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8/12/2019 Vintage Airplane - Jun 1998
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8/12/2019 Vintage Airplane - Jun 1998
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June
1998
Vol. 26, No.6
ONTENTS
1 Str aig
ht
& LeveIlEspie Butch Joyce
M
News
4 Sun n Fun
Awar
ds List
5 Aeromail
6
M
Safety/Roger Gomoll
8 Type Club NoteslNonn Peter
se
n
9 Pass
it
to Buck/Buck Hilbert
10
Preparing
a Swift (Part
11
/
Jim Montague
13 Sun n Fun
98
/H.G. Frautschy
19 1998 Sun n
Fun
Spash-In/
No
nn
Petersen
21
What
Our
Members
Are
RestoringlNOIm Peter
se
n
22 Mystery PlanelH .G . Frautschy
EDITORIAL
STAFF
Publisher
Tom P
oberezny
Editor-in-Chiel
Ja ck
Cox
Editor
H
enry
G.
Frautschy
Managing Editor
Go ld a
Cox
Director
01 Print
Production
Mike
Dr
ucks
Computer Graphic Specialists
Nancy Hanson Olivia L. Phillip
Pierre Kotze
Associate Editor
Norm
Petersen
Staff
Photographers
Jim Koepnick Lee Ann Abrams
Ken Lichtenberg
Advertising/Editorial Assistant
Isabelle
Wiske
EAA ANTIQUE/CLASSIC DIVISION , INC.
OFFICERS
President
Vice-President
Espie
"Butch" Joyce George Doubner
P.O. Box 35584
2448 Lough Lone
Greensboro,
NC
27425
Hart1ord.
WI
53027
910/393-0344
414/6735885
Sec
retory
Treasurer
Steve Nesse
Charles Harns
2009 Highlond Ave.
7215
East
46th SI.
Albert
Leo
, MN su:JJ7
Tulsa
,
OK 74145
507/373-1674
918/622-8400
DIRECTORS
John Berendt Gene Morris
7645 Echo Point Rd. 5936 Steve Court
Cannon
Falls,
MN 55009
Roanoke,
TX
76262
507/263-2414 817/491-9110
8/12/2019 Vintage Airplane - Jun 1998
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STRAIGHT
LEVEL
by ESPIE "BUTCH" JOYCE
H
ere
itis
June once again
and
EAA
AirVenture Oshkosh
is
notthatfaraway.Therearea
lot
of
EAAstaffandagoodnumber
of
volunteersalreadyontheConvention
site
...
hard
at work getting
thearea
readyforyourenjoyment.Being avol
unteer
for a
good many years (over
20),ithasbeenmypleasuretohave
madefriendswithanumberof
people
whom I
would not have known if
it
had not been
for
aviation. Most
of
themIseeonlyoncea
year
whileat
Oshkosh. If youhavenottriedvolun
teeringwhileattendingtheConvention,
youshouldtryitoncetosee
if
itisas
HeadQuarters
Photo
RuthCoulson
JackMcCarthy
616-624-6490 317-371-1290
InterviewCircle
lCPicnic
CharlieHarris
JeannieHill
918-622-8400
815-943-7205
Man Power
AnnaOsborn
lC
Media-PR
210-896-4614
JeannieHill
815-943-7205
Membership/
Chapter
Security
BobBrauer
GeoffRobison
312-779-2105
219-493-4724
OX-SPioneers
BobWallace
Tour
Tram
410-686-3279
JamesLeFever
MetalForming
414-434-1656
Workshop
SteveNesse
TypeClub
HQ
needs.
One other
helpfulsignwould
stateRETURNINGGRANDCHAM
PIONsoyouwillbeparked
in
aspecial
placeof honor.
Thisyear,throughtheeffortsof the
EAA and
NBAA you
willbeableto
seehowcivilianaviationhasplayed
an
important
part
inthedevelopmentof
corporate
America.Many
of
theair
planesincluded
in
thedisplay,which
willbelocatedontheWestRampjust
north
of
the
lC
RedBam,arevintage
airplanesbroughttoEAAAirVenture
Oshkosh by
fellow
Antique/
Classic
memberswhowereinvitedtodosoby
theEAA.
If youhavemissedseeingaparticu
lar Grand Champion
,many
of these
airplaneswillbeondisplay,parkedfac
ingwestalongthepavedNorth-South
road
in
frontof theRedBam.Wewill
8/12/2019 Vintage Airplane - Jun 1998
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AD (ADD
No. 97-CE-79-AD)
pro
for longitudinal cracks through bold,
posed at the end of last year. Since that nail and spacer holes. Inspect the but
A C
NEWS
time, an alternate means of compliance end
of
both spars for cracks. Additional
has been created. Published by Ameri inspection holes
should
be
added
as
compiled
by
H G Frautschy
ABOUT THE BACK COVER
Terrance Geer, 2813 Kimberly Ln.,
Tampa, FL 33618
is
the artist responsi
ble for
The Baby Ruth Airplane
featured on our back cover. Terrance
has
been,
at one
point
in time, a ma
chinist, draftsman, illustrator, Air Corps
radioman and he's worked
in
aerospace
administration and management. For
him, drawing and painting have always
been a hobby, with aircraft
just one of
his many favorite subjects among peo
ple and buildings.
"The Baby Ruth Airplane" is a water
color. As explained by Terrance, "What
two things could have generated more
interest for youngsters of the early thir
ties . The Baby
Ruth
promotion was
carried out in many metropolitan areas
throughout the u s Contractor pilots per
formed the parachute run in Travel Airs,
Stearmans, Curtiss Robins, Kinners and
Wacos. All were there during a couple
of
summers around 1930. Regulations
can Champion Aircraft Corp. as Service
Letter 406 Revision A, the entire text
of the Service bulletin reads as follows:
Date:
May 6 1998
Title: Wood Spar Inspection
Applicable Models: All Model 7's, 8's
and 11 's with wood spar wings
Description: There have been re
ports
of
cracks developing
in
wood
spars, both front and rear. There are
many possible causes to the cracking
including: high flight time, wing dam
age
history
, high acrobatic time,
over-stress history, or having been ex
posed to changes in humidity over
several years . Compre ssion cracks
have been found
emanating
from the
upper and lower surfaces of the front
and rear wing spars at both ends
of
the
reinforcement plate for the lift strut at
tachment. Longitudinal cracks have
been reported in all areas
of
both front
and rear spars including through the
wing root. See
Figure
1 for
example
locations of spar cracks.
Approval: Revision A to this ser
necessary to do a thorough inspection
and check all areas
of
concern. Service
letter 417, Revision C, may be used as a
guide for installing additional inspec
tion holes.
Inspect for loose or missing rib nails
per Service Letter C-13 9. Ifloose or
missing nails are found, inspect spar by
the rib for damage result ing from the
rib rubbing against the spar.
If
the fric
tion between the rib and spar has
broken the wood grain
completely
across
the
spar and more than
1116"
deep, this is cause for rejection . Also
inspect for nail hole elongation. Rejec
tion must also occur
if
the nail holes
have been elongated such that wood
grains are broken more than 1/16".
Page 2
Inspection: The only area it is possi
ble to possible to positively identify a
compression
crack
is
on
the top and
bottom surfaces of the spar. Both front
and rear spars need to be inspected. The
key
areas
to
be concerned
with are
shown in Figure 1. Additional inspec
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8/12/2019 Vintage Airplane - Jun 1998
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ANTIQUE
1945 and Earlier)
GRAND CHAMPION
Stearman PT -17, N4401 B
David Gay
Orlando, FL
RESERVE GRAND
CHAMPION
Spartan Executive, N 17667
Kent and Sandy Blankenburg
Groveland, CA
CUSTOM CHAMPION
ANTIQUE
Beech D17S , N 17985
Steve Johnson
Bloomington, IN
BEST SILVER GE
OX-5 American Eagle, N3738
Bud and Larry Skinner
Miami, FL
OUTSTANDING ANTIQUE
Piper J5A Cub Cruiser, N38243
Dale Dolby
Ft. Wayne, IN
CLASSIC
1946-1955)
GRAND CHAMPION
Cessna 195, N 2197C
James Sayers
Edison,OH
BEST RESTORED
CLASSIC
0-100
HP)
Aeronca Chief, N85805
E
Barnhill and
G
Davis
Seneca, SC
BEST RESTORED
CLASSIC 101-165 HP)
Piper PA-12 Super Crusier, N7770C
Paul Merritt
Pensacola, FL
Evergreen, CO
Aeronca 7 AC, N8360T
Chuck Berthe
Williamson, GA
Taylorcraft BC-12D, N94953
James Zangger
Cedar Rapids, IA
CONTEMPORARY
1956-1960)
BEST CONTEMPORARY
Piper Comanche, N5239P
Robert and David Wall ,
Ocala, FL
BEST CUSTOM
Beech M35 Bonanza, N688V
Buz Rich
Williamsburg, V A
BEST TWIN
Beech E-18S, N57PF
Pat Foley
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VINTAGE
AeroMail
FLIGHT
INSTRUCTION
RESEARCH
Greetings,
I am currently doing a PhD
in
aviation
here at the University
of
Newcastle, Aus
tralia. As background to my research on
flight instruction, I am conducting a survey
of
how pilots have been instructed
to
make
visual approaches in fIXed wing (powered)
aircraft, both civil and military. This entails
consulting both archival documents on
flight instruction and personal memoirs .
