The engine ran perfectly LEE ANN ABRAMS
and finally ran out of gas after about 45
minutes. After putting in more gas, the
engine would not refire, and it couldn't
be restarted. It was discovered that the
accelerator pump was not working,
therefore the engine could not be primed,
since there is no separate priming sys-
tem. The carburetor was removed,
disassembled, and the stuck accelerator
pump repaired. The next start and run
went perfectly.
The aircraft was then fully assem-
bled for weight and balance
computations. It was necessary to add
16 Ibs. of lead to the tail in order to
balance the airplane. This is normal
for the R-55 engine installation in the
16 DECEMBER 1998
Tom Trainor's
By Bob Pauley, H.G. Frautschy and Tom Trainor
T
oday the Aeronca Corporation
no longer bui lds airplanes, but
many of that company's early
products are still active and flying all
over the world. One of the most in-
formed experts on Aeronca airplanes,
and without a doubt "Mr. Aeronca"
in the Detroit, Michigan area, is Tom
Trainor, who was one of the original
members ofEAA Chapter 13. Tom
restored and test flew an Aeronca K,
but his interest in Aeronca products
goes back to the early 1950s when he
owned a C-3 model.
The history of the Aeronca Cor-
poration goes back over 40 years
when they brought out their first air-
plane. Aeronca was formed in
November 1928 and was incorpo-
rated under the laws of the state of
Ohio as the Aeronautical Corpora-
tion of America , hence the name
"Aeronca." Their approach was to
build and market a true light air-
plane that was a direct descendant of
the 1925 Roche Monop lane de-
signed by Jean A. Roche, a senior
aeronautica l engineer in the U.S.
Army Air Corps in Dayton, Ohio.
Roche sold his refined 1925 design
to the new company and production
was started in 1929 on the single-
place C-2 series.
The two-place C-3 series was
later added to the C-2 line, and both
types were the mainstay of the
Aeronca line until 1936 when the
two-place low-wing L-3 model was
introduced. Powered with either a
LeBlond 85 or the Warner 90, this
design was sold in large numbers
and a few are still around.
The C-3 stayed in production un-
til 1937 when the K model was
introduced with the same 2-cylinder
36 hp Aeronca engine that powered
the C-3 series. This powerplant later
was the 50 hp version. A total of
357 Aeronca K's were built.
Demand for more comfort, range
and instruments led to the famous
Chief series which first appeared in
1938 powered by the 50 hp Conti-
nental , Lycoming or Franklin series
of engines. A number of endurance
flights sparked sales for the Chief
and it was , and stil l is , a common
VINTAGE AIRPLANE 17
BOB PAULEY
sight at many airports. With the ad-
vent of the CPTP program, the
Aeronca plant stated turning out the
Defender series for use in that pro-
gram. They were sold to the U.S.
Army as the 0-58, later being redes-
ignated the L-3 series, and served
well in different theaters of the war.
During WW-II Aeronca also built
the Fairchild PT-23 and the Nordyn
Norseman under license.
Aeronca entered the postwar
market with an improved Chief of
all new design and the new Cham-
pion model , both of which were
18 DECEMBER 1998
very popular and stayed in produc-
tion for about five years . Also
developed and sold to the U.S.
Army was the L-16 series of liaison
aircraft, many of which served dur-
ing the Korean War. Later, they did
valuable work with the Civil Air
Patrol.
Aeronca also developed the Ar-
row, a low-wing, retractable landing
gear two-place airplane that never
went into production. Another
model was the Chum, a licensed
version of the Ercoupe with Aeronca
improvements, which appeared
about the time of the 1948 light-
plane slump and never saw
production. Aeronca cracked the
four-place market with the Sedan
which proved to be popular and is
most noted as a good float plane. In
the 1950s Aeronca turned to pro-
ducing parts for military aircraft as
a sub-contractor and sold rights to
the Champion series to Champion
Aircraft Company of Osceola, Wis-
consin. The modern day Decathlon
built by the American Champion
Company of Rochester , WI can
trace it's lineage all the way back
to the Aeronca C-
2 built so many
years ago.
Tom Trainor ' s
interest in Aeronca
products developed
after he had been
flying for a number
of years . Tom was
raised in Olivet ,
Michigan and went
to Western Michi-
gan University in
Kalamazoo where
he majored in edu-
cation but took
elective courses in
aviation mechan-
ics. He belonged
to the college flying club, the Sky
Broncos, and learned to fly with the
club in a 1939 Aeronca Chief. After
graduation, Tom moved to Lake-
view, Michigan where he taught
school. One day at Newaygo Air-
port Tom saw an Aeronca C-3
owned by Dick Black, and immedi-
ately acquired the urge to own one
himself. He eventually bought a C-
3 Razorback model in 1953 from a
man in Saginaw. At that time Tom
was working in the General Mo-
tor's Styling Department and lived
in Royal Oak so he kept his C-3 at
Big Beaver Airport. He flew the
airplane for about a year and during
that time experienced an engine
failure that forced him to land at the
LePere Airport. In his search for
parts to rebuild the engine and to
get the airplane back into the air,
Tom was led to a Mr. Houseman of
Wayland, Michigan, who had
bought out the complete Aeronca
engine inventory from the factory
in 1946. Instead of buying a few
parts, Tom bought the entire inventory that Houseman
owned, including over 20 engines, a large supply of
new parts and six Aeronca Model K's. Later ~ :rom
obtained the rights to the Approved Type Certificate
(ATC) for that engine and thus became the official
owner of the Aeronca engine business. Tom was then
able to rebuild the engine for his C-3 and continued to
fly and enjoy the airplane. Then, in 1955 he sold it to
the late Keith Hopkinson from Goderich, Ontario.
About the same period that Tom was flying his C-3
he attended some of the very first meetings at the old
Warren Airport that eventually resulted in the formation
of our EAA Chapter. When the charter was received
(top) Shown in March of
1975, the K performs well in
the cold later winter air on a
pair of Federal skis.
Tom Trainor (left), "Mr.
