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GEOFF RO ISON
PRESI DENT
V
NTAGE AIRCRAFT ASSOCIATON
V
business notes
Here's hoping you all had a wonder
ful holiday season. Merry Christmas
and
happy New
Year
to everyone
In early November your Vintage
Air
craft Association board of directors held
our
fall
board meeting in Oshkosh.
We
had
a heavy agenda before us,
and
as
we
worked our way through
it,
I paused
and reflected on the
many
positive de
velopments we were dealing with. First
of all, I am pleased to mention that the
financial status of your organization
remains strong. Our
worthy
treasurer,
Charlie Harris, continues to report a
record-setting cash position
as
well
as
an
expanding
list of assets . Our over
head is minimal and our bills are paid.
Can
we ask
fo
r
any more than
this?
This data is of course reflective of not
only the dedication of a fine staff (both
VAA
and EAA),
but
through the efforts
of a solid group of Vintage volunteers.
t
is
critically
important
to your board
of directors that we acknowledge those
among us who
may
never have
even
had the opportunity to see the marvel
we all
know as
EAA AirVenture Osh
kosh, yet continue to support
the VAA
Gene recently made the decision
to
step down from
the
board, so the board
of directors, as an acknowledgement
of his nearly three decades of service,
felt it was appropriate to award Gene
with
emeritus status. Thanks for the
We had
a
heavy
agenda
before
us
and
as we
worked
our way through it I
paused and
reflected
on
the
many
positive
developments
we
were
dealing
with
.
memories, Gene
t
has always
been
a
pleasure to work beside you. I am also
relatively certain
that
we have not seen
and
Mr.
Dan Knutson of Lodi, Wiscon
sin. Many thanks to those who sub
mitted the petitions to bring these two
fine
candidates
into the fold. Both of
these gentlemen have been engaged
in
the VAA
movement for a long time.
Jerry
is
well-known in
the
Waco com
munity
as an extremely
capable
re
storer, and Dan
and
his father, Doc, are
well-known for their absolutely amaz
ing
re
storations of
any number
of older
Piper aircraft. Both new directors have
also served many years
on the
Vintage
judging committee at AirVenture.
Wel
come
aboard, guys,
and many thanks
for
agreeing
to engage yourselves at
this new level. I know I can speak for
the entire
board
in saying that we all
look forward to working with you.
One last
item
I want
to
include in
this month's column is a short book
review. Many of you know that since
1988, I have
had the
pleasure of serv
ing
on EAA s
B-17 Bomber Tour. Since
my engagement in this
world-class
,
premier EAA program, I have taken to
reading a
great number
of books re
counting the
personal experiences
the
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N E
DE E
E
VOL. 36 , No. 1
2 8
CONTENTS
IFe Straight & Level
VAA
business notes
by Geoff Robison
2
News
5 Aeromail
6
2007 Vintage Aircraft Association
Hall of Fame Honors Chet Peek, Ph.D.
1 2
In the Tradition of Testosterone
Team Wathen s
choenfeldt irecracker
reproduction
by Budd Davisson
2
Type Club List
24 Type Club Notes
The technical corner: Part II
elementary assembly a
nd
rigging
by Robert
G.
Lock
3 Pass It to Buck
The cold, naked-legged Luscombe adventure
by Elroy Hilbert
3 4 The Vintage Instructor
Night requirements
by Doug Stewart
36 Mystery Plane
by H.G. Frautschy
STAFF
EAA Publisher
Tom
Poberezny
D
ir
ector of EAA Publications
David Hipschman
Executive
Director/
Editor H.G.
Frautschy
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Precision Carbs
Business
cquired
A tentative agreement was an-
nounced Monday to restart produc-
tion of Precision Airmotive's
MSA
line
of carburetors and spare parts. EAA
reported earlier this
month that
Pre-
cision had halted production of the
units November 1 because it was un-
able to obtain product liability insur-
ance. That move prompted concern
in the vintage and experimental air-
craft communities,
as
Precision was
the nation's only manufacturer of
the Marvel Schebler float carburetors
used in many type certificated aircraft
engines manufactured by Lycoming,
Continental, and Franklin.
A group led by Tim Henderson,
president of
Aero
Accessories, and
others from Tempest and Precision
Airmotive carburetors saw a signifi-
cant need for someone to continue
that
product line, said
ohn C.
Her-
man, Tempest vice president of sal
es
and marketing. This has obviously
happened very quickly because of the
circumstances of Precision announc-
ing
that
they're getting out of
that
product, Herman said.
We
had to
move pretty quickly.
While the details of the agreement
were
not
disclosed, Herman said that
the acquisition and relocation of the
production line from Seattle, Wash-
ington, to Gibsonville, North Caro-
lina, would be completed by Janu-
ary
31 2008.
The Henderson Group's
V
Hall of Fame
VAA inducts Chester L. Pee k Ph.D. , into Hall of Fame
EM
and
VM members from across the
nation welcomed
Dr.
Chester
L.
Peek and his
family to the
EM
Aviation Center for Chet's
induction into the
VAA
Hall of Fame. The
program also included the induction
of
Ha l
Shevers, founder
of
Sporty's Flight Acade
my and Pilot Shop, into the National Asso
ciati
on
of Flight Instructors Hall of Fame;
Debby Rihn-Harvey, eight-time women 's
national aerobatic champion and longest
standing member of the U.S. Unlimited Aer-
obatic
Team
into the International Aerobatic
Club Hall of Fame; Wilson Connell Connie
Edwards, longtime pilot and chief stunt pi-
lot for the movie
Battle of Britain
into the
EM Warbirds of America Hall of Fame ; Ra n-
dy
Schlitter
, founder of RANS Aircraft into
the EM Homebuilders Hall of
Fame;
and Michael Markowski, author of numer
ous ultralight books, including
Ultralight Aircraft Ultralight Technique
and
Ultra
light Airmanship into the
EM
Ultralight Hall of Fame.