Essentially I am seeking evidence
of
what
type
of
"patter" the flight instructors have
used when instructing the approach, in
both current and historical flight instruc
tion, i e "Keep your speed up," "Maintain
that nose attitude" etc.
Unfortunately, visual flight instruction
seems to be a subject which has not been
well represented in aviation archives. I am
hoping that some
of
your members might
be willing to
contact
me with personal
actually weighing the aircraft and calculat
ing the Empty Weight Center of Gravity
(EWCG)
and a million
other
checks , it
turns out the horizontal stab was rigged
with the tips about 5 degrees down in ref
erence to the tail post. Rerigging the tail
brace wires to set the stab to zero solved
the problem t seems that the 5 degrees
droop was
binding the
elevator just
enough that you
couldn't
feel it
but
the
trim tab wouldn ' t overpower the binding
as
the elevator
came
through
neutral.
Anyway, I thought
it
worth passing on
in
case anyone else has a hard time getting
their machine to trim properly The best
part
now
it
cruises
at 92 mph indicated
and slow flight at 38 mph is a hoot
Cheers,
Larry West
Tacoma, WA
AlC 8848
EAA Tech Counselor 3738
I announced the rides were canceled,
but I needed some
help
to restart
the
plane.
Two 20-year-old
men said they
would
help.
As we left the house, one
said he wanted to tape the starting of the
plane with his camcorder. Paul said he
would run the
camcorder
and Jacob of
fered to help start the engine . All went
well. I set the mags on of f, went around
and pulled the prop, returning to put the
left mag
on
. I
explained
that when it
started, Jake should
give the
engine
a
little gas
if
needed
put
the mags
on
BOTH and continue to hold the brakes.
He said
"Fine "
and
I
walked back
to
the front of the airplane.
I
tested the
brakes, propped it and it started but did
not keep running.
1 called back to Jacob to put the mags
to OFF and
r
would pull the prop while
he pumped the throttle as we had done
before. Jacob said, "OK "
8/12/2019 Vintage Airplane - Jun 1998
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-
Vintage
Airplane Safety
Proppin' Revisited
by ROGER GOMOLL
le ADVISOR
Hand Propping def):
To
start or
attempt to start an
aircraft by plac-
ing
the
hands on
the
propeller and
spinning
the propeller manually.
Known by
most pilots
as a
rarely
practiced or even lost art.
Accident reports still indicate that hand
propping is a significant threat
to
life
and
limb and loss of aircraft in our Antique
Classic Division . Since
some
Antique
and
Classic aircraft were built without starters,
hand propping is an important issue for the
safety of our
members.
Here are
some tips
for a
safe
and
successful start
.
1. SECURE THE AIRCRAFT. Al
though
you
may
consider hand-proppinga
routine
way
to start your aircraft,
each
time
that you do
it
you
are
faced with monumental
risk.
The
force that
is sent
to
the
propeller by
even the least powerful aircraft engine is
3. H
AVE
A COMPETEN T PILOT AT
THE CONTROLS . It is important that
there
be
a
hand
on the
controls
-
and
it
must
be a person who is properly trained
in
the op
eration of your aircraft. Propping an aircraft
is
best practiced
by
two
peop
l
e, who can bot
h
be r
esponsib
le
for
the safe starting of the air
craft.
The
person at the controls
must
know
the
operation of
the
ignition switch
and the
thrott
le, and be fully
versed
in operating the
brakes. Your l
ife
may
be
resting
in
this
per
son's abi
li ty to
control t
he
aircraft. The
person at the controls and
the
person at the
propeller should both know the
appropriate
calls and responses for the starting procedure.
Pratt and Whitney Haircut: (aero-
nautical slang) Having one's head
come perilously close
to
a spinning
propeller, usually after having incor-
rectly hand propped an engine. Also
how to hand
start
an aircraft.
By l
earning to
correctly hand-start your aircraft, you'll
greatly enhance
the
probability you will end
your
flying
career
at a
very old age.
DUMB
Don't think that just
because you
're an
experienced pilot that you can't do som e-
thing dumb
George Moffat spoke those words at a
lecture
he gave
t
hi
s past winter at
the Min
nesota
Sport Aviation Conference. George is
a silver haired retired professor, well known
to
sa
il
plane
pilots
as a
former National soar
ing
champ.
He
served as the
coach to
the US
Soaring team in last year's World Soaring
Championships in
France. He
still competes
regularly
and
is considered among the
best
American
soaring pilots.
Doing
something
dumb
in
the
cockpit is
not always
perilous
. It's
rarely
fatal. It can be
something as innocuous as flying
in
the wrong
direct i
on for
a
few mi
l
es.
It
can
be
something
as life
threatening
as
running out
of fuel.
We've all had the occasion of doing
something dumb in the cockpit.
We
may
have gotten ourselves into jams that were
hard to get out of, or that resulted in close
calls. Some
of
these dumb moves may have
resulted in
an
aircraft incident
or accident.
For all of us, this reminder from one of
the most experienced
of
our colleagues
8/12/2019 Vintage Airplane - Jun 1998
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Mind Set. We all
anticipate
how
situa
tions will proceed .
If
those situations
unfold
differently
than
we expect we tend
not
to recognize the changes
.
For
example:
At
the
end
of
the runway
,
your engine runs
rough
on
one mag
. Since your mindset
was
that
of a
quick and painless checklist there
is a tendency
to
dismiss
the
problem
and
proceed
as if the mags
were
operating
cor
rectly. Good
judgement
allows
for
mUltiple
outcomes
to
any event, and prepares
to
make unpopular
decisions when
necessary
.
Get-There-His .
As
pilots,
we
tend
to
fixate
on
the ultimate goal- which
is in
some cases
the
successful completion ofa
trip
.
It is
easy
to ignore signs
of
equipment
trouble
or
decreasing weather conditions
by
focusing on
how
short the remainder of
the trip is or
by
convincing ourselves that
there
is better weather
ahead
.
Good
judge
ment provides for a landing short of the
goal
and
accepts
the
possibility of delays
for
safer weather
or
repaired equipment.
Getting Behind the Aircraft.
The con
tinuing problem of landing and takeoff
accidents is
a
great
testament
to the
contin
uing problem
of
allowing events or
situations to
control
the
pilot, rather than
the
pilot controlling
the
situation. A good
pilot s skills are
always
in training. A
good
pilot
knows the
limits of their aircraft
and
of themselves and admits that skills de
fuel
starvation,
fuel
mismanagement,
mi
nor engine problems such
as
ignition or
carburetion, or
po ss
ibly even catastrophic
engine failure due
to
the age
of
these
machine
s.
But
the
final result
is the
same
instant quiet
in
what was a very noi sy
environment.
The more
quickly
and
methodically
that
you react
to
your problem in flight , the
greater chance
you will have to
keep
you
your passengers , and your aircraft
in
one piece
.
If you ve
been flying for
any
length of
time, you ve probably run a tank out of
fuel.
When
that first bit of silence occurs ,
it
is
absolutely astounding
how
quickly
your
hand finds its way to the fuel
selector
and
the boost pump switch (if installed). That
seemingly instantaneous reaction usually
fixes the problem
of
getting the engine
back online again, and subsequently re
starting your
fear
-stopped heartbeat.
But sometimes it doesn t. And you
should prepare
yourself for
that
eventuality.
When it happens the
first
thing that oc
curs
is
a feeling
of
disbelief- and then
maybe
fear.
Very human very
understand
able
reactions.
But
now
is when
you
need
to be
coolest calmest
and most in
control.
And
believe
it
or not
you are
still in total
control
of
an
aircraft -
albeit
a g
lider.