Aeronca K" and a man with
tons of knowledge about the
design and its engine, the
Aeronca 113.
making Chapter 13 an
official chapter, Tom
became a member and
remained in our chapter
until the formation of
Chapter 194 in 1964,
which he joined because
they meet closer to his
home. He has remained
an active EAA member
since those early forma-
tive days and holds EAA
number 1379.
Having sold the C-3 ,
Tom was without an air-
plane so he decided to
rebuild one of the six Aeronca K's he had acquired with
the engine deal. Tom selected one at random which
turned out to be the very last Aeronca K built, SIN K-
357. This K had been built in April 1939 on special
order, one full year after production had stopped on the
K in favor of the Chief. Tom started his restoration in
1961 by completely stripping the airframe to the bare
tubing and starting from that point on. It was completely
rebuilt from the sandblasted tubing up. The wing spars
and most of the wing hardware were original but one
spare in each wing had to be spliced and all of the wing
ribs were newly made plus a new leading edge. During
the rebuilding process Tom added several "factory-op-
VINTAGE AIRPLANE 19
tional" items to his K, such as a
door on the left side and a 5 gallon
auxiliary fuel tank located behind
the seats.
The Aeronca K has a wing span
of 36', a length of 20' 7" and an
empty weight of 645 pounds. Pow-
erplant is an Aeronca E-113CD
two-cylinder air cooled engine
putting out 42 hp at 2540 rpm. Fuel
consumption is a mere 3 gallons per
hour! Performance figures listed for
the K give a top speed of 90 mph, a
20 DECEMBER 1998
cruising speed of 80 and a rate of
climb of 450 fpm. The K stalls at 35
and has a glide ratio of 10: 1.
Tom Trainor's Aeronca K, beau-
tifully restored in its original
gleaming Loening yellow with
black trim and carrying FAA regis-
tration N-22338, was flown by him
for the first time from Oakland-
Orion Airport (Allen Airport) on
July 20, 1969. He later sold it, and
the rest of his Aeronca inventory to
Andy Anderson of Missouri .
After retIrIng from the
product planning and devel-
opment staff in the
engineering department of
Chrysler Corporation, Tom's
phone rang one day in 1987
with a call from a man who
offered to sell him the same
K he had restored so many
years before. Tom's son,
Todd thought buying it back
was a great idea, so the two
started on the restoration to-
gether. When it came time to
re-register it with the FAA,
Tom was surprised to learn
that he was still the regis-
tered owner, as far as the
FAA was concerned - none
of the previous four owners
had bothered to register it
with the FAA!
With Todd in college at
the time, Tom got to work
on the framework, and did a
ground up restoration again,
this time replacing or repair-
ing the wood ribs and
fuselage wood fairing struc-
ture. Todd was able to help
when he could, and was able
to accompany his dad to Ohio
in 1994.
After restoring the K, it
won the Grand Champion
Antique award at the 7th Na-
tional Aeronca Association
Convention June 12,1994 in
Middletown, Ohio. Tom en-
joyed the K for a number of
years, and then he made a
trade with the EAA Aviation
Foundation. In return for an
unflyable Aeronca K the
Foundation owned, Tom do-
nated his restored K, which
can now be seen at EAA's
Pioneer Airport. He's now
been hard at work restoring
this K.
Tom is also quite active on the
world wide web. He and his son
Todd administer a web site at
http://aeronca.com. Included at
aeronca.com is the most complete
list available of Aeronca K air-
craft and their owners, as well as
notes on their current condition,
and plenty of other Aeronca infor-
mation on their early aircraft and
the Aeronca 113 engine. ...
Type Club
NOTES
by H.G. Frautschy
Compiledfrom various type club
publications &newsletters
MOTH TIE RODS
REVISITED
In the article entitled "Moth Tie
Rods" published in the September
1998 issue of Vintage Airplane, there
is an introductory paragraph which
deals with the suspension of aero-
batic flight in the UK for DH Moth
biplanes, and links it with an accident
in Australia. We' ve been informed by
both the US and UK Moth clubs that
the Australian accident and the cur-
rent technical issue concerning the tie
rods are unrelated incidents, and no
link is to be made between the two
incidents. In fact, the tie rods became
a concern only after a routine inspec-
tion of a Moth turned up a sheared tie
rod at its location with the spar at-
tachment fitting . The Australian
aircraft crash is still being investi-
gated, but preliminary investigation
points to a different structural failure
mode related to the particular air-
craft's maintenance history.
In the current issue of "Moth Mi-
nor," the News update from the
deHavilland Moth Club of the UK,
the following item was published
with regard to TNS 32, which deals
with the issue of the aerobatic limita-
tions.
"The deHavilland Moth Club' s
Technical Support Group is continu-
ing to work closely with British
Aerospace MBU, Chadderton, on is-
sue 2 ofTNS 32, the document which
will lift the current limitat ions im-
posed on intentional spinning and
aerobatics. Some aspects of what was
believed to have been the final draft
of the document approved by deHMC
subject to a number of clarifying
amendments, appears to have been
rethought by British Aerospace and
become subject for further discussion
within the MBU at Chadderton. Al-
though a final decision is thought to
be imminent, notification may be re-
ceived too late for inclusion with this
distribution.
"Members of the Technical Sup-
port Group have worked long and
hard in an effort to wring out the best
and most appropriate solutions to the
problem, and will continue to moni-
tor the situation on behalf of all
owner-members."
Once again, we'd like to stress that
the current aerobatic limitations in ef-
fect in the UK and the inspection of
fuselage tie rods are unrelated to the
accident in Australia.
From Michael Maniatis, the
Chairman of the DH Moth Club
(U.S.) we have this recent letter:
"As a follow up to the previous ar-
ticle on Moth Tie Rods, there have
been some addition developments.
"The crash of the Australian Tiger
Moth mentioned was not caused by
tie rod failure. The accident is still
under investigation, but the restric-
tion on aerobatics has been lifted in
Australia. The restriction on aerobat-
ics is still in effect in England because
faulty tie rods have been discovered
in at least one aircraft there. In the
USA a special Airworthiness Infor-
mation Bulletin was issued (No.
ACE-938-39) in July 1998 which
recommends, not requires:
'owners/ operators ofDH-82A and
DH83 Moth airplanes replace the lat-
eral tie rods and inspect the span joint
fittings as detailed in item I of the
Accomplishment Instructions of
British Aerospace Technical News
sheet No. 29.)