Peek was visibly moved by his induction. During his acceptance speech, he
told the guests present in the Eagle Hangar, I feel so honored to be here with
all these other aviation greats and very humbled, because, as you will see, there
are really some outstanding people here. It seems like only yesterday that I sent
a dollar or two off to some fellow in Milwaukee who was starting a new club for
private aviators. He called
it
the Experimental Aircraft Association, the
EM.
Who
would have thought back there in those days, as
you
look around today, the
or-
ganization would be what it is and what it is doing.
Please see the article beginning
on
page
6
for more
on
Peek's contribution
to vintage aviat ion, and why
we're honored to have him as one of our inductees
in the VM Hall of Fame.
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AI Hallett
Steve Moyer
2007 Volunteers o the
Year
Each
year at the end of
EAA
AirVenture Oshkosh, two volunteers among the
more than
5
VAA
volunteers are chosen as the volunteers
of
the year. This
year's VAA Flightline Volunteer of the Year is AI Hallett of West Chicago, Illinois.
One of our perennial volunteers
who
dedicates many hours
of
his vacation to
shepherding the many vintage aircraft that park in our area each year, AI's willing
ness to jump in wherever there is a gap is always appreciated.
Our
2007 Behind the Scenes Volunteer
of
the Year is Steve Moyer
of
Lansdale,
Pennsylvania. Steve seems to be everywhere during the AirVenture-helping out
in the VAA data processing area, shooting photos for the volunteers and for Vin-
tage Airplane , helping plan the annual
VAA
Volunteer Picnic, and generally lending
a hand wherever it is needed.
Our congratulations to
AI
and Steve,
and
our thanks to them
and
to all VAA volun
teers who help our association during the annual fly in and throughout the year
EPA
Seeks Comments Regarding
Lead Emissions
Petition
The
Environmental
Protection
Agency
EPA)
has published a no-
tice
in the
ederal
egister
seeking
comments on
a
petition
from
the
environmental
group
Friends of the
Earth
to
limit lead emissions from
piston
general aviation aircraft that
use 100LL fuel. EAA, a leader
in
alter-
native fuel research since 1964, does
not
see this
as
an
immediate threat to
the
supply
and
availability of
lOOLL,
but other
economic
pressures could
affect availability.
The petition seeks
one
of two out-
comes:
1)
Have
the EPA
make a finding
that lead emissions from GA aircraft
endanger public
health and
welfare
and issue a proposed emissions stan-
dard for lead from
GA
aircraft under
the
Clean
Air Act;
or
2)
Have
the EPA
administrator order a study on
the
health
and
environmental impacts of
GA aircraft lead emissions
and
report
on
the
study's findings.
In 2005, the
EPA
stated there is in-
sufficient information
to
determine
that
aircraft lead emissions endan-
ger public
health and
welfare. The
agency also stressed that because a
suitable, safe, unleaded aviation fuel
has
not
been developed, regulating
leaded aviation fuel would ground all
general aviation aircraft, resulting
in
severe economic repercussions
to
GA
businesses
and
operators.
Earl Lawrence,
EAA
vice president
of industry
and
regulatory affairs
and
secretary of the ASTM Internation-
al
Aviation Gasoline Committee, re-
cently
met with
EPA officials. The
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who provide a ready resource of pro
gramming for monthly EAA chapter
meetings and events. The bureau
is
composed entirely of volunteers rep
resenting
the
aviation industry,
Air-
Venture workshop
and
forum pre
senters,
EAA
technical counselors and
flight advisors, and other knowledge
able aviation enthusiasts.
Since announced at
EAA
AirVen
ture Oshkosh 2007, interest in
the
Speakers Bureau has been outstand
ing, says Brenda Anderson,
EAA
chap
ter administrator. We're extremely
pleased by
the
response from the EAA
community, she said. The bureau
speaks to
EAA s
volunteer spirit
that
defines
the
organization. This unique
collection of talent and expertise will
prove
an
invaluable resource for our
local chapters.
And the list keeps growing ... new
registrations are still coming in,
and
others are welcome. Chapters can re-
fer
speakers from past meetings and
events to the online registration
form located at
http://Speakers.EAA.
org/speakersbureau bin/public/register.
Or simply download and complete
the form and mail it to EAA Chapter
Office, P.O.
Box
3086, Oshkosh,
WI
54903-3086.
To book a speaker, visit www.EAA.
org/chapters/speakers. There you can
search
the
bureau database by name,
topic, and state,
as
well
as
get tips
and guidelines for working with and
scheduling a speaker.
For more information, questions,
or comments, e-mail speakersbureau@
eaa.org or call EAA at 888-322-4636
ext. 4876.
Annual Skiplane Fly-In January 26 2008
The
annual
EM
Skiplane
Fly-In
is slated for Saturday, January 26,
2008-snow
or
no snow-at
the
EM
AirVenture Museum s Pioneer Airport. If there is enough
snow, expect
an
impressive array of skiplanes to participate. Wheel airplanes are
welcome to land at Wittman Regional Airport OSH), with shuttles available through
out the day to
and
from Orion and Basler fixed base operators. Complimentary chili
and
cake will
be
served to celebrate the birthday
of EM s
matriarch, Audrey
Po
berezny,
beginning at
11
a.m. All are welcome to this
free-of.
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SEND YOUR COMMENTS AND QUESTIONS TO:
VAA LETTERS TO THE EDITOR
P.O. Box 3086
OSHKOSH,
WI
54903-3086
OR YOU C N E-MAIL THEM TO: [email protected]
More
on
Waco UE NC12472
Hello H.G.