Since you re now a glider you need
to
fly too fast
or
too
slow,
you
decrease
the
amount
of
time
you
have before landing,
decreasing your options.
As
soon
as you
have gotten your best
glide speed established,
it
is
time to find
a
landing
field.
A hayfield
is
the
best option ,
if
you can find one. Cow pastures are
a
sec
ond choice, but since these pastures are
rarely cultivated, they are most likely
strewn with
rock or have
uneven surfaces
in them. Fields with short crops have the
advantage
of
being prepared- but they
might be very soft
early in the
season or af
ter rains, giving the possibility
of
a
noseover. Far down on my personal list are
roads
and
freeways . Although the asphalt
looks
inviting,
most roads have steel
sign
posts lining them and have very frequent
power line crossings over them. Besides.
Roads have cars on them and
you re
likely
to
overtake
and
maybe even
hit one
if you
land
on
a road. Pick a good field if you
can
-
and use
a
road only
if
you
absolutely
have
to
.
And
besides aren t the
only forced
landings that
you
see
on
your local
news
ones that
have landed
on
roads?
I ve
known
pilots
who
have passed up perfectly good
sod farms to
land
on roads
- a
choice that
I
most likely would not have recommended.
f you
can t
find
a suitable field right
away, you might turn downwind, giving
8/12/2019 Vintage Airplane - Jun 1998
10/36
company presenter commented that their
proposed tower was "out there nowhere
near the airways and presented
no
real
hazard
to
flying". Really! I forgot the dis-
tance but according to them the guywire
anchors were
to
cover a circle whose di
ameter was to be the height of the tower.
I still remember Dick DeMars losing a
wonderful son
to
contact with a guywire
while
scud
running in a Pitts.)
Buck, each time Vintage Airplane ar
rives, your column is the first thing r read .
Keep up
the good work .
Clear skies .. .
Wendell L. "Doc" Roy
Fort Collins, CO,
lC
19307
Hey Buck,
You've asked for information on the
plane shown on page 22
of
the March
Vintage Airplane. Maybe r can supply a
scrap or two
of
info
from
myoId album.
No
I don't surely know what the plane
by
E.E. "Buck" ilbert
EM
#21 Ale
#5
P.O. Box 424 Union IL 60180
We've got a real collection of letters
and thoughts from a bunch of you - keep
them
coming!
Dear Buck,
I so enjoy Vintage Airplane and your
"Pass t To Buck" column. I have been
restoring an early Gullwing Stinson
1936
SR 7. The fourteenth bent wing Stinson
PaSSitto
Buel{
The article on forward facing wind
shields was interesting. But, nobody got
the most obvious answer. The reason the
windshields
of
today slope back
is
because
of
an
invention . the electric storage battery!
(What?) Yes
,
forward
sloping windscreens
are for downward visibility. Remember the
aircraft of
the
day had hand crank starters.
To see your ground personnel, you had
to
lean forward
and
look down. These win
dows are still popular on helicopters liaison
and observation aircraft yet today, though
now
it's
on
the
side
of
the
aircraft.
Please take
my
all-knowing attitude
with a grain of salt, as r
have
been accused
of shooting from the
hip
on occasion!
Obnoxiously,
Timothy Liewer
Hershey, NE, lC 9987
Dear
Buck,
I just got the April 1998 Vintage Air
plane and
was
interested in your comments
8/12/2019 Vintage Airplane - Jun 1998
11/36
Type Club
NOT S
b y NORM PETER
SEN
Co
mpiled
from va
rious type
cl
ub
pu
blicati
ons newsletters
Cub C lub Clue s
The Newsle
tt er
of the C ub Club
10hn Bergeson,
editor, 517-561-2393
Standard
Cub
Airfoils
Mark
Erickson o f Dakota Cub in Valley
Springs SD
phon
e: 605-757-6628
writes
th
e first ofa series
of
articles on
the
various wing differen
ces in th e
Piper Cub line.
any undesired flight characteristics if
only a few ribs were incorporated in
the rebuild, but it wou ld not be desir
able to have one wing with the
modified airfoil and
one
without. T
should
also
mention that
this
could
only happen on the wood spar 1-3 or
possibly
a 1-4.
The
wood
spar
1-5A
was made after the changeover date
and
all
metal spar
wings incorpo-
The wood spar wing utilized 12 ribs
per
wing
with a nose or false rib lo
cated forward
of the
front spar and
between each
standard
rib. The ribs
were covered at the leading edge with
a 3/4 wrap (see Fig. 1 of .016 3S12H
aluminum sheet. The 3/4 wrap ex-
tended
from
the bottom
of the rib
midway between the front spar and rib
8/12/2019 Vintage Airplane - Jun 1998
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PreparingASwift
For
Aerobaticsl
Or
Just
Good
Performance - Part
II
a treatise by im Montague A/C
1310)
BIG ENGINES
, ET
C.
As long
as
I mentioned big engines I
might
as
well elaborate.
The
Swift
has had
almost every engine
from
85 hp to 210 hp
installed. Plus the
220
Franklin
and
even
several
250 Turbo-Franklins
Others
may
disagree
with
some of
my
opinions,
but
here
they are:
A
GC-I
A
with
a
C-85
or
C-90, for those
who
want an
origi
nal
CG-IA. The C-90 will
outperform
an
85
to
a greater extent
than
5 hp
might
suggest.
The C-90
peaks
at
98 hp on
the
power
chart.
The C-90 is actually an 0-200, with
a
slightly
different
cam.
The 0-200 has been
installed
in
a few
Swifts, but
is not a good
engine for
this
application. The
Lord
mounts position
the engine forward an inch
or so, and
the en
gine does not
fit perfectly in the
cowl. The
C-90 actually may have more effective
horsepower
than the
100 hp 0-200,
due to The 0-300A
is
the
STC'd engine
for the taining. 0-320
This was
the
first
big
en
the
cam
profile . Avoid a C-90 without
Swift
Association
STC.
The 0-300C
is
not
gine STC'd
for the
Swift.
t
uses a fairly
8/12/2019 Vintage Airplane - Jun 1998
13/36
FRANKLINS
6A-350, 220 hp,
a
smooth powerful
en
gine.
f
the
new
engines coming into this
country from Poland turn
out
to be
good
,
and
lower priced
than TCM or
Lycoming, this
may
be
the
engine of
the
future. Merlyn
has
the STC
.
The
only negative
I
noted in sev
eral flights with several 220
hp
airplanes was
that they were heavy
.
The
flew great, went
fast
,
were
very
smooth
,
but landed fast and
left no doubt these were heavy airplanes.
6A-350 Turbo - 250 hp - Several of
these were
flying,
at
least
one was
STC'd
for one airplane only. Unbelievable
perfor
mance,
considering
the
empty weight of
the
aircraft.
The one
airplane eventually
actu
ally had the firewall moved aft several
inches to
help the weight
and
balance. This
is not
a
casual
modification
It's strictly
for
the person who wants ultimate Swift perfor
mance,
and is willing
to pay for
it. Another
similar Swift,
with
a stock appearing air
frame,
but highly modified
structurally, and
operating
in the experimental category, suf
fered a structural failure and crashed .
Perhaps this indicates
the
upper limit
for
Swift modifications.
STRUCTURAL
MODIFICATIONS
There
are
several
desirable modifications
for
a
Swift that is to be flown in aerobatics.
The
vertical stabilizer can have
two
nicely
in
a
few serial numbers
of
1000 and above
,
no
more than ten or
so
(N80600 up). Yes, r
know,
there
were five GC
- I
Bs
previous
to
N80600
.
My solution to this
,
and
I'm
not the
only one
who's
done it,
is
to skin
a
piece
of
.032" from
the
firewall
back
to
the sta.
62.5.
This
can
be
signed
offas
a repair, rather
than an
alteration,
and can be
approved
by
your LA
. according
to
AC 43.13-IA.
Some
have used
.
040"
skin,
which is
stiffer,
but
harder to cut, and is going
up
on
the
gage
of
metal, which
may
technically
be an
alter
ation. This would
require
a
field approval.
I
talked to
the
FAA
on
this
,
and they have not
given
me
any
grief
using .032" . The weight
difference in
either case is negligible
.
If the
engine mount is
in
good serviceable
condition it is
okay
for
any
reasonable
aero
batics. The
original
mounts are
now
50 years
old. A.D.
64-05-06 details inspection
and
also repair procedures. t might
be
a good
idea
to
reinforce the upper aft cluster or
weld
in a
new tube per the A.D. procedure.