Copies ofTNS 29 can be obtained
by writing British Aerospace, the
Moth Club of England or Moth Club
in the USA. Also, this information
has been made available to EAA In-
formation Services."
Here's the text of the FAA's SAIB:
INTRODUCTION
The purpose of this Special Air-
worthiness Information Bulletin
(SAlB) is to inform registered own-
ers/operators ofdeHavilland DH 82A
and DH 83 Moth aircraft ofa failure
ofthe aft lateral fuselage tie rod.
BACKGROUND
Britis h Aerospace r eports that
during routine maintenance on a DH
82 aircraft, it was discovered the aft
lateralfilselage tie rod had sheared
VINTAGE AIRPLANE 21
at the spar attachment fitting. The
failure was found to be the result of
fatigue cracking at the threaded root
of the rod. Th e same inspection
found the forward lateral tie rod had
been distorted. The distorted tie rod
had been fabricatedfrom material of
an incorrect specification which had
a lower tens ile strength and may
have contributed to the failure ofthe
aft tie rod.
RECOMMENDATION
The FAA is recommending, but
not requiring, that owners/operators
ofdeHavilland DH 82A and DH 83
Moth airplanes replace the lateral
ti e rods and insp ect the spar joint
fittings as detailed by Item I of the
Accomplis hment Instructions of
British Aerospace Techni cal News
Sheet CT (Moth) No. 29. Item 2 of
the Accomplishment Ins tructions
provides the inspection procedure
that should be followed during an
annual inspection or after a heavy
landing.
Copies of Technical News Sheet
CT (Moth) No. 29 Issue 1 can be
obtained from British Aerospace
Military Aircraft and Aeros truc-
tures, Ltd., Chadderton Site,
Greengate, Middleton, Manchester,
M24 ISA, England.
For furth er information contact,
Roger P. Chudy, FAA , Small Air-
plane Directorate, ACE-112, 1201
Walnut, Ste. 900, Kansas City, MO
64106, telephone 816/426-6934, Fax
816/426-2169.
FROM THE CESSNA 170
NEWSLETTER, "FLYPAPER"
Question: I'd like to know the
pros and cons of using 100 LL vs .
auto fuel in an 0-300 Continental. I
know there is a cost, and also valve
guides are not gummed up and stick-
ing. What about power, engine life,
plug life, oil breakdown. I'm sure
you can add many more areas of
consideration.
Eugene Briggs
Colorado
Answer: The 0-300 does not like
a steady diet of 100LL. It has way
too much lead for this old of an en-
gine. It 's hard on valves , valve
22 DECEMBER 1998
guides and , when there is an excess
of this much lead, it gets into the oil
and causes the valves to stick. I have
found a good solution that works for
me and my 0-300 in 26 Delta.
100LL had four times the amount of
lead as the old 80-87 aviation fuel,
so I mix one gallon of 100LL with 3
gallons of unleaded regular car gas
and this gives you the same lead
content as the old 80-87. By doing
this the mixture has enough lead for
lubrication, but not too much to
cause the valve sticking and oil cont-
amination. Also the octane rating
would be higher than the 80-87 but
lower than 100LL, therefore better
for your engine. I now have 1900+
hours on my 0-300 since overhaul
and have not had any problems
whatsoever. Plug life is excellent.
The other recommendation is to have
a filter on your engine and change
the oil at 25 hour intervals. The
cylinder head temp will be about 15-
25 F cooler with auto fuel than
100LL. In the winter you will proba-
bly want to use more 100LL as it
will start easier, especially when you
don't preheat.
Bob Coats
Missouri
Question: We own a ' 51 170A.
We have trouble with gas not flow-
ing evenly from tank to tank. We run
it with the valve in the BOTH posi-
tion but the gas depletes from the
right tank quite rapidly leaving the
left tank at 3/ 4 when the right tank
reads 114. We have replaced both
gas caps (both vented) and replaced
the air vent breather pipe that comes
out of the left tank. We have not
monkeyed around with the valve yet.
What can we do?
Don Lang
Washington
Answer: Assuming that all lines
are free from obstructions and the
fuel valve is working properly (this
is a very simple valve and there's
not much to go wrong with it; how-
ever, there are some seals in it), you
may want to look at the rigging of
the aircraft. If it is flying in a slight
skid, it causes fuel to flow from one
tank or the other, depending on
which way it's skidding. Sounds to
me like you may be flying with a
slight left skid. It doesn't take much
to allow one tank to drain faster than
the other. One other possibility,
without knowing all the details, is
the tank actually draining faster or
do you possibly have a malfunction-
ing fuel float/indicator?
Ed Booth
Kansas
FROM THE EASTERN
CESSNA 190/195 ASSOCIATION
NEWSLETTER
ENGINE OIL: Roger Currier
called from Maine about the last
newsletter where Tom Engers told
about the [experience he was having
with] the Phillips 25-60 oil. Roger
had used it in all his airplanes (3
195s, two on floats, a Beaver, a
Cessna 180 and others) for over 10
years. He likes it better than the
straight grade oils and even breaks
his overhauls in on it right from the
start. He does disagree, however, *
on the less oil on start. When cold,
the viscosity is less than 40 or 50
weight, and tends to run down the
valve guides on Nos. 4 and 5 cylin-
ders more than with single viscosity
oils. He generally stops his engine
with a piston down in the head on
Nos . 4 and 5 so that the cylinder
does not fill with oil, bit still some-
times has to remove a spark plug.
His average consumption is about a
quart an hour. A little less on long
hops and a little more on his short,
112 hour sight seeing flights .
*Cliff Crabs, th e editor of th e
newsletter, had similar comments of
disagreement on this point from
Dave Cole and several others saying
they s ee more oil down the valve
guides with the multi viscosity oils.
So, ifyour valve guides are work,
multi-viscosity oil may not be a great
idea unless you have the drain valves
on the No.4 and 5 inlets.
FROM THE 170 NEWS, PUB-
LISHED BY THE INTERNATIONAL
CESSNA 170 ASSOC.