It
was a great pleasure to find on the
flightline at AirVenture 2007 the Waco
UEC, NC12472, that was most gra
ciously donated to
EAA
on
the closing
day of the convention by
Kate
Meredith
in memory of her husband.
I thought you would be interested
in a small slice
of
the Waco s history
when it was based back here in West
Virginia.
t
the end
of
WWII my fa-
ther, Harold Armstrong, was hired as
a flight instructor by
Mr.
Dave Baker
to start up a flight school at Baker Air
Park
in Burlington
West
Virginia.
Dave was
an
Aeronca dealer and had
three
new 7AC
Champs
for
the
pro
gram. My father was the only full-time
employee,
and
his tasks included in
structing, passenger
hop
flights
and
occasional
charter work during the
day, and
running the
movie projector
at Dave s drive-in theater at night. Dad
worked here for four years until his
re-
serve
unit
in Pittsburgh gave
him
the
opportunity
to finish his military ca
reer at the start of the Korean War.
Dave owned NC12472 for a number
of years, and I literally grew up hear
ing Dad s stories of this fine airplane
and
the adventures
he
had in it. They
used her for towing banners over the tri
towns area, advertising local business
establishments, but most of the flights
were with
full
loads of first-time passen
gers over the Patterson Creek Valley.
It was during this time that Dad met
his future wife, Martha Thrush, and in
1947 he flew her in the UEC to Cleve-
Ahappy fellow Clement Harold Ann-
strong
and
the
Waco
UEC in
1947
the
year he flew the young
lady
who would
become
his
wife
Martha
Thrush to
the
National Air Races in this very
UEC.
land to
attend
the National
Air
Races.
My mother recalls
that
trip fondly and
is still eager to go each summer to Osh
kosh for the big fly-in .
I
have
sent
some
photos of
those
days
and
a copy of
one
page
out of
my
father s
many
logbooks. These log en
tries best show what we would
now
consider a
nostalgic
week at a little
airfield
now
gone. The Sparrowhawk
(NC191M) was also based at Burling
ton,
and
Dad flew a parts mission in it
to Springfield, Massachusetts,
on
May
17, 1947, to help get
the
Waco going
again . Lastly, I have included a
photo
of
1 4 inch
models
that
Dad scratch
built of
these
two
airplanes many
years ago. These are two models in a
collection of 25 that were made of air
planes that
touched
my father s early
days
in
aviation-and I treasure every
one
of them.
Blue skies,
Robert K. Armstrong
VAA
717819
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2 7 VINTAGE
AIRCRAFT ASSOCIATION
HALL OF FAME
HONORS
Chet Peek Ph.D.
W
rld War
II
veteran. Thir
ty-one airplanes owned,
many
of
them
restored
with
the
help of his wife.
Author
of
six aviation history books.
Engineering professor. Father
of two
boys and husband of Marian.
Five short
sentence
fragments,
but
it s
the
gaps between the words
ing lessons
in
a Taylorcraft
A.
A year
later,
he
was selected to be one of the
10 students in t he second CPT pro
gram
sponsored by Iowa
State Uni
versity, and by
May
of 1941, Chet
was thrilled to be the holder
of
a lim
ited commercial pilot certificate, with
more than 100 hours in his logbook.
Close to graduation from mechan-
cer for the 8th Air Force, 95th Bomb
Group, and would serve in that ca
pacity
until
the war
in
Europe ended
in the
spring
of
1945.
Reunited for the first time in
two
and a half years, Chet and Marian
started life in
the
Midwest,
where
Chet began his career as an
engineer
with a Frigidaire distributor, design
ing commercial
refrigeration
plants
and
air
conditioning
systems
. Like
so many of their peers,
they
started
their
family,
with
sons Stan and Tom
arriving in
1947
and 1951. Later,
Chet s career would take him into ev
er-higher positions
within
the
com
mercial trailer
production
business.
t
age
SO
Chet went
back
to
college
to earn a doctorate in industrial engi
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neering.
f
ter graduation,
he
worked
in
academia, serving as
the head of
the Oklahoma City University's MB
Program, retiring in 1989 as
an
in-
st ru
ctor in Oklahoma Universi
ty's
College of Business.
When
het
sent in the photos
and
biographical information
we
requested for the Hall of Fame pro
gram, he
neat
ly organized a series of
envelopes for
the
various periods in
his life. One
envelope
was appropri-
194O-Some
of his
training
in
the
CPT program was done in
this
Luscombe SA.
ately marked
1
Antique Airplane d-
diction. Not surprisingly, it was
the
thickest of them all, liberally sprin
kled with shots of his family and air
planes
and
of
the
many
projects he's
enjoyed
working on throughout the
years,
which have
served as
the
sub
ject of his
aviation books, including
The
Pietenpol
Story
The
Spartan Story
The Taylorcraft
Story
Flying with 40
Horses Resurrection of a Jenny and
The
Heath Story. He's currently work-
Reunited with
his
bride
after
two
and
a haH years. Chet and Marian on July
29 1945.
Chet
and
Marian graduated from Iowa
State in
the spring of
1942.
After graduation from the Anny Air
Corps
Engineering
Cadet
School Chet
was ready to go overseas in
April
1943.
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One
of his earliest restorations Chet s E-2 Cub, N14330
was
part of the family
for
4S
years, until completely
destroyed by an
FS tornado.
Chet
seemed
to e addicted to the
CaliAir.
Here s one of his restorations a
One of a series of Taylorcrafts owned by
CaliAir
A-3
Cabin.
Chet and
Marian, this is their
BL-GS.
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A couple of the 10 CaliAirs owned by Chet at one time
or
another. Here are his res
torations of a pair of Cabin CaliAirs, an A-3, N2909V, and an A-2, NC33356.