Anytime
the engine
is
removed,
the
engine
mount
should
also be removed from the fire
wall and
shaken. If there is internal rust
it
will
sound
like sand
is
inside
the tubing.
SPEED MODS
Owners have been
trying
to
increase the
speed
of their
Swifts
ever since
1946
.
Per
haps
no
other production airplane
has
had
as
of
the aircraft (like 5,
000
feet, that day).
Turning
off the flap
circuit breaker,
I
put
the
flap
selector down then bumped
the
cir
cuit breaker until the trailing edge of
the
flaps was down an inch or
so.
The
airplane
then
flew
a little nose down,
tail
up.
I could
find
a sweet spot
where the
airspeed
in
creased three
mph.
Please understand all
these conditions.
My
point is, reflexing the
flaps doesn
't
always work.
The
Aeromatic prop developed a bad
reputation from guys who put too much
counterweight on them. They would install
a
few extra washers thinking with more pitch
they would
go
faster. Apparently years
ago
they
didn't
consider
manifold
pressure. They
also
used to
run
low rpm,
like
2,350 for
a
125.
A 125 won't
go very fast
at that
rpm unless
you're
pulling 26
inches
of
manifold pressure.
Then, when takeoff
power
as needed, the rpm
wouldn't
increase enough for
a
go
around.
Toward 1960 the Corben-Fette mods
started appearing. I used
to
have
an
old
brochure with all the
mods Corben-Fette
of
fered. They
had
modified wing tips, lift
tips
and dummy
wing
tip
tanks. They
of
fered two
types of
dorsal fms, for
the
vertical
stabilizer,
and
a
modified hatch entry
.
First,
they had
a
downdraft cowl
and
cooling
baf
fle setup for the 1251145, then the
150
Lycoming
conversion. Later
,
they sold
nine
gallon
auxiliary
fuel
tanks that
fit in
the
belly
area, and a 180
Lycoming Dynafocal engine
8/12/2019 Vintage Airplane - Jun 1998
14/36
for
me was, while discussing the subject
with
the
FAA,
the
inspector excused himself
for a moment, then returned with a very
thick
file for
an airplane that
had been
ap
proved
at the
Minneapolis
GADO with an
0-290 (125 hp) Lycoming. What a lot of
work for
a
zero
gain
from
a 125 Continen
tal
That airplane, N80796, resides
in my
bam today while being rebuilt.
Bob and
Deb
Bailey saved
it from
oblivion. After flying
the
150 Lycoming Swift a
year or so
[got
the urge for more speed.
[
made
up a
list
of
things I wanted
to
do and again talked
to
the
FAA
.
They suggested
[
license
it
in the exper
imental category, research
and
development,
and try
out
all the mods I had in mind . They
agreed
to
approve whatever [ would sign
for.
At
that time there
was
a saying, "A
Swift is as
swift
as a
Swift
will
be." In other
words, it
won't
go any faster.
The
Private Pilot Magazine article told
the
airflow from the aft
wing
fairings was
vertical. A local Swift owner told
me the
"
break"
in
the fuselage
at sta.
62.5 presented
tremendous drag . [ was determined
to
find
out the truth, and applied
yam
tufts all over
the
airframe. [
wish now
I
had
taken a lot
more photographs , I think [ have a
few
around somewhere.
The
airflow at sta. 62.5
was
actually quite
good,
[ thought,
and the
aft wing fairings weren't too
bad
either. I
taped
the
slots closed ,
and
could not detect
any speed increase
.
The stall seemed about
inch.
Releasing the controls initiated a
slow
roll toward the spill plate side
. I
had yam tufts
taped to both
tips and
the
spill plate's airflow
was
simply awful, while
the
standard
tip was
amazingly laminar and smooth. Needless to
say, I installed a pair of standard wing tips .
The rate
of climb increased
and
I could ap
proach
slower.
After all
this
I
relicensed the
airplane in
the
standard category, with
a 337
approval for the mods I retained .
Net
speed
gain?
"
Zero "
I
didn
't gain a
mile an hour.
After five years
o
ownership [ had
changed the engine
from
90 hp
to
150 hp
and
increased
the
speed
from 120 to 140
miles
an
hour.
Soon
J
developed a
want
for
a
polished Swift,
and
purchased, sight
unseen ,
a GC-I A
from
Vince
Fette
,
which he hadn
' t
seen either
The
airplane was in
St.
Louis ,
MO and retrieving it on a ferry permit
was
an adventure which
could
take
pages
to tell
Vince had
force
landed N2373B in
the
Ever
glades , and
was
not in position
to go
after
another airplane
just
yet. After an adventur
ous
flight home
, [
removed the C-85 engine
and installed
an
0-3000 and
74x61
prop.
The
speed
of
my now GC-I
B
was about
the
same as
my previous
150
hp airplane.
At
a
fly-in that fall I had
the
opportunity to run
side by
side
with some
of
the faster
Swifts
and to
my
chagrin
,
realized they were faster
than [ was. I had computed the weight
and
balance ,
and
thought
it
was neat that this air
plane didn
't
require any weight
in the
tail to
draft cooling. Perhaps
his
figures
were
inac
curate, or
the
Corben cowl
wasn't
as efficient
as it
should
have been, but
I
did manage to
get
by quite a few of them.
I conducted
an
interesting
experiment.
I
had
accumulated a collection of
five
props:
an
Aeromatic,
two McCauley
DM7359s
and
two Sensenich 74DR props
.
On
a
Saturday
morning, changing
the props
in quick
suc
cession, I tested them
by
simply running
wide
open
at
2,
000 feet msl. My
favorite
Sensenich indicated 167 mph at 2,900 rpm.
The best McCauley, narrowed to
the
service
limit, with rounded
tips , and a
sharp
trailing
edge (so sharp you couldn't hand prop
it
without gloves)
,
indicated 164 mph
at
about
the same rpm. The
Aeromatic indicated
135
mph
at
2,700
rpm
. The "
full
dimension"
Sensenich indicated
155 mph at 2,650 rpm.
The other
McCauley, simply cut down
from
a
76
inch diameter blade with very wide
tips
,
indicated 145 mph at
2,
650 rpm
.
I
found this
very interesting. It indicated
for
speed, the
prop
tips should
be
narrowed
in chord to the
repair
limit. [n
later
years,
[
found
a
Sensenich
M74DR-I-59, and a
Mc
Cauley I A 170DM7359 are approximately
equals, if
the
tip
chord is equal.
Props vary
from one
to
another, even with the s
ame
numbers.
The McCauley might
have
a slight
edge
in
climb,
and
the Sensenich
a slightly
higher speed.
A
fixed pitch
wood
prop is not
worth
any
consideration
for
speed .
The
rare
8/12/2019 Vintage Airplane - Jun 1998
15/36
8/12/2019 Vintage Airplane - Jun 1998
16/36
8/12/2019 Vintage Airplane - Jun 1998
17/36
(Above) Jim
Kimball EM 49344,
NC 8908
of Zellwood, FL and Herb Clark (EAA
513686),
Leesburg,
FL
put
their
heads
and hands together to make a change to
the look and performance of this Waco
UPF-7.
Can
you make out the change?
The engine is a 360 hp ( ) Vedneyev 9
cylinder radial and its corresponding prop.
Easily
converted back
to a 220 hp
Continental, the
UPF
is described as
hav-
ing a short and exciting takeoff run, with
amazing vertical and climb performance.
8/12/2019 Vintage Airplane - Jun 1998
18/36
(Right) Lou Frejlach (EAA 13463, A C 7558 ,
laGrange,
IL
realized a dream
of
owning a Fairchild
24H with the recent completion of this spectacular
example.
The
restoration was started
by
the late
Norbert Binski, and completed
by
Geo Joe Hindall
(EAA 216658, N 14532)
of
Englewood, FL. Winner
of the Best
Cabin
award at
Sun
'n Fun, the plane is
being flown
in
the photo
by
retired airplane pilot Jim
Bohlander (EAA 423435,
N
20017), a long time
friend of Lou 's.
(Above) Right next to the headquarters
building is the type club tent , where
members and other interested folks
can stop and chat about their favorite
airplane. These folks are the experts
for
their
i rcr f t
if
you ve ever
thought about buying or restoring an
airplane, join the type club for that air-
plane before
you
buy
8/12/2019 Vintage Airplane - Jun 1998
19/36
(Right
and
Below) This
handsome Stinson
lOA was restored by Debbie Snavely,
Lake Placid, FL. It was judged the Best
Monoplane in the Antique category.