FUELING SAFETY
By Joseph Neff
Many pilot s refuel their own
planes without realizing the signifi-
cant fire risk from static electricity
buildup that culminates in a spark
discharge that ignites the gasoline va-
pors. This fire risk applies to any
fueling operation of aircraft, portable
fuel cans, autos, lawn mowers or mo-
torcycles, unless grounding
precautions are taken.
As early as 600 BC the Greeks
knew that amber rubbed with wool
acquired a charge which they called
elektron, meaning amber. Today we
know that a charge is imparted to any
solid material by rubbing it with an-
other material. Thus an airplane or
auto becomes charged during its mo-
tion through the air, in much the same
way a comb is electrified by passing
through dry hair. Intimate contact is
all that is needed to give rise to an
electric charge . Rubbing merely
serves to bring many points in con-
tact. Grounding discharges the
electrical charge.
Fueling safety related to static
electricity spark discharge is
achieved at auto service stations be-
cause of special grounded pumps,
fuel tanks and hoses. The fuel hose
has ground wires embedded in the
hose . This same safety can be
achieved on aircraft refueling from a
mobile truck or stationary fuel island,
if both the aircraft and the fuel truck
are grounded. How often does this
occur? Fire code compliance assures
safety when fueling cars or commer-
cial aircraft, but fire safety is
frequently ignored by general avia-
tion owner/operators.
Gasoline is an electrically insulat-
ing fluid that will absorb a surface
static charge from the fluid motion
through a plastic or metal funnel.
This is the same static electricity and
spark discharge that occurs when we
shuffle our feet over a carpet and
give someone a loving spark. Be-
cause the gasoline, during aircraft
refueling, is both electrically insulat-
ing and flowing rapidly, the inserted
electrical static charge remains until
it is discharged to ground. The power
is only a few hundredths of a watt,
but the potential can be a thousand
volts. When sufficient charge poten-
tial exists between the flowing
gasoline and ground, the discharge
can create a 2000 F spark. The spark
discharge incident is random and
cannot be predicted. The variables of
static electricity generation includes
liquid properties, impurities, humid-
ity, temperature, fuel flow rate, and
the amount of fluid/ air turbulence
during the refueling. None of this can
be predicted. The variables of static
electricity generation includes liquid
properties, impurities, humidity, tem-
perature, fuel flow rate , and the
amount of fluid/air turbulence during
the refueling.
Again, none of this can be pre-
dicted, hence the randomness of
aircraft refueling and de-fueling fires.
The precaution that can be taken is to
ground the components involved in
fueling or de-fueling - the aircraft
fuel tank, the funnel, and the fuel
container - to prevent formation of
the charge potential and a spark dis-
charge. A spark cannot occur when
the components of the fueling system
are grounded. With the 1980's STC
authorization to refuel our own air-
craft with autogas, it is now a
common practice to use plastic fuel
containers and funnels to transfer the
fuel to our aircraft. Plastics are insu-
lators (nonconductors) and can
increase static electricity generation
and fire hazard, because they are dif-
ficult to ground.
Gasoline, with its high vapor pres-
sure, is designed to easily mix with
air, in a carburetor, to support com-
bustion and power our various
vehicles . This ease of vaporization
makes gasoline dangerous, as the va-
por above the liquid fuel is flarnnlable
at ambient temperatures as low as -
45F. We call this temperature, at
which a material will produce a flam-
mable vapor, the flash point. For
kerosene, this flash point is between
95-145 F, for petroleum based hy-
draulic fluids it is 195. Jet A fuel is
between 105-140, and for engine oil
it is 437F.
The vapors from these various
flammable fuels will bum if an igni-
tion source of adequate temperature
is available. That can be an electrical
or static spark, a hot surface such as
an exhaust manifold, or resistance
heat from a short circuit or a loose
electrical connection. A vgas has an
ignition temperature of 825-960, de-
pending on its refining process. The
range for kerosene is 400-480, for
hydraulic fluid it is 437, for Jet A it
is 435-480 and for engine oil it is
440-480.
In theory, an exactly correct mix-
ture of fuel vapor and oxygen would
be called a stoichiometric mixture
and it would result in a complete and
perfect reaction. There would be no
smoke by-products. For gasoline, the
perfect mixture is about 15 lbs. of air
per pound of fuel. Surrounding this
perfect mixture is a range of upper
and lower flammability limits. Above
the upper limit , the mixture is too
rich to bum. Below the lower limit, it
is too lean to bum. When an aircraft
is refueled, some areas of the vapor
above the fuel tank will be too rich to
burn and some will be too lean, but
somewhere in the vicinity of the fuel
container, the fuel funnel , and the
space where we are observing the re-
fueling event, the mixture will be just
right for combustion should a static
spark randomly discharge. We are
only human and can't predict when
that will occur but we do know it
does occur as evidence by the multi-
ple occasions yearly.
The initial fire from gasoline igni-
tion is called deflagation, or one step
down from an explosion. Hence ,
there is little change to escape human
bum damage. The subsonic gaseous
combustion results in intense heat
and light , and possibly a low level
shock wave. This initial "fireball" is
followed by less intense burning of
the vapors from boiling of the liquid
gasoline.
A spark from a static electric dis-
charge or from an electrical short
circuit is about 2000F, more than
enough temperature to ignite the va-
pors between the fuel container, the
funnel, and the aircraft fuel tank. Fire
is essentially an oxidation reaction.
For fire to occur four conditions must
exist - there must be combustible
materials; there must be an oxidizer
(air); ignition is needed at a tempera-
ture exceeding the ignition
temperature of the vapor; and enough
heat must continue to sustain the re-
VINTAGE AIRPLANE 23
action. Gasoline with its high vapor
pressure is an excellent fire material
because it vaporizes at a low temper-
ature and is easy to ignite. Those of
you who have used gasoline to start
a fire know how rapidly the gasoline
vapor fireball progresses. The air
surrounding the liquid and vapor
fuel is more than sufficient to pro-
vide the oxygen. The discharge of a
static electricity spark, generated by
the flowing gasoline, is more than
adequate to ignite the fuel vapors.