Below:
Chet s
first
brand new airplane,
a Taylorcraft F-19. Chet loves rare airplanes. This is his restoration of Driggs Skylark NU301.
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Chet
and his
restored
Jenny
were
one
of the five Curtiss IN ·
4s featured in
1989's
Jennys to
Jets feature
at
EAA
Oshko
sh
that year.
ing on a history of
the
Standard J-l.
For more information on his books,
you can visit his book website, www
ThreePeaksPub com
Throughout the years of engineer
ing work, restorations, and writing,
Chet's wife, Marian, has been busy
as
well, earning a master's degree, sewing
fabric,
hauling wings, and enduring in
numerable retrieval trips to haul home
a dilapidated airplane project.
Chet
was thrilled to have Marian and their
sons, Stan and Tom, along with their
grandchildren and friends, join them
in Oshkosh to celebrate Chet's induc
tion into the VAA Hall of Fame. In his
acceptance speech, Chet said,
I feel so
honored to be here with all these other
aviation greats and very humbled, be
cause,
as
you will see, there are really
some outstanding people here, Peek
said.
lilt
seems like only yesterday that
I sent a dollar or two off to some fellow
in Milwaukee who was starting a new
club for private aviators. He called
i t
the Experimental Aircraft Association,
the
EAA. Who
would have thought
back there
in
those days,
as
you look
around today, the organization would
be what it
is
and what it
is
doing.
We're free to fly in this country,
and
it's something we should appre
ciate, and the EAA
is
very much re
sponsible for a very large
portion
of
that
freedom. It's been a great jour
ney, these last SO years at the EAA,
and
I m
happy to
say it's
not
over.
I've got a Pietenpol
almost
done in
my garage.
http:///reader/full/ThreePeaksPub.comhttp:///reader/full/ThreePeaksPub.com
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Thank y u from the sta at U I
Back row from left: Laura Cora Jori Tammy Pat Phil Pam Mac
and
Jeanette
Front row from left: Rob Norma Butch and lisa
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.
]
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omWathen
om
Wathen: A iation Enthusiast
EHtraordinaire
If you want
to have a fun
experi ence,
sit
down
at
a picnic
table at Oshkosh with
Tom
Wathen
and
start talking airplanes.
You don
't
have to know anything about him to
quickly realize that this
is
a gentleman
who
takes
airplanes (though
not
necessarily himself) seriously. Self
effacing is the term usually used to
describe him, but it s a description
that
includes liberal sprinklings
of
humor and raw enthusiasm.
Yes, Wathen is
wealthy.
However, to say
that
is to trivialize
not only how he got
that
way , but to
ignore
that he
was an aviation nut
long before he had the money to
indulge his passion at the level
he
does today.
Tom made his mark on business by paying attention
to
the basics : He
recognized a need (security services)
and
came up with a way to provide it at a
profit. That's marketing
101.
But it doesn t work if
you
don't throw yourself into
it, and Tom did just that
in
1988, heading one of the largest security entities on
Earth.
Does
the name Pinkerton mean anything to
you?
Long before his career climb began, Wathen owned,
and
was into, airplanes.
Ai rplanes of all sorts . Immediately after getting out of the Air Force in the early
'50s , for instance,
he
bought
an
Aeronca
L-3
and
partially restored it.
Then
there
was a long line
of
normal airplanes from 182 RGs to cabin-class twins, but
there were always the interesting airplanes.
He hung out at Flabob airport , which means he had
no
choice but to fall
under the spell
of
one
of
aviation 's most interesting characters , the late Bill
Turner. Turner was cranking out replica racers as fast as he
could find sponsors,
and Tom Wathen became involved in backing some of t he most ambitious
replication projects in history, including the twin-engine
de
Havilland Comet
and
the hulking, otherworldly Turner-Laird (this Turner was Roscoe, not Bill) Meteor.
Beyond the recently completed Firecracker project, Wathen and his team of
enthus i
astic
aeronuts are working on a Caudron 460, and he 's eyeing the
Fo
lkerts series
of
racers .
One
of
Wathen 's more noteworthy achievements and one that is going to
prove to
be of
long-lasting benefit to aviation is the saving
of
what should
be
partially to honor
those
high-speed
pioneers
but
also to taste just a little
of the adrenaline themselves. One of
these is Tom Wathen, who has cap
tained (from
the
wings, so to speak) a
loosely knit team of what
many
would
consider
eccentric (it sounds bet
ter
than nut
case ) pilots
and
build
ers who included the likes of the late
Bill Turner and Ed Marquardt, both
legendary
builders, as well
as
many
others. From
that
small group of hy
perenthusiasts,
most of
whom were
based
out
of SoCal's Flabob Airport in
Riverside, a steady stream of golden
age replicas have taken to the sky to
delight audiences
and
often
as not
to
terrify pilots-though in a good way.
The
most recent of
the breed
is
the
Rackleff/Halloran/McCombs/Wathen
(we'll explain all of that in a second)
reproduction
of the Schoenfeldt Fire-
cracker
one
of
the best-known
and
most successful rocket ships of its day.
The Firecracker was originally the
Keith Rider R 4
but
was bought by Bill
Schoenfeldt, a wealthy sportsman,
shortly after it was built
in
1936. He
immediately
had
the original Mena
sco Buccaneer six-cylinder (489 cubic
inches) replaced by a supercharged
version,
the 545-cubic-inch Super
Buccaneer,
which cranked
out
as
much as 350 hp when tweaked by the
racers. This was 350
hp
on a tiny 900
pound,
retractable-gear airframe
the
size of a Pitts Special
(I8-foot
span)
with
the
drag of a knitting needle.
The airplane
consistently
took
home gold with lap speeds above 250
mph and straightaway dashes report
edly over 300
mph.