Debbie
and her husband
Bill
(EAA 97158,
AlC
14544
run the National Stinson
Club
lOB
Section),
and
are
very
familiar
with the type. A long term restoration,
this was entirely Deb's project, while Bill
was roped in
for flipping wings, etc.,
and
lending his support while she put her
then-new A P skills to
work.
(Below) The
Contemporary judging category's Best
Twin was
this
sleek looking Beech
E-1BS
owned and flown
by
Pat Foley
(EAA
413436) of Middletown, DE.
(Above)
It may look like a Taylorcraft, but
it's really a Swick
T,
a Taylorcraft modified
for aerobatics. It is a single place airplane,
8/12/2019 Vintage Airplane - Jun 1998
20/36
A/C27520).
Their new General Manager,
he s
proudly standing beside their YMF-5 mounted on a
set of Pee
Kay
3500 floats. PK s representative,
John Bent
(EAA
188753),
of
DeVore Aviation is
resting on
the
float. A smooth landing on wet
grass facilitated
the
arrival of
the
biplane, and
Willie Ropp s takeoff dolly
was
used to get the air
plane out
of
Lakeland Under airport.
Larry Van Dam
(EAA
211807,
N 26860) is
in the cockpit
of
his 1957
Beech
H35
Bonanza, win
ner of an
Contemporary
Outstanding
Aircraft award.
Oshkosh.
Larry
is from Riverside, CA, and his aircraft has
won awards at both the 1995 and 96 editions
of
the annual
EAA
Fly-In and Convention in
All the
way
from Cedar
Rapids,
lA, James Zangger (EAA 476891, N 23221) flew
(Below)
The
newest employee of Classic Waco
in
his
BC-12D TayIorcraft to
Sun
n Fun 98,
where
it
won an
Outstanding
Classic
Lansing,
MI is
Pat
Horgan (EAA
235560,
Aircraft trophy
to
o
along with the Best of Type
award he won
at
EAA Oshkosh
98.
8/12/2019 Vintage Airplane - Jun 1998
21/36
Bright
blue sky, with just a few
wispy clouds, greeted the hard-working
crew at Sun
'n
Fun ' s annual Seaplane
to sit and watch the sea
planes
as
they
l
and and
take off, taxi quietly by or
8/12/2019 Vintage Airplane - Jun 1998
22/36
sixteen seaplanes took part and a
ll
ar
rived back at Lake Parker in fme shape.
Meanwhile, a couple
of
large floating
yellow
innertubes
were anchored in
fro nt of the crowd in preparation for
the bomb drop contest. The idea was to
fly by at 100 feet above the water and
drop a grapefruit as close to the yellow
"target"
as possible. N
um
erous pi lots
gave it their best shot, but the
winner
was Robin Dyck of Canada flying a
Murphy Elite, C-FWSF, mounted on a
set of
Murphy
amphibious
floats .
Robin's grapefruit landed within 1
feet
of
the target.
The spot landing contest
was
won
by Ray
Szinkey
of Orlando, FL with
his Luscombe 8F on Edo 1400 floats .
Hi
s mark was
just
30 feet past the line.
The short takeoff contest
produced
three winners in the three classes. Bruce
Rivard won the CLass A (Over 200 hp)
event with his Lake Amphibian 2S0.
The Class B (100 to 199 hp) event was
won by Ron Bull
of
Jupiter, FL, in his
Piper Super Cub, NISOEP, mounted on
a set of Baumann BF-2100 floats. With
a ISO Lycoming pulling a Borer 82 X
42 prop, Ron was able to
lift
off
at 29
30 kts., just ahead of Robin Dyck with
hi s 180 hp
Murphy
Elite on Murphy
amphib floats . The winner
of
the Class group
of
mothers from a local grade
C (Under 100 hp)
event
was
Henry
school. Their
offering
s at extremely
Clews
of
Hanover, NH, with his Quick reasonable prices went like the prover
silver Sprint II, NlIS4Z , mounted on a bial hotcakes. (Coffee at
SO
hotdogs
set of
Full Lotus amphib floats . at
1.S0)
Needless to say , the crowd thor All in all, the seaplane fly-in was a
ough ly enjoyed the competition
and
huge success and the evening banquet
got a kick out of the "wi ld aim" of
in
the
nearby
screened-in
hall drew
some
of
the bombadiers It 's a good about 130 seaplaners
who
enjoyed a
thing
we didn
t have to depend
on wonderful evening
after
feasting on
these
folks in
World War
If -
we huge
Texas Catt le Company
steaks
.
would have lost the war Nobody went hungry.
A very neat food
concess
ion sta nd See you all next year and remember
was operated at the
fly-in site by a bring a friend.
....
left)
Awarded the Best Metal Aoatplane plaque at Sun 'n Fun '98 was this
8/12/2019 Vintage Airplane - Jun 1998
23/36
WH T OUR MEMBERS
RE
RESTORING
y
Norm
Petersen
Philip Geiger's
Pi
p
er
J-3 Cub
Following a beautiful restoration job by Tom Flock
and
Dale
Cummings of Rockville, IN, this 1946
J-3
Cub, NC88386, SIN
16004 , poses for its portrait in the late afternoon sun . Owned for
over
25
years
by
the late Philip Geiger (EAA 252977)
of
Shel
byville, IN , the J-3 project
18
years in storage) was traded for a
flyable Cessna 140 to Dale Cummings and Tom Flock. After
repairing some right wing damage and working
on the
gear,
the
entrie Cub was covered with
102
Ceconite and finished off with
Airtech urethane. The 65 Continental was overhauled and new
Slick mags were installed. Complete with a metal
prop and new
struts, the pretty Cub came in at 700 Ibs . empty.
Tom
reports
the
Cub flies as good as it look
s.
The photo was submitted by Pete
O'Keefe
of
Rockville, IN .
Ron Bailey's Cessna 140
From Edmonton, Alberta, Canada, comes these two photos
ofa
pretty white
and red 1946
Cessna
140,
C-FKCT, that is the
pride andjoy of74-year-old Ron Bailey (EAA 408304,
AlC
18979) who
is standing next
to the
140 .
Ron flew
the brightly
colored Cessna from Edmonton to Oshkosh '92 and had a
lovely trip,
as
de scribed in the February 1993 , Vintage Air
plane. His letter also says that he especially enjoyed the
mention
of
the Alberta Aviation Museum
.--
lill:::====
___
and
the restoration ofNoorduyn Norseman,
8/12/2019 Vintage Airplane - Jun 1998
24/36
room, my boss showed me a box
of
scrap
arch ystery lane
First off, a little unfinished business.
Last month I told you we only had one
answer to the February Mystery Plane,
the Crawford Tri-Moto
r
We
II
, it turns
out that just isn t so. We did, in fact, get
a number
of
correct responses from our
members. Those who got it right are:
Richard A
II
en Lewiston, ID ; Robert
Evans, Allentown PA; Kaz Grevera
Sunnyvale, CA; Marty Eisenmann, Sr.,
Upland, CA and Ted Businger, Horseshoe
Bend,AR.
This month s Mystery
Plane is sprightly looking
little cabin job. To be in-
cluded in the September
issue of Vintage Airplane,
your answer needs to
be
in
to EAA
Q
no
later than
July
25, 1998
by
H G
Frautschy
Now onto the March Mystery Plane.
It
was
ce rtai nly
not
an unkn
ow
n
ai r
the tub
in
g and jigs stayed on; eventually
8/12/2019 Vintage Airplane - Jun 1998
25/36
got lots ofguesses, but none would hold
up.
Ifinally was down
to
paging my way
through Juptner's
[U s
Civil Aircraft}
nine volumes hoping to make .a match.
No
luck. I thought homebuilt
for
a while
but these surfaces were built like a pro
duction aircraft: ball-bearing hinges,
very nice welding like on many pre-war
aircraft, etc., and still
no
match. It wasn't
until last fall while cleaning out some old
file folders that a magazine clipping of
an
airplane fluttered to the ground. It was
the Hockaday Comet Suddenly, the lights
flashed
on
in my brain
-
the mystery tail
feathers were
off
the Comet Everything
was a perfect match to the picture. Cor
rect
number
of ribs, proper attach
points, even the reversed steering horn
at the bottom of the rudder to steer the
post style tail wheel.
The genealogy was
very clear- the hinges are almost iden
tical to my Rearwin 'Cloudster' hinges,
and the tail braces attach in exactly the
same way as my Porterfield
t
allfit.