Once ignited, the fire will continue
until all of the gasoline is consumed
or the fire is inhibited with a fire ex-
tinguishing agent, such as halon or
carbon dioxide in powder or gaseous
form, which acts to displace the oxy-
gen in the air. It is the vapor of the
gasoline that is burning, and not the
remaining liquid bulk. The fire heat
keeps the fire burning by vaporizing
the remaining liquid fuel. Even fiber-
glass epoxies, plastics and rubber
will bum at 200-500F, as the mater-
ial is vaporized from an adjoining
fire or heat source.
What can we do to improve fire
safety during aircraft fueling and de-
fueling? the National Fire Protection
Standard for Aircraft fuel Servicing,
NFPA407, provides some excellent
guidelines. The preferred choice is
to use metal cans and metal funnels
as they are easier to ground. This ap-
plies to fueling the containers from a
service station gasoline pump or
when pouring fuel from the contain-
ers to the aircraft fuel tank. First of
all, we'll need to make a "Y" shaped
grounding cable. Splice in about a 4'
length of stranded electrical cable to
the middle of an 8' length of cable,
with alligator clips at the three ends.
Lamp cord is adequate for this "Y"
grounding cable - keep it as short
as possible. A separate 12' long
ground cable, with alligator clips at
each end, is needed to connect the
aircraft metal frame to a good
ground.
If the fuel can and nozzle are
metal, attach one end of the "Y" ca-
ble to the funnel, one end to the
aircraft metal structure, and one end
to the fuel can. If the aircraft is com-
posite or wooden, then the
24 DECEMBER 1998
connection will need to be direct to
the fuel tank. For added safety, also
ground the metal aircraft to the
tiedown metal fixture in the ground,
not to the loose tiedown ring. For
filling a metal fuel can, attach one
end of the "Y" cable to the service
station fuel nozzle, one end to the
fuel can, and one end of the "Y" ca-
ble to the funnel, if used. The bond
has to be intimately maintained dur-
ing the fueling process, to ensure a
continuous grounding that prevents
the formation of an electrical charge.
When the service station fueling of
the portable cans is complete, stop
the flow, withdraw the nozzle and
put it away, withdraw the funnel,
cap the portable fuel can, and dis-
connect the "Y" cable from the
funnel, then from the nozzle and
then the can. Similarly, when air-
craft fueling is complete, close the
aircraft fuel cap before disconnect-
ing the ground straps.
The grounding gets more difficult
with plastic fuel cans and funnels
since they are insulators or non-con-
ductive. Stuff metal screening inside
the plastic containers and separate
funnel, if used. The metal screening
should be connected to a static
ground that comes out through the
filler neck. It should be possible to
place the a lli gator clip of the "Y"
ground connection on the wire con-
nection from the metal screening.
It's good practice to have a fire
extinguisher handy when refueling
an aircraft. Also, never have an open
flame near an aircraft. The flamma-
ble vapors from an aircraft fuel
system leak, or from a refueling op-
eration, can migrate multiple feet
from the aircraft.
MUD DAUBER CONTROL
By Gary Coll ins
These wasps like to build nests of
mud inside airplanes. After spending
several hours cleaning mud out of
my left elevator, I was determined to
prevent them from getting inside the
plane. I mentioned the problem to
the owner of the strip where I keep
my plane. He told a story of a time
he carefully collected the mud from
the inside of a Cub as the fabric was
removed in preparation for recover-
ing. The mud weighed 17 Ibs! Could
this be one of the reasons the planes
gain weight with time?
The wasps enter planes primarily
through lightning holes and control
openings. I closed the lightning holes
on the elevator horns and rudder
with aluminum tape . But there are
certain areas you cannot tape shut.
I cut a "No Pest Strip" into eight
small strips and attached 12" red rib-
bons to them with safety wire. These
strips are stored in the plane in a
plastic bag while flying, and in-
stalled in the following locations
when parked:
I. Left cabin air source opening.
2. Right cabin air source opening.
3. Left wing in flap actuation rod
opening.
4. Right wing in flap actuation rod
opening.
5. Right elevator in trim actuator
opening.
6. Left elevator in trim actuator
opemng.
7. Rear fuselage in elevator con-
trol rod opening.
8. Upper rudder hinge opening.
Bend the safety wire so the strip is
inside the plane and the ribbon is
outside. The active ingredient in the
No Pest Strip diffuses into the adja-
cent area and keeps the wasps out. I
did not find a mud dauber nest in the
plane last summer using this system.
My plane is kept in an open hangar
in southern Ohio where it gets some
wind protection. You might have to
experiment with the ribbon length
and how to better anchor the safety
wire if you park outside. It's impor-
tant to use the ribbons to remind
yourself to remove the strips before
you fly.
I have since found a new mud
dauber nest in the outboard end of
the left flap. I may need to cover the
lightning holes in the flaps, or place
a No Pest Strip in that location. It is
a battle worth fighting since the mud
is not only heavy, it holds moisture
and promotes corrosion of the alu-
minum structure. ...
Thanks to Dave Keen of Fort Myers, FL we can keep
FJecemberMysteryPlane
the "big airplane" Mystery Plane string running. He
says the shot was taken by his father in Miami, FL.
To be included in the March issue of Vintage Airplane,
your answer needs to in to the Vintage Airplane
office no later than January 28, 1998.
Our September Mystery Plane was
not too difficult for a number of you.
Larry Knechtel, Seattle, W A sent in
this response:
The September1998 MysteryPlaneis
theKeystone "Patrician"builtin 1928 by
theKeystoneAircraftCorporationof
Bristol, PA.
Atthetimeitwasbuilt,thePatrician
was thelargesttransportin the United
States.It wasalsothemostefficient,
safest,fastestandmostcomfortable;yet,
itdidn'tsell.Likesomanyothergoodair-
planesofthatera,itwasdonein bythe
GreatDepression.
DesignofthePatrician began in early
1928. Thefinal18 passengerproduct
achievedatopspeedof 151 mphanda
cruisespeedof 130mph. Poweredby
WrightCycloneenginesof575 hpeach.
thePatricianrepresentedthecurrentstate
oftheart.