I t
took
a special
8/20/2019 Vintage Airplane - Jan 2008
17/44
described
as
evil, coupled with 100
mph
over-the-fence speeds and zero
visibility. He flew it exactly
once
be
fore he started running the pylons
in
it and won two of
the
first three
races. Only a few years later he was to
become the legendary Lockheed test
pilot we all know so well,
but the first
time he took to the
air
in the Fire-
cracker he
was, like
most
race pilots
of the time, inexperienced to a truly
frightening degree.
Now flash ahead to the 1970s.
Golden Age racing fever
had
in
fected a small but enthusiastic group
of builders. Flabob Airport was see
ing a wide range of golden age racer
replicas popping out of the hangars,
8/20/2019 Vintage Airplane - Jan 2008
18/44
Sitting
in
the
flattened
grass in
front
of the
Red
Barn,
you
ca
n
see how much
foot
traffic
the diminutive replica
racer
created . The small tail surfaces and short moment arm aft of the
CG
contribute to both
its
quickness and lack of stability.
All that surface
area
forward
of
the CG
doesn't
help
tion, so
he
never got to see
the
com
pleted project.
The airplane sat derelict in one of
Flabob's less frequented hangars
un-
til Tom Wathen, Flabob's savior (lit-
eralJy: see
sidebar)
, saw
the pieces
and recognized it
as
an airplane
that
should be finished. Wathen had been
the
money
and much
of the spirit be
hind a number of Bill Turner's
more
son,
the
tiny
irecracker
looked almost
like a weekend project, something he
laughs about today
because
it took
nearly 10
years
to finish. But he
didn t know that's
what
it would take
and
neither did his friend
and
Comet
demonstration
pilot Air Force Maj .
Gen. Pat Halloran, a retired fighter pi
lot (100 missions in Korea, 600 hours
of
SR 71
time),
when Wathen
asked
him to
take over
the
responsibility of
getting the ir
e
cracker finished.
Halloran says, In 1998, I arranged
to
haul two
big
loads of irecracker
pieces along with at least three old,
partially complete Ranger engines to
my place
on
Meadow Lake Airport in
Colorado Springs.
8/20/2019 Vintage Airplane - Jan 2008
19/44
Pat Halloran 's
solution for
a long nose
A crowd of AirVenture admirers milled
around this met iculously crafted replica
of
the Firecracker, asking
questions
of
Thomas W. Wathen, entrepreneur, former
Air Force officer, private pilot, and owner
of historic Flabob Airport near Riverside,
California. Accompanying Wathen was
retired
Air Force
Maj.
Gen.
Patrick J.
Hal
loran, primary pilot of the Rrecracker with
more than
60
logged hours. According
to
Maj
. Gen. Halloran, "That's probably more
time than anyone else." He's also logged
more than 600 hours in the SR-71.
I wanted
to
get closer and take some
° photos, but the curious people surround
ing this gem mOde
it
impossible. Eventu
ally I got
my
chance for a close inspection.
What a beauty That long nose contains
an inverted 440-cubic-inch, six-cylinder
Ranger "that runs like a sewing machine
and looks like a crown jewe l," says Ha l
loran. The tail end is
just
the opposit
tiny and with very little rudder. The cockpit
is snug. I thought I could fi t nicely.
The Rrecracker is a 1930s replica, but
well-appointed to navigate in today 's air
space. One thing that made me curious
was a small 4-by-6-inch video screen
in
the center of the glare shield obstruct
ing any forward vision,
if there
is any.
Halloran explained that, no,
it
wasn't a
GPS
or weather radar, but a video moni
tor connected to a tiny " lipstick" camera
in a fairing under the nose to provide bet
ter forward vision. What a neat gadget, I
thought, without considering the signifi
BY
S
TEVE
M
OYER
pointy end forward was a full-time
task, and keeping the ball in the
middle? Forget it. "
Firecracker
can't
be slipped
and visibility on takeoffs and land
ings is nonexistent . "You never
see a landing area from the cock
pit until the plane is
just
inches
from the ground," he adds.
Gen. Halloran first saw a cam
era system installed in James L.
Wright's Howard Hughes H-1 re
production at AirVenture 2004.
Wright thought it was useless, but
only because it wasn't installed to
give him a proper field of vision .
Rrecracker s
system was install
ed
at Flabob
Airport
by
mechan
c
Mike McCue. The
components
were acquired at a local electron
ics warehouse for less than $400.
The 170 weatherproof CCD se
curity camera was available in var
ious focal lengths, and they found
one
to
meet
their
vision require
ments . The LCD monitor is ful l
color and bright enough
to
see in
all but direct sunlight. The 12-volt
system, connected to the primary
battery, could be powered by a
lighter type connection.
Now on final there really is a
runway and a center line . When
The little camera is mounted unobtrusively
taxiing, the need for S-turns is el iminated.
The system doesn't replace normal visual
indications but greatly enhances your situ
on the
bottom
of
t
he
cowl.
The small cockpit of
the
irecracker man-
dates its
position,
which doesn't really hinder
forward visibility
down
the centerline,
since
even without the camera there
isn't
any
a system for backing up, sold by an RV
supply company. Most RV systems seem
to
range from less than 500
to
several
8/20/2019 Vintage Airplane - Jan 2008
20/44
ing to hug the engine's outline . The
Ranger's crankcase is deeper and forces
the slightly modified lines.
When seehlng someone to build the
airplane, Halloran found two sets of tal
ented hands right
on
his own airport.
"I
persuaded
the father-and-son
team of Bruce and Evan McCombs to
take on the project. It was slow work,
as
some partially completed structures
eight years, I'd been like an expectant
father watching this project come to
fruition. I'd been dreaming of making
this first flight, but it was not to be.