In looking back at this turn ofevents
it also became obvious that the reason
these surfaces
had
gotten into Bill Ro
denberg 's collection was that Bill had
lived in Burbank, CA for a number
of
years during and after the war and that
was where the postwar home ofthe Hock
aday Comet had been until its
vanished
overnight. I have
wondered
what happened
to
this perky and spirited
looking
new
aircraft. There may have
been at least two Comets, as two different
N-numbers have appeared
in
photos. "
John Underwood, Glendale,
CA
adds
this little tidbit:
" .. It [the Hockaday Comet} belonged
to a welder at Lockheed and its similar
ity to the Porterfield is no accident. Noel
Hockaday design
ed
the original Porter
field in 1934. It didn't make him rich and
it only gave him an off-and-on job, so he
conceived the Ho ckaday Comet in 1939
40,
hoping
to
capture
a
share
o f
the
mass market. Alas, the war came along
and
he went to work
for
Lockheed as a
welder. The Comet was designed around
the 150 hp Menasco, but ended up as the
CF-J30 with a 130 hp Franklin.
t
was
built at Burbank in 1944-45
and
seems
to have
had
an experimental engine of
unknown make and hp in 1946."
And from Karl Bergey, Norman, OK
we read:
Noel Hockaday had been a draftsman
for Stan Wallace on the Touroplane,
was later associated with American Ea
gle and designed the Wyandotte Pup
that was the basis for the
Porterfield
Aircraft. At Rearwin,
he
designed the
handsome model 6000 Speedster, a fa
Dip Davis Marengo IL; Larry
Knech-
tel Seattle
WA;
Robert Bushby
Minooka
IL;
Kaz
Grevera, Sunnyvale,
CA; Wayne Van Valkenburgh Jasper,
GA;
Ron
Judy Gate OK; Nick Hrum
Spring Valley
OH;
Robert
Baier
Brownsville WI; Lowell V.
Curtiss
Des Moines
IL;
Harry
O. Barker Jr.,
West Milford NJ; Ralph K. Roberts
Saginaw, MI; Remo Galeazzi, Petaluma,
CA; Archie
Bloeb Cozad
NE; Bob
Nelson, Bismark, ND; C.H. Armstrong,
Rawlings , MD; Glenn C. Humann ,
Everett W
A;
Franklin
Womack
, Los
Gatos CA; Paul Smoker Intercourse
,
PA; Skeeter Carlson, Spokane, W A; Pe
ter Havriluk, Granby, CT; Mike Collins,
Bakersfield, CA;
Timothy
P. Wood, St.
Louis
MO;
Oliver Dredger Jr. St.
Marys, KS; Martin Robb, Placentia, CA;
Alwin Supensky, Solvay, NY;
Dom
Ca
passo, Haddonfield, NJ.
Send
your
Mystery
Plane correspon
dence to :
Vintage Mystery Plane
EAA
P.O. Box 3086
Oshkosh,
WI
54903-3086 .....
8/12/2019 Vintage Airplane - Jun 1998
26/36
Type lub Notes
ontinued
from page
nose up over the top, ending just ahead
of the front spar.
There were five full ribs, followed
by five aileron ribs, then an outboard
aileron rib which was slightly shorter
approximately
2-112") and
the tip
rib - which was also shorter and thin
ner to blend into the wooden tip bow.
The compression struts were made of
1025 mild steel tubing
with
a
bell
shaped
fitting
in
each end that con
nected with the brace wires.
The
aileron hangers were also made from
tubing and were of
welded const
ruc
tion. The aileron balance
cable
was
routed low in the wing
just
behind the
front spar and connected
just
above the
pilot's head
in
the cabin area .
The
metal
spar
J-3
wing
spars
are
significantly different than the wood
spar.
The
metal front spar
mea
sures
13/
16
thick by 5-11 /
16
wide, and the
rear
spar
was also 13116" thick
by
4"
wide . This wing utilized 13 ribs per
wing, again with a nose or false rib lo
cated
forward of
the front
spar and
between each standard rib.
The ribs were covered at the leading
edge with a 34 wrap of the soft .016"
material on the outboard most skin
only. The inboard skins were still .016"
aluminum but were now fully wrapped
(see Fig. 2) from top to bottom attach
ing to the rear faces
of
the
spar
caps.
There were five full ribs here also, but
six ribs
were
used in the aileron bay
area.
The
outboard aileron rib was
again slightly shorter, but the biggest
rib difference is
the tip rib
.
It has
moved farther outboard approxi
mately half the distance between the
outboard aileron and
tip
bow) which
made
it
shorter
in
overall length
.
At
this spacing, the tip rib provides bet
ter support for the tip bow.
The internal components are dif
ferent also. The compression or drag
struts are made from aluminum, and
the
connecting drag wires are at
tached to a wire pull that is attached
to the end of the compression strut
and up against the spar. Because of
this change, the drag wires are not in
terchangeable between the wood and
metal spar models.
The aileron hang
ers are constructed differently and
are formed into a U channel with
an aluminum bearing block riveted
to the
ends.
This was desirable in
8/12/2019 Vintage Airplane - Jun 1998
27/36
phone 916-672-2620
EDITORIAL - JUDGMENT DAYS
Every day you fly
you're
making decisions and
judg-
ments that wi ll affect the outcome of your flight. Thank
goodness for the experience
we've
acquired. Because it's
usually enough to get us out
of
a situation when we make a
bad judgment.
Pilot error is still and will always be the biggest factor in
aviation accidents because we' re a
ll
human and subject to
stress. The judgments we make, like whether to land or not
on a short runway or with strong crosswinds, or to proceed
through weather when maybe we shouldn' t are decisions we
are always confronted with.
These
situations cause
stress, and
it 's
this
stress that
leads us to make bad or poor judgments. If you can elimi
nate most
of
the stress, you' ll eliminate a lot
of
your poor or
bad judgments. Examples of situations that raise your stress
level would be:
1 Time Constraints. You have to be somewhere by a
certain time or day. We've all been there . A fly-in, a meet
ing, to work, or back home. This will increase your stress
resulting in extra pressure to a Go or No Go" decision.
2
Your
Ego. Don't allow it to put you in a difficult situ
ation or to compromise your better judgment. Just because
your friend did it, doesn't mean that you should . Every one
of us are at different proficiency levels with our 1801185's.
And that level changes daily due to the amount we fly,
or
how alert we are on any given day.
The West's Premier EAA Event
I.
HOMEBUILTS
ANTIQUES
ULTRALIGHTS
CLASSICS HELICOPTERS
WARBIRDS
AIRCRAFT
FLYBYS
&
AIRSHOW
RLINGT
EVERYDAY
EXHIBITS
FORUMS
FLY
MARKET
AIRCRAFT
JUDGING
&
AWARDS
FAMILY ACTIVITIES-
CAMPING
8/12/2019 Vintage Airplane - Jun 1998
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Preparlng Wift For erobadcs
Continued from page
-
3-bladed Hartzell for the 200 hp Lycoming,
and
even
a counter-rotating prop
for
a 160
hp Swift with
a
twin
Comanche engine
Quasi-legal modifications. After 50 years
hardly
any
Swift is factory stock original.
Many
early improvements improved the
airplane
only
when they were removed Little
things, like a heat sink
for oil
cooling
can
help- they're light, weigh less than a
pound,
and according to
my
FAA inspector,
are
a
minor alteration.
Gear indicators - I once was ramp
checked by two
FAA
inspectors.
One asked
if
the little wires on the
gear
doors were fac
tory
equipment.
I replied,
"No
,
but
I
wouldn't
consider the airplane safe
to fly
without
them." He didn't push the subject any further.
Elevator trim tab - I
now trim for land
ing so
this
wouldn't
work
for
me, but some
guys tape
their
tabs
with
flexible tape
,
elimi
nating a possible source of flutter, and
increasing
the
speed by
about
.00
I mph.
Tail wheel fairing - The center of
the
cutout
for the
tail wheel can
be
faired
in
with
a
piece
of .
020 aluminum. This also in
creases the speed about .001
mph
. I don't
think
a
retractable
tail
wheel is worth the ef
fort, but it has been done.
Small main gear tires -
The
15:600:6
have
been approved,
and
with some metal
work in the wheel well area, they
actually
do
increase
the
speed slightly. I tried
the
much better (it just has slightly ider
brushes). Just about
any
modern mo\or
is
better.
The
mistake people
make, and t
re
ally doesn't hurt anything, is they use
00
large (and heavy)
a
motor.
Various HOl da
motorcycle and Mercury outboard motor
starters
have
been
used . Of
course,
the
best
is
the STC'd
Bosch
motor that
Merlyn offers.