Thefirstflighttookplaceon 8 Novem-
ber1928, withKenneth H. Fraseraspilot
andLt.EdwinMcReynoldsoftheArmy
AirCorpsascopilot. Latertestflights
weremadebyClarenceChamberlainand
GeorgeHalderman. Onlyafewminor
changes wereindicatedandthePatrician
ModelK-78waspronouncedahugesuc-
cess.Keystoneofficialsplannedto host
KeystoneK-78Patrician
an elaboratechristen-
by H.C. Frautschy
ingceremonyearlyin
Decemberforbankers
andaviation leaders.
Charles Lindbergh
hadacceptedan invitation to cometo
BristolandflytheK-78duringthecere-
monies.Allfestivitieswerecanceled
when theplanecaughtfire andwasde-
stroyedthedaybeforethebigeventwas
to takeplace.
Atthetimeofthefire,Keystonehad
threemoreplanesunderconstruction.
Oneofthese, alongwith theremainsfrom
thefire, wereusedtoproduceanother
prototype. This airplanewasgiven the
sameregistrationnumberastheoriginal
airplane, whichhasledtosomeconfusion
aboutthetotalnumberofPatriciansbuilt.
The recordsshowthree, butactuallyfour
werebuiltandflown. Thefirstairplane
wasdesignatedastheModel 78; theNo.2
airplane(the rebuiltprototype) wasthe
Model 78-B. ThefirstproductionPatri-
cian wastheModel 78-CandtheNo.4
airplanewastheModel 78-D.
The No.2 airplane was finished
quicklyandafterafewsuccessfultest
flights itbeganatranscontinentaltourto
demonstrateitsperformanceandreliabil-
ityto aviationofficialsandto thepublic.
Thepilotforthis
tourwas Capt. St.
ClairStreet, Chief
oftheFlight Test
Branch of the
Army,who wason
special leave to
makethetrip.
ThePatrician
setanewworld's
payloadrecordon
16March 1929 in
Los Angeles by
carryingatotalof
36peopleto an altitudeof10,200feet in
just25 minutes. Thepreviousrecordof
34peoplewas heldbyaGerman Dornier
flyingboat.
CharlesLindberghflewtheK-78-Bto
Oaklandaspartofthistour. He was very
impressedandasaresultanorderwas
placedbyT.A. T. fortheNo.4airplane.
Economicconditionsturnedsourandthe
airplanewasneverdelivered.
Oneday, thebrakesfailedon theK-
78-B andtheentireairplaneendedupin
aholebeingexcavatedfortheterminal
buildingatBoston'sLoganAirport.
The specificationsforthePatrician
are: length 63 ft .;span88ft.;height13
fl .;tread19fl., 6 in.; emptyweight8,925
lbs (10,200 lbs withP& WHornets);
gross weight15,315 lbs; (J6, 600lbswith
Hornets); stallspeed59 mph (65 mph
withHornets); andrange 780miles(450
mileswithHornets).
Larry Knechtel
AlC 17648
Other answers were received from :
Jake Dewan, Towanda, P A; Frank Go-
bel, Joliet, IL; Marty Eisenmann, Alta
Lorna, CA; Ken Brugh, Jr., Roaring
Gap, NC; Roger Miller, Middletown,
OH; Kaz Grevera , Sunnyvale, CA;
Richard Sanders Allen, Lewiston, TO;
(who pointed out that the Patrician in the
photo is most likely NCION, which was
owned in 1933-36 by Becker-Forner
Flight Service, Jackson, MT); Bill
Rogers, Jacksonville, FL; William Knox,
Woodstock, GA; Joan Beebe, White
Stone, VA; Peter Bowers, Seattle, WA;
John Fink, Charlottesville, VA, and Don
Toeppen, Sun City West, AZ.
VINTAGE AIRPLANE 25
Greetings, Buck!
Another circle was completed on
Sunday (10111/98) when I flew the
little C-3 reproduction from Brod-
head to the Funny Farm (C-3
Mecca).
Mehlin navigated like a pro and
brother Joe flew escort in the Model
A Aircamper. This long held fantasy
included circling over locomotives
at the Illinois Railroad Museum and
a great time was had by all.
Thanks for the decades of help,
encouragement and indulgence. My
only regret is that you had "gone
fishin'" and weren't around to help
celebrate our ' triumph. '
With sincere gratitude,
Gary Kamer
Glenview,IL
P.S. How much do lowe you for
the gasoline?
Here's Gary's "Aeroncopy," a
C-3 replica he built over the past
years. He used alot of measure-
ments and photos from my C-3 to
help him build his beautiful
replica, which uses a Continental
A-65 for power. It's so cute, it even
uses an exhaust stack that looks
just like the original!
The Aircamper is great looking
as well, and looks good and light,
without a lot of paint and extra
stuff. Glad I could help!
Dear Buck,
As you have had a lot experience
flying a number of different air-
planes over the years, I would like to
PaSSitto
Bucl{
by E.E. "Buck" Hilbert
EM #21 Ale #5
P.O. Box 424, Union, IL 60180
26 DECEMBER 1998
ask you a question about cockpit
layout. Here's some background to
the question:
First, for the last 26 years I have
been flying a Piper Cub. Right hand
on the stick, left hand on the throttle.
Since I'm right-handed, this config-
uration works out fine and feels
almost instinctive.
Second, I'm building a Stoddard-
Hamilton GlaStar with the intention
of configuring it as a taildragger.
GlaStars are equipped with sticks,
but the throttle is positioned in the
center of the panel and the seating
arrangement is side-by-side.
Third, I plan to keep the Cub (it's
family!) so there will be a lot to
switching back and forth between
the two.
The question is, where would you
put the PIC in the GlaStar: right or
left seat? My inclination is to set up
the GlaStar to be flown from the
right seat. Safety is the main concern
- flying from the right avoids po-
tential confusion when moving
between Cub and GlaStar about
which-hand -is-supposed-to-be-do-
ing-what , especially in crosswind
landings. On the other hand, many
great old stick-and-rudder planes
like the Fairchild 24 are flown from
the left seat, so there must be some
advantage to flying from that side.
During a GlaStar demo flight in Ar-
lington, WA, I deliberately flew
from the right side; it was a little
odd, at first, remembering many
Cherokee 140 hours flown years ago
while getting a license and some rat-
ings, but control coordination and
"feel" seemed natural.