"A few days before it was to happen,
I had a pain
in my
chest followed
by
a very
inconvenient
heart bypass. So
a good friend of mine, Les Tugaw, did
the first flights while I sucked on oxy
gen and watched. Bummer "
der to be coordinated. That's an un
comfortable control input. The reason?
They didn't bother to design a respect
able-sized tail for conventional flying,
as the racing crowd is only concerned
with
'go fast, turn left.' Less stability
margin means more speed (to a point)
and more agility around the pylons. It's
a real handful to fly, but a very satisfy
ing challenge.
8/20/2019 Vintage Airplane - Jan 2008
21/44
I installed a tiny 'lipstick' video camera in a fairing under the
nose and a small 4
-b
y-6-inch video screen on the glare shield
in front of me. Eureka There was a runway out there It was
great for taxiing, but on final approach was where it really
paid
off.
The comfort factor went way up. Now I thought I
was
ready
for
that 50-footer at Flabob."
Gen. Halloran missed ferrying the airplane to Oshkosh be
AII·Urethane Recovering
Handbook
ERO
CL SSIC
COLLECTOR SERIES
Vintage ires
New USA Production
Show off your pride and joy with a
fresh set of Vintage Rubber. These
newly minted tires
are
FAA-TSO'd
and speed rated to 120 MPH. Some
things are better left the way they
cause of some medical tests, so famed race pilot Skip Holm
was
called on to make the fight. (The general did get to fly the
irecrack er for
the photos you
see on
these pages.) The airplane
were, and in the 40's and 50's, these tires were perfectly in
tune to the exciting times in aviation.
Not only do these tires set your vintage plane apart from
8/20/2019 Vintage Airplane - Jan 2008
22/44
TYP CLUB LISTING
eronca
Aeronca Aviators
Club
Robert
Szego
P.O. Box
66
Coxsackie, NY
12051
USA
518-731-3131
Email: [email protected]
Website: www.aeronca.org
Dues:
$29/yr, $55/2-yrs; $37/yr, $55/2-yrs
Canada and Foreign
Publication:
Quarterly,
Aeronca
Aviator
eronca
Fearless
Aeronca
Aviators (f-M)
John Rodkey
280
Big Sur
Dr.
Goleta,
CA 93117 USA
805-968-1274
Email: [email protected]
Website: http://aeronca. westmont.edu
Dues:
Donations
accepted for server maintenance
Publication:
list http://mail.westmont.edu/
mailman/listinfo/aeronca
eronca
National Aeronca Assoc.
Jim
Thompson
304
Adda
St
Roberts, IL 60962 USA
217-395-2400
Email:
Website: www.aeroncapilots.com
Dues: $25/yr.
$35 Canada, $45
Int'.
Publication: Quarterly
eech
Beech Aero Club
Cloyd
Van
Hook
10022
Idlewood Place
River Ridge, L 70123 USA
504-619-2379
Email:
Website:
www.beechaeroclub.org
Dues: $50/yr.
Publication:
BAC
Talk
eech
Staggerwing Museum Foundation
P.O. Box 550
Tullahoma,
TN
37388 USA
931455-1974
eech
Twin
Beech
18
Society
Rand
Siegfried
PO.
Box 550
Tullahoma,
TN
37388
USA
931455-1974
Fax: 931445-1994
Email: [email protected]
Website: www.staggerwing.com
Dues:
$50/yr.
US; $60 Foreign
Publication: Quarterly
Bellanca
Bellanc&Champion Club
Robert Szego
P.O.
Box 100
Coxsackie,
NY 12051 USA
518-731-6800
Email: [email protected]
Website: www.bellanca-championclub.com
Dues: $38/1-yr,$72/2-yrs;
Foreign
$43/1-yr, $81/2-yrs
Publication:Quarterly, B-C Contact
Bird
Bird Airplane Club
Jeannie Hill
PO.
Box
328
Harvard,
IL 60033-0328 USA
815-943-7205
Dues:
Postage
Donation
onanza
American Bonanza Society
Thomas P Turner
Mid-Continent Airport,
PO
Box
12888
Wichita,
KS
67277 USA
316-945-1700
Fax: 316-945-1710
Email: [email protected]
Website: http://www.bonanza.org
Dues:
US:
$55/yr.
Publication:
ABS Magazine
-Monthly
onanza
Twin
Bonanza Association
Richard Ward
19684
Lakeshore
Drive
Three
Rivers,
MI
49093
USA
269-279-2540
Fax: 269-279-2540
Email: [email protected]
Website:
http://www.twinbonanza.com
Dues: $35/yr US; $45/yr foreign
uhl
Buhl
LA l
Bull
Pup
'
Owners
Group
Technical
Coordinator-William
R. "Bill'
Goebel
894
Heritage Creek Dr.
Rhome, TX
76078 USA
940-627-5938
Cessna
Cessna International Bird Dog Association (L-19/0-1)
Larry
Rinn
9618
Jason
Bend
Helotes, TX
78023
USA
210-695-1944
Email:
Website: http://www.L 19Bowwow.com
Dues:
$30/yr
US;
$35/yr
Canada;
$45/yr
Int'
Publication: Quarterly Magazine;
Monthly
Newsletter
Cessna
Cessna 150
/152 Club
Lori
Colunga, Membership Coordinator
P.O.
Box
1917
Atascadero, CA
93423
USA
805-461-1958
Fax: 805-461-1035
Email: membership@cessna150 152.com
Website: http://www.cessna150 152.com
Dues:
$35/yr
internet
only
or
$45/yr postal
subscription
Pub lica
tion
: Bi-monthly
Cessna
Cessna
Airmaster
Club
Gar
Williams
9S135
Aero Drive
Naperville, IL
60564
USA
Phone:
630-904-6416
Email: [email protected]
Dues:
No Dues. Membership is
restricted
to those that
own, or would like to
own,
aCessna Airmaster.