In
the
past,
I heard of
using Navion gears
in the hydraulic pump. I
feel this
is nonsen
sical because the
woodruff
keys
in the
gear
actuators are marginal
anyway.
And
if
hard
ened keys are used, the keyway can be
damaged
with higher than normal pressure.
Pitot tubes - The stock pitot tube may
not
be
esthetically
the
most pleasing but
it
does work pretty
well.
Piper and other pitot
tubes
have
been used with
success. A pitot
tube extending forward
from
the
wing
lead
ing
edge should not
be
used.
f
here
is
a
problem,
it's
with the
static port
location. If
relocated,
the
static port should
be
located
at
fuselage
station
122, s
lightly above the
cen-
_
ter line of the fuselage, with
arba
lance-tu5e
to a similar port on the QPPoslte-si
e.
Tape A
clear
bu
t
e eas peed
secret is
to
tape unde e gap strips, and
over the
Ltg
tening holes in the flap coves
and aHead of the
ailerons. Harder,
but
also
effeetive
is 0 tape
u
the
lightening holes
in
the
rear spars of
the
horizontal
and
vertical
stabilizers. This
must
be
removed
at
least
removing
the
outboard or inboard half, or
installing a section ofextruded aluminum
about half the
length
of
the original.
The con
-;ensus seems
to
be,
the
inboard
112
should
be removed
. I
heard the CAA test pilot from
1945
talk once,
and he
thought the factory
should
have
experimented with shortening
the
stall strips.
The
only Swift I ever
flew
which
I
considered
dangerous, had
Buckaroo
wing tips,
closed
slotS, amino
stall strips.
Closed slots-This
is another modifica
tion which
is
eldom done per the STC.
Most slot c10s res are done in aIDa er
which exceeds tlie sh
etmetal
proGe
8/12/2019 Vintage Airplane - Jun 1998
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8/12/2019 Vintage Airplane - Jun 1998
30/36
VINTAGE
TRADER
Something to buy,
sell or trade?
8
.
All inexpensive ad
ill th
e Vintage Trader may be just
th e an swer
10
obtaining that elusive pari . .50 per
word, $8.00 minimllm char
ge.
Send
yo
ur ad and pay-
ment to: Vintage Trader, E A A A viation Ce
nt
er,
P.O. Box 3086, Os
hk
osh, WI 54903 3086 .
orfax
yo ur ad alld y ollr credit card IIlImb er to 920/426-
4828. Ads must be received by the 20th
of
th e month
for
insertion in th e issue the second
mOll
t ollowing
(e.g. . October 20th f or th
e December issue.)
MISCEllANEOUS
BABBITT BEARING SERVICE- rod b
ea
rings,
mai
n b
earings, ca
mshaft bear i
ng
s, m
as
ter rod
s,
valves .
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Toll Fr
ee
1/
800
/233-6934.
e-
m
ail
ramremfg
@aol
.comhtt p:/ / members
.a
ol.com/
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em
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home/sales. html VINTAGE ENGINE
MAC
HINE WO
RKS , N.
604 FRE
YA ST., SPO
KANE
,
WA99202.
FR EE CATALOG: Av ia tion books and
vi
deos.
How to,
bui
ld ing and
restora
t
ion
tips,
his
toric ,
fiyi
ng
and
ente
rt
ainment ti tl
es. Ca
ll for
a
free catalog.
EAA
, 1-800 -843-3612.
National Aircraft Finance Company. We finance
most types of
ai
rcraft including experimental
s.
No
ai
rcraft age limit. Ca ll 1-800 -999 371 2,
Fax 941-646-1 6
71
.
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ai l-nafco@ai rloans.com
e m b e r s h i ~ Services Directo!y
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and the
BAA
A
ntique/Classic Division
c ~ ~
EAA/
EAA
Aviation
Center
,
PO
Box
3 86
, Os
hkosh
WI 54
9 3
-
3 86
Phone (920) 426-4800 Fax (920) 426-4873
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yin.org E-Ma
il
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mb
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li
ght
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dress
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ges
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dise
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mb
ers
hip
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Programs and
Ac
tivi ties
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Ve ntur
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rectory
.. .. ..
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uild
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es tor
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formation 920-426-4821
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pt
er
s:
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g/organizing . . 920-426-4876
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es
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li
g
ht
Advisors
info
rm ation 920-426-6522
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li
ght
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s
tru
ctor in form a
ti on
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un
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g
Eag
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ts
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in
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mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.comhttp:///reader/full/http://members.aol.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http://www.airshow.nevnafco/http:///reader/full/hUp:II.eaa.orghttp:///reader/full/hUp:II.eaa.orghttp:///reader/full/hUp:II.eaa.orghttp:///reader/full/hUp://www.jlyin.orghttp:///reader/full/hUp://www.jlyin.orghttp:///reader/full/hUp://www.jlyin.orghttp:///reader/full/hUp://www.jlyin.orghttp:///reader/full/hUp://www.jlyin.orghttp:///reader/full/hUp://www.jlyin.orghttp:///reader/full/hUp://www.jlyin.orgmailto:[email protected]:///reader/full/http://members.aol.commailto:[email protected]://www.airshow.nevnafco/http:///reader/full/hUp:II.eaa.orghttp:///reader/full/hUp://www.jlyin.org8/12/2019 Vintage Airplane - Jun 1998
31/36
Carlos
L Reynoso
San Martin,
Argentina
Bruce
D.
Eckersley
Gosnells, WA, Australia
Robert 1. Little
. . . Lloydminster, Alberta, Canada
Brent
L
Ombum Hussar,
Alberta,
Canada
Douglas G. Potter
Clementsvale, Nova Scotia, Canada
Alain Decadenet London, Great Britain
Andrew C West . Essex, Great Britain
Jinichi Miyamoto . . . Baragiken, Japan
Ron H.
Hoogeueen Dronten, Netherlands
Roderik Alfred Steenwinkel
Ter Aar, Netherlands
Kai
Lyche Drammen, Norway
M.
F. Henderson
. Rabaul, Papua
New
Guinea
John M. W. Sayers
. . . Honeydew, Republic of South Africa
Michael Minsch Willow, AK
Geoffrey Whittington Enterprise, AL
Bob W. Benoit. . Hot Springs, AR
Earl E. Francis . Miami,
FL
Lloyd D. Gross Brooksville, FL
Donald P. Guth . Orlando, FL
Stephen
A
Hoffmann . . Tampa, FL
Keith Kewley .
St.
Petersburg,
FL
Jane Kimball . Zellwood,
FL
Daniel J. Konst Zephyrhills, FL
Robert Mast . Clearwater, FL
John Matthews . . St. Petersburg, FL
Donald E. Murray Coral Springs,
FL
D. K. Neal . . Trenton,
FL
Robert M. Rigby Cape Coral,
FL
Manuel B. Sousa . Gulf Breeze, FL
Pete Steele . . . . . Wellington,
FL
Thomas
N.
Tucker . . Tallahassee, FL
Philip
1.
Ulrich Punta Gorda,
FL
George H. White . . . Pensacola,
FL
Scott Bedenbaugh . Austell,
GA
David A. Branch Forsyth,
GA
Donn R. Jacobs . Villa Rica, GA
Lewis Webster. Saginaw, MI
Donald B. Macor . . . . . Duluth, MN
Margie M. Dewitt . Warrensburg,
MO
Mark Leuthauser. . . Manchester, MO
DJ
Short . . Warreasburg,
MO
Craig P. Roberts Diamondhead, MS
Louis Young . . . Hattiesburg,
MS
Cliff Bond . . . Winston Salem, NC
Dewey Jenkins . Bessemer City,
NC
Dickey 1. Johnson. . Crumpled, NC
Michael M. Mars . Greensboro, NC
Nancy B. Normark . . . . . . . . Raleigh,
NC
Ord Ercoupe Club . Ord, NE
Robert Clarke Nashua,
NH
Berlow, Inc . Hasbrook Heights,
NJ
Lloyd N. Dennis . Velarde, NM
Annette Enedy . . . Rochester, NY
Thomas P. Fletcher . Oswego,
NY
Milton Palmer. . W. Winfield,
NY
Mike Taglich Sag Harbor, NY
Bill
Boone . Tulsa, OK
Larry R. Trusty Owasso, OK
Raymond T. Buker . Parkdale, OR
Ronald L Coleman . Troutdale,
OR
8/12/2019 Vintage Airplane - Jun 1998
32/36
F1y In alendar
The
jo
llo wing list
oj
coming events is jur
nish
ed
to
our
readers as a
matter
oj
injormation only and does not constitute
approval, sponsorship, involvement, control
or direction
oj
any event (fly-in, seminars,
fly market, etc.) li
sted
.