I would really appreciate your
opinion. Over to you, Buck . ..
Bruce Wolfe
5725 Hillcrest Rd.
Downers Grove, IL 60516
630/852-5812
EAA 153232, AlC 6195
Well , to tell you the truth, it does-
n't really matter to me. Switching
back and forth has never been a
problem, but if you insist, I'd rig up
the throttle with a pair of controls in
the cockpit running through the fire-
wall to a bell crank with a single rod
running to the throttle lever on the
carbo That way, you can place both
throttle controls wherever you feel
most comfortable, and it will be the
same for both people in the airplane.
But I'd wager you'd probably do
okay flying with your left hand and
throttling with your right. Most peo-
ple adapt just fine to it. Just ask
H.G., our switch hitting editor .. .
Bruce, I've had to switch back
and forth all my flying career, and
I'm the most left handed person
you'll ever meet. I do everything left
handed, but for some silly reason, I
can switch back and forth flying
with either hand, and I don' t notice
any difference in how I handle the
airplane (enough of the snickering
from the peanut gallery, thank you!).
Tfly the Sedan and the EAA GlaStar
with the throttle in the middle and
me on the left, but the Champ and
the Cub are flown with my right
hand, and I really don't feel any dif-
ference! If it makes you nervous,
get some dual in the left seat of a
Cessna 150. Don't think about it too
hard, and in a few landings, you'll
hardly notice any thing different
about flying from the left side, as far
as the throttle and stick are con-
cerned. For some, most of the
problem comes from the change in
perspective, from being on the cen-
terline to being off to one side. When
a new flight instructor is going
through his first hours of training, it
takes a few hours for them to get
used to sitting on the right side of a
side-by-side airplane.-HGF
That s it from H. G. and I - any-
body else care to add their two
cents worth?
Dear Buck,
I'm rather slow in writing but per-
haps better late than never.
In the June '98
Vintage Airplane
"Doc" Roy's name
caught my eye in
your column. And
below that, I see the
old Aggie "A" in
the background of
the picture. The
field described by
Mr. Osborne was
later to become
Christman Field,
owned by Colorado
State University.
Prior to that it was Colorado A&M
College. The A represented the Agri-
culture part of the name - Colorado
Agriculture and Mechanical Arts
College.
I'm enclosing a photo developed
in 1940 of my three brothers and a
friend playing in the remains of an
old Eaglerock. It had belonged to a
Mr. Cowan. He and his daughter
were lucky to get it on the ground
for they had an inflight fire a couple
years previous to this picture.
A Mr. Clarence Froid also had an
Eaglerock about the same time. They
were kept in an old sheet iron hangar
at the northeast comer of the airport
- such as it was. Just a tire track up
through yucca plants and ant hills.
Later, during WW-II, a lot of flight
training took place on the airport. As
a matter of fact, I picked up my Pri-
vate license there in 1947 (still a tire
track through the yuccas). There' s a
lot of history at that little field. If
you wish, I ' ll assemble something
for you. As I said, the picture of the
Eaglerock was developed in 1940
but taken in 1939. In those lean
times, we generally only had one roll
of film per year for the camera.
Anyway, your columns are great!
Keep it up.
If you would, please return the
pix. It's the only one I have.
Jack L. Miller
AlC 20834
P.S. Others and I ended up get-
ting our licenses. My older brother
flew B-25s out of Corsica. I ended
up a shave-tail B-29 flight engineer.
Later got my comm. SMEL, inst.
and flew corporate for many years.
My two younger brothers obtained
their private tickets. We all enjoyed
flying, obviously. '( :e3t(ci
VINTAGE AIRPLANE 27
-Continuedfrompage11-
exactproblemso we know it is (orwas)
amatterofconcern.
Earlier,I mentionedthatabuseoccurs
evenby peoplewhoseexperiencegoes
backto WW-II. Severalyearsago, I re-
member trying to get to the bottom
(pardon the pun) ofaR-1820 failure.
Whileon the investigativeboard, I had
heardseveralpeopletestifythattheengine
justself-destructedforno apparentreason.
Yet,the teardown revealedapreexisting
bentrod.You can imaginemy astonish-
mentwhenarespectedmechanicwith
longtimeexperienceon roundenginesat
amajormilitarybasesaid,"Well,itcould-
n'thave beenhydraulic lock. Ihelped pull
it backwards after it stopped on pull
through! "(By the way,you'reabsolutely
right. Ididn'tmention whetherComman-
derXandColonel YwasNavyorAir
Force ...letaloneMarine.Am Iamodel
ofpolitical correctnesslinterservice rivalry
avoidanceorwhat?)
Jim Fauszmentionedtwo otheritems
thatapply.The first is obvious.Make sure
the ignition is OFF beforepullingtheprop
through.Anyone who's seen a crop-
duster/agpilot/aerial applicator(same guy
- differentdecades)starta985 or 1340
onaStearmanwithahalf-heartedleisurely
tugon onebladewhilewalkingbythe
nosewouldunderstand.
Theotheritemis thatmany ofthese
problemsmightbeavoidedby usingthe
recommendedprocedurein youraircraft's
manualregardingscavengingtheengine
crankcaseatacertainrpm immediately
beforeshutdown.Thismade me thinkofa
caveatin closing.Afterstartorbefore
shutdown,youshouldALWAYS do a
maggroundingcheckatidlejustto make
surethe ignitionswitch is reallyfunction-
ingokay.
Thisarticle is much longerthan Ihad
intended.ButI'vetalkedwithalotofpeo-
piewhile writingit. Seemsthateverytime
Idredgedup somethingfrom the memory
databank,someoneelsesaid,"Yeah,and
while you'reon thesubject,shouldn'tyou
also mention this?" Iguess whathas hap-
pened is thatwe'veskippedageneration
in passingon whatwas common knowl-
edgeatone time. Ihope you can find
some placeorforum to usethis informa-
tion where it mightpreventdamageor
injury,andwecan"Keep'emFlying!"I'll
justassumeyoucansortoutthetongue-in-
cheekfrom theserious. .....