Cessna
Cessna Ryer
Association
Trevor Janz
Waupaca
Municipal Airport,
The Blue Hangar,
P.O.
Box
381
Waupaca,
WI
54981
USA
920-867-2800
Fax: 920-867-2805
Email: [email protected]
mailto:[email protected]:///reader/full/www.aeronca.orgmailto:[email protected]://aeronca/http:///reader/full/westmont.eduhttp:///reader/full/http://mail.westmont.edumailto:[email protected]:///reader/full/www.aeroncapilots.commailto:[email protected]:///reader/full/www.beechaeroclub.orgmailto:[email protected]:///reader/full/www.staggerwing.commailto:[email protected]:///reader/full/www.bellanca-championclub.commailto:[email protected]:///reader/full/http://www.bonanza.orgmailto:[email protected]:///reader/full/http://www.twinbonanza.commailto:[email protected]:///reader/full/http://www.L-19Bowwow.commailto:[email protected]:///reader/full/http://www.cessna150-152.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.cessnaflyer.orgmailto:[email protected]:///reader/full/www.aeronca.orgmailto:[email protected]://aeronca/http:///reader/full/westmont.eduhttp:///reader/full/http://mail.westmont.edumailto:[email protected]:///reader/full/www.aeroncapilots.commailto:[email protected]:///reader/full/www.beechaeroclub.orgmailto:[email protected]:///reader/full/www.staggerwing.commailto:[email protected]:///reader/full/www.bellanca-championclub.commailto:[email protected]:///reader/full/http://www.bonanza.orgmailto:[email protected]:///reader/full/http://www.twinbonanza.commailto:[email protected]:///reader/full/http://www.L-19Bowwow.commailto:[email protected]:///reader/full/http://www.cessna150-152.commailto:[email protected]:[email protected]:///reader/full/www.cessnaflyer.org
8/20/2019 Vintage Airplane - Jan 2008
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essna
Cessna Pilots Association
John Frank, Executive
Director
3940 Mitchell Rd ,
Santa Maria, CA 93456
USA
805-934-0493
Fax:
805-934-0547
Email: [email protected]
Website: http://www.cessna.org
Dues:
$55/US,
Canada,
Mexico,
$70 International
Publication: E-ATIS
electronic weekly/
CPA
Magazine
monthly
essna
Cessna
T-50 Bamboo
Bomber
Jim Anderson
Box 269
Sunwood
Marine
St.
Croix, MN 55047 USA
612-433-3024
Fax: 612-433-5691
Email: [email protected]
Website: http://www.cessnat50.org
Dues: Call Club for Info
Publication: Quarterly
essna
Eastern Cessna 190
/195
Association
Cliff
Crabs
25575 Butternut Ridge Road
North Olmsted, OH 44070
USA
440-777-4025
Email: [email protected]
Dues: $15
Publication:
4/yr.
essna
International
Cessna
120/140 Association
Ken
&
Lorraine
Morris, President
2900
Howard St
Poplar Grove
, IL
61065
USA
815-547-3991
Email: president@cessna120 140.org
Website: www.cessna120 140.org
Dues:
$25/yr.
Publication: 7 ssues
per
year, included in
membership
essna
International Cessna 170
ASSOCiation Inc.
Jan
Billeb, Executive
Secretary
22 Vista View Ln.
Cody
WY 82414 USA
307-587-6397
Fax: 307-587-4297
Email: [email protected]
Website: http://www.cessna170.org
Dues: $45
USD/yr
or $130
USD /3
yrs
Publication: Rypaper-monthly;
T
he 170 News-quarterly
essna
International Cessna 180/185
Club
(ownership required)
orben
Corben Club
Robert
Taylor
P.O.
Box 127
Blakesburg, IA 52536
USA
515-938-2773
Fax:
515-938-2093
Email: [email protected]
Website:
www.aaa apm.org
Dues: $15/yr.
Publication: -3
ulver
Culver
Club
Brent Taylor
P.O.
Box 127
Blakesburg
,
IA 52536
USA
515-938-2773
Fax:
515-938-2093
Email: [email protected]
Website: www.aaa apm.org
Dues: $15/yr.
Publication:
(3) 16
pg.
Ercoupe
Ercoupe
Owners Club
Carolyn
T.
Carden
P.O. Box 7117
Ocean Isle
Beach,
NC 28469 USA
910-575-2758
Email:
Website: www.ercoupe.org
Dues: $30/yr.
US; $35
Foreign
Publication:
Monthly,
Coupe Capers
Fairchild
Fairchild
Club
John W. Berendt, President
7645 Echo Point R
oad
Cannon Falls, MN 55009
USA
507-263-2414
:
Website: http://www.fairchildc/ub.com
Dues: $20/yr.
Publication:
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Fairchild
Fairchild Fan Club
Robert L.
Taylor
P O. Box 127
Blakesburg, IA 52536 USA
515-938-2773
Fax
: 515-938-2093
Email: [email protected]
Website: www.aaa apm.org
Dues:
$15
Publication:
(3) 16
pg.
Fleet
International
Reet Club
Great Lakes
Great Lakes
Club
Brent L.
Taylor Editor
P. O. Box 127
Blakesburg, IA 52536
USA
515-938-2773
Fax:
515-938-2093
Email: [email protected]
Website:
www.aaa apm.org
Dues: $15
Publication:
(3)
16 pg. Newsletter
Grumman
The American Yankee
Association
Stewart Wilson
P.O. Box 1531
Cameron
Park, CA 95682
USA
530-676-4292
Email:
Website:
http://
www.aya.org
Dues:
$40/yr.
Publication: The American
STAR
-Bi-monthly
Harvard
Canadian
Harvard
Aircraft Association
Ray Whittemore, President
P.O.