Please
send the
injormation to EAA, At : Golda Cox, P.O.
Box 3086, Oshkosh, WI 54903-3086. Injor
mation should be received
jour
months
prior to the event date.
JUNE 12-14 - MATTOO
N,
IL - Luscombe
Fly-In. Coles
County Memorial
Airport
(MTO) 217/234-7120.
J
UNE 13
- INTERNA
TIO
NA L
YO
UN G EA GL ES
DA Y. Contact the EAA Young Eagles office,
920/426-4831
.
JUNE 13 -
TRE
NTON, NJ -
Chapter
176 Young Ea
gles
Fly-In, rain date 6/14. Call 609/895-0234 for
location.
JUNE
13
- AN
DOV
ER, NJ - Andover-Aerojlex Air
port,
12N.
Olde
fashioned
jly-in
sponsored by
EAA
A/C
Chapter
7
Old birds,
Young
Eagles,
Flying
Start, Penny-a-pollndjlights,
good eats.
9731786
5682,973-361-0875.
Rain
date
6/
14.
J
UN
E 13 -14
-
FREDERICK,
MD -
EAA SportAir
Workshop. 800/
967-5746
.
J
UN
E 13-14
-
GAINESVILL
E,
TX
-
36th Annual
Texas
AAA Chapter Fly-in. Info: 940 /668-4564.
web site: http://www .coke.net/-airport
JUNE 14
- FULTO
N, NY
-
Oswego
County
Airport
(FlY) EAA
Chapter 486 Pancake
Breakfast featur
ing biplanes. Award for
Best
Biplane. Info: Ken
Graves 315/466-6928.
JUNE 18-21 - CREVE COEUR, MO - Creve Coeur air
port.
American
Waco Club Fly-ln.
Info:
Phil Coulson:
616/624-6490 or Jerry Brown: 3171535-8882.
JUNE 19-21 - MIDDLETOWN, OH.
Hook
Field. Ninth
National Aeronca Convention. Fri. Steak Fry, Sat .
Banquet, Camping,
Aeroncafactory
tours.
I
nfo:
JUN E 27-28 -
DE
N VER, CO -
EAA
SportAir Work
shop (Covering/
Composites).
800/ 967-5746.
JUNE
2
7-28
-P
ETERSBU
RG
, VA (PDA) -
VA
State
EAA Fly-In,
804
13
58-
4333,
J
UNE
27-28 -LONGMONT, CO
-
20th Annual
Ro
cky
Moullta in EAA Fly-III,
303
1798-6086,
J
UN
E
28
-
AND
ERSO N, IN
-
EAA Chapter
226 Fly
In
breakfast.
JUNE 28-JULY 3 - LAKELAND, FL - 30th Annual
International
Cessna 170 Assoc. convention. Info:
Da
le or Marty Faux: 9411646-4588.
JULY 3-5 -
CRE
VE COEUR, MO - Creve Coeur air
port (IHO). Great
War
Fly-It . Info: Don Parsons,
314/397-5719,
314/861-0183 ADFEST@ao l.com
JULY
4 -
FREDRlCKSBURG, TX -
Gillespie
County
airport (T82) EAA Chapter 1088
4th of
July
pa
rade. Info: Stan Shannon 830-997-8802 or
shannons@jbg
.
net
JULY 8-12 -ARLINGTO
N, WA
- Northw
es
t
EAA
Fly
In, 360
1
435-585
7,
Web
site: www,mveaa.org
nweaal
JULY
10-12
- LOMPOC,
CA
- 14th
annual West
Coast
Piper
Cub Fly-
In.
In
fo: Bruce Fall,
805/7
33- 1914.
JULY 10-12
-
ALLIANCE, OH
-
Allian
ce
-
Barber
Air
port (2Dl) .
Tay
lorcraft Owners Club and
Taylorcraft Old-Timer's 26th Annual Re union .
Info: 330/823-9748, 823-1168 or email at
JULY 10-12
-
PITTSFIELD, IL
-
Pittsfield Penstone
Ai
rport
-
Jul
y 10- 1
2.
Gather
i
ng
of
Eagles.
F
ly-
In
breakfast on Sunday. Camp ing on field, motels and
transportation ava ilable. In
fo: 217/285-4756.
JULY FREDRlCKSBURG, TX
-
Sha
nnon
ranch
jly -in. Info: Stan Shannon 830-997-8802 or shan
nons@jbgnet
JULY II-PUNTA
GORDA,
FL - EAA
Ch. 565
Bfast.
y Eagles. 941/575-6360
JULY
11-12
- ATLA
NTA,
GA - EAA SportAir Work
shop. 800/967-
5746.
JULY 12 - RENSSELAER, IN - EAA Ch. 828 Fly- In/
Drive-In
Lu
nch
.
219/866-5587.
AUGUST 9 -
ME
NDOTA, IL - Grandpa's Airport.
EAA Chapter
263
Fly-In breakfast, plus trans
por
tation to
the Sweet
Corn Festival
that afternoon.
I
nfo: 815
/539-6815 or -5378.
AUGU
ST
9 - LAPEER, MI -
Dupont-Lapeer Airport.
Yankee
Air Force, Mid Michigan Div. Fly-In/Drive
In P
ancake
Breakfast.
Warbirds
/Classics
on
displa
y.
Info: Dave Hingst at 810-664-6966.
AUGUST 15-16
- KA
NSAS CITY, KS
-
Downtown
Kansas City Airport (MKC). Kansas City
Expo '98.
Young
Eagles
rally.
AU
GUST
16
-
BROOKFIE
LD, WI - Capitol
Airport
5th
Annual Vintage
Aircraft
Display
and lee
Cream
Social. Noon
- 6
p.m. Info: Capitol Airport at
414/350-5512
or
George
Meade at
414/
962-2428.
AUGUST 22 - SPEARFISH, SD
-
Black Hills Air
port/
Clyde
lee Field. EAA Chapter 806 15th Annual
Fly-
In.
Camping,
earlybird "Cream Can Dinner"
Friday
night. Info:
Black Hi
lls
Aero 605/642-0277
(days)
or
Bob Golay, 605/642-2311 (evenings).
SEPT, 4-5 - HAYWARD, CA - Hayward
Air
Terminal.
Hayward Air Fair 98. Info: Bud Field, EAA A/C
Chapter
29
presiden
t
510/455-2300.
SEPT,
5 - MARlON, IN - 8th Annual Fly-In /Cruise-In
breakfast
sponsored by
Marion
High School Band
Boosters. Classic Cars
also welcome.
Info: Ray
Johnson, 765/664-2588.
SEPT, 6 - NAPPA NEE, IN - Fly-In/Drive-In
Ice
Cream Social.J-4 p.m . Info : Fast Eddie Milleman ,
219/773-2866.
SEPT. 11-/3 -
TRUCKEE,
CA
-
Truckee Tahoe
Airport
Old and New Fly-In featuring the Bee ch
Staggerwing and
Lan
cair. Info: Jerry Short:
SEPT, 12 - TRE NTON , NJ
-
Chapter 176 Young Ea
gles Fly- In,
rain date
9/
13.
Call
609/895
-0234 for
location.
Sept.
12- 13
-
MARION, OH
-
Mid-East
ern EAA Fl
y-
In
(MERFI). 513/849- 9455.
Sept 12-13 - MARlO N,
OH - Mid-Ea
stern EAA Fly-In
(MERF/) , 5131849- 9455,
SEPT, 12-13 -
HAGARSTOWN,
lL -
EAA
Chapter 373
Fly-In.
Cook
out and camping Sat. aft.levening, break
http://www.coke.net/-airporthttp://www.coke.net/-airporthttp://www.coke.net/-airporthttp://www.coke.net/-airporthttp://www.coke.net/-airportmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://www.coke.net/-airportmailto:[email protected]:[email protected]:[email protected]:[email protected]8/12/2019 Vintage Airplane - Jun 1998
33/36
Evan is pictured
with
a Cub
NC70J2 nd
a group 01 fresh Young Eagles
recruitecllrom
his church.
H
Evan Zeiger, Sr
Pell
City AL
Owner and President
of
HElCA, Inc.
-
aviation
management and
consulting company
5500 hour
pilot
Holds
ATP
CFlI
,
A P
and
IA
certificates
8/12/2019 Vintage Airplane - Jun 1998
34/36
THE NEW
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