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MARCH5-7- CASA GRANDE, AZ- 41stAn-
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602189J-6012, daysonly.
APRIL11-17,1999- LAKELAND,FL - 25thAn-
nualSun 'nFUll EAA Fly-In andConvention.
Info :9411644-243 1.Website:www.sun-n-
fun.org
JULY28-AUGUST3,1999- OSHKOSH,WI-
47th AnnllalEAA AirVelltllreOshkosh '99.
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28 DECEMBER 1998
SergioMachad................................
... ... .. ...............PortoAlegre, Brazil
RobertoSayegh...............................
...........................Atibaia, Sp, Brazil
LotarL. Scheidt...................... ........
............................SanPaulo, Brazil
RobertMacNutt..................... ..... ....
..........................Delta,BC,Canada
DavidGullacher... ..................... .. .. ..
.....................Dundalk,ON, Canada
NickSmith.. ....................................
....... ..........Thorndale,ON,Canada
BoVincentPetersen........................
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BrianJackson..................................
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SarelVan Zyl ...... ... .................. .......
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DanTreakle... .. ........ . Fairbanks,AK
BenjaminJeffrey... .... ........... .. ...... ...
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GregoryK.Brown........ .............. ... .
.... ... ...... ....... ..... .. GoldenValley,AZ
JoAnnClark.... ......... ... .... ..... .... ... ....
.................. .... ... ...MorrowBay, CA
JohnJ. Conway.... ..... .. ..... .......... .....
.. ........ ... ..... ... .... ......SanMateo,CA
HerbertM.Gaarder... . Truckee, CA
WilliamR. Hartill................. ....... ...
.... .... ... .. ... ... .......... ... ..Palmdale, CA
CarltonJordan..... .. ...... .. Tustin,CA
ToddLynch.......GardenGrove, CA
DonaldMorgan............Corona,CA
GeraldV Rothgeb...................... ... ..
.............................MorganHill, CA
Daryl Stevenson....Bakersfield,CA
ScottSykes............Atascadero,CA
MarkNichols.....New Fairfield, CT
JosephRheubeck....... Coventry,CT
HughB. Homing............................
....... ...................... . Wilmington,DE
MickeyJ. Dean.......OrangePark, F
GeorgeRichardDowns,Jr .......... ....
... .............. ..... ..............Sarasota,FL
GeorgeC. Hitt........Statesboro,GA
David Price..................Atlanta,GA
TomR. Shafer............Hiawatha,IA
WilliamB. Faan....... ...Rockford, IL
JerryYeiser ......... .. Owensboro, KY
MichaelBranch....................... ... .....
..................... .DenhamSprings,LA
Owen Bresler.............Metairie,LA
RebeccaM. Larson........ ... ... ...........
......... ......... ........ .....NewIberia, LA
BobDonaldson............................. ..
..................... ........ LisbonFalls, ME
NormanEdwardDavis.. .... ... .. ... ... ..
... ...... ..... .. ..... .. .. ....BattleCreek,MI
GeraldR. Horn..........Ypsilanti ,MI
RobertJ. Martin,Jr .. ... Oakland, MI
James R. Bryce.....PriorLake,MN
NathanOconnor....LongLake, MN
DanielSullivan..... .Burnsville, MN
JamesD. Cox.. ...... .. Maryville, MO
Graham Bennett... ... ..... ... .... ......... ...
................ ... .... . WinstonSalem,NC
DavidLeslie.................Omaha,NE
GaryE. Cole...............Conway,NH
WilliamAnderes.........Wyckoff,NJ
ToddCooper.................... ...............
........... ..... ...... ....LibertyComer,NJ
RobertHadow... ..... .... . Denville,NJ
NormanE. Stuessy.........................
..............................Moorestown,NJ
GaryL. Vanderbrook..Newark, NY
RobertM. Valcanoff.....Akron,OH
AlanD. Blankenship.....Yukon, OK
DanielF. Goran......Claremore,OK
TomHammer............ Corvallis,OR
ReadeGenzlinger...........................
...............................BrynAthyn, PA
AlexJ. Neal........WestReading, PA
ClaudeL. Milton.........Abilene,TX
D. B. Pattillo,Jr ...............................
........................ ....WichitaFalls,TX
PatrickA. Reetz........Ft. Worth,TX
DavidW. Smith...........Abilene,TX
JohnVincze..........Georgetown,TX
JohnWebb....... .... ......Amarillo,TX
ThomasOlson.. Fairfax Station,VA
GaryB.Parks.. ........ .... Stafford, VA
DavidM. Johnson.. .... .... .... .............
.... ....................... .. ClallamBay, WA
Ronald A. Parker.....Belleview,WA
BruceToscano... ... ....... Bothell,WA
DonaldR. Warmbo... .. .. . Allyn,WA
LouieO. Scepanski... ......... .............
.... ... ...... .. ..... ... ... ... .. . WestBend,WI
BradWilliams.. ...... . Burlington,WI
JamesJ. Evans.. .......... . Lander,WY
VINTAGE AIRPLANE 29
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30 DECEMBER 1998
Gr
HarryP. MuHer
MediaPA
Private PilotSEt 1947
Chairman ofCollections
Piper Aviation Museum
"TheCityofthe Ange/s
H
Firstlightplane
aroundtheworld -
Aug. to Dec. 1947
Tobecomean
EAAAntique&
ClassicDivision
Membercall
David M. Liebegott, Pilot/Restorer, andHarry P. Mutter, Pilot/Owner, with historicworldcircling
Piper PA-12 "The City of the Angels"in front of the new PiperAviation Museum.
"AUAprovidedgreatercoveragefor
less moneythan my previous insurer
whowould notincrease my coverage
afterthe ground-uprestoration ofthis
historicaircraft.The PA-12 is being
flown throughoutthe "lower48",
CanadaandAlaska to promotethe
PiperAviation Museum.Thanks, AUA,
forhelpingto keep this historic aircraft
flying."
- Harry P. Mutter
The bestis affordable.
GiveAUAa call - it's FREE!
800-727-3823:-=:=--......
Fly with the pros...flywith AUA Inc.
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AVIATIONUNUMITEDAGENCY
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