Box
175
Tillsonburg,
ON N4G
3T9 Canada
519-842-9922
Fax:
519-842-3292
Email:
Website:
www.harvards.com
Dues:
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Publication:
Quarterly The ROAR of
the Harvard
Hatz
Hatz
Biplane Association
Lyman Hatz
PO.
Box
10
Weyauwega
,
WI
54983
USA
715-536-1069
Email: [email protected]
Website: http
www.weebeastie com/ hatzcbl/
Dues:
$20
/yr.
Publication:
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Hatz
Hatz Club
Robert L.
Taylor
P. O. Box 127
Blakesburg, IA
52536 USA
515-938-2773
Fax: 515-938-2093
Email:
Website: www.aaa apm.org
Dues:
$15
/ yr.
Publication: (3) Hatz Herald
mailto:[email protected]:///reader/full/http://www.cessna.orgmailto:[email protected]:///reader/full/http://www.cessnat50.orgmailto:[email protected]:[email protected]:///reader/full/www.cessna120-140.orgmailto:[email protected]:///reader/full/http://www.cessna170.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.ercoupe.orgmailto:[email protected]:[email protected]:///reader/full/http://www.fairchildc/ub.commailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.aya.orghttp:///reader/full/www.aya.orgmailto:[email protected]:///reader/full/www.harvards.commailto:[email protected]:///reader/full/http://www.weebeastie.comhttp:///reader/full/http://www.weebeastie.comhttp:///reader/full/http://www.weebeastie.comhttp:///reader/full/http://www.weebeastie.comhttp:///reader/full/http://www.weebeastie.commailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/http://www.cessna.orgmailto:[email protected]:///reader/full/http://www.cessnat50.orgmailto:[email protected]:[email protected]:///reader/full/www.cessna120-140.orgmailto:[email protected]:///reader/full/http://www.cessna170.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.ercoupe.orgmailto:[email protected]:///reader/full/http://www.fairchildc/ub.commailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.aya.orgmailto:[email protected]:///reader/full/www.harvards.commailto:[email protected]:///reader/full/http://www.weebeastie.commailto:[email protected]:///reader/full/www.aaa-apm.org
8/20/2019 Vintage Airplane - Jan 2008
24/44
nterstate
Interstate
Club
Brent
Taylor
P
O. Box
127
Blakesburg,
IA 52536
USA
515-938-2773
Fax: 515-938-2093
Email:
Website:
ww w
.
aaa-apm.org
Dues:
$15 /yr.
Publication:
(3)
Interstate Intercom
Luscombe
Continental Luscombe Association
Ellie Madison, President,
Patti Sani
, Membership
10251
E. Central Ave.
Del
Rey, CA 93616 USA
559-888-2745
Email: cla jim [email protected]
Website: luscombeda.org
Dues: $24
US,
$30 Canada,
$36
Foreign
. US
Funds
Publication:
The Courant (bi-monthly)
Luscombe
Luscombe Association
Steve
Krog
1002
Heather
Lane
Hartford, WI 53027 USA
262-966-7627
Fax:
262-966-9627
Email: [email protected]
Website: www.luscombeassoc.org
Dues:
$25 USD -US &
Canada
,
$30 Foreign
Publication:
Luscombe
Association Newsletter 6/ yr
Luscombe
The Luscombe Endowment Inc.
Doug Combs
2487
S.
Gilbert
Rd Unit
106,
PMB
113
Gilbert, Al 85295
USA
48M50-0883
Fax:
484-762-6711
Ema il:
mr
luscombe@luscombe
org
Website
:
luscombe.org
Dues
:
None
Required, Donations
Requested
, WIN
ME Raffle support
Publicati
on
: Combined written
and on
line at
www.luscombe.org
Meyers
Meyers Aircraft Owners Association
Doug Eshelman
1563
Timber
Ridge
Dr.
Brentwood ,
TN
37027
USA
615-400-3382
Fax:
615-371-8231
Email: [email protected]
Dues:
Postage Fund
Donation
Publication:
newsletter
3 4 times yearly
Naval ircraft
N3N Owners and Restorers
Association
H.
Ronald
Kempka
2380
Country
Road
217
Cheyenne, WY
82009
USA
Phone:
307-638-2210
Email: [email protected]
Dues:
$15/ yr.
Publication:
On Yahoo.
com
Navion
American Navion Society
Gary
Rankin
PMB
335,
16420
SE McGill i
vray 103
Vancouver,
WA
98683
USA
May -
Oct:
360-833-9921 ;
Nov
-April:623-975-4052
Fax:
May
-
Oct:
360-833-9921;
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earwin
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yan
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8/20/2019 Vintage Airplane - Jan 2008
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FROM
THE
TRAVEL AIR RESTORER'S ASSOCIATION NEWSLETTER
The technical corner: elementary assembly and rigging
Y
RO ERT
G.
LOCK
In the previous edition
we
discussed
assembly and rigging
of
major
airframe structural
components
This article will complete my
thoughts on elementary assembly
and rigging techniques, focusing
on
control surfaces and post-flight rig
ging changes. Hopefully, I can pass
along a few secrets that will make
the job easier and still give the
desired results.
Part
Flight
ontrol
Details
Some
aircraft
are designed
with
aileron
differential. That is, the
UP travel is more than the DOWN
travel. This
is
done to
correct
for
adverse yaw, a phenomenon caused
by an increase or decrease in drag
at
the wingtips when the ailerons
are
moved UP
or DOWN.
An
ex
by the DOWN-moving aileron. This
is aileron
differential.
You
can
tell i f aileron differen
tial is used
in your
aircraft by look-
ing closely
at the
bell crank.
I f
the throw is the same in both the
UP
and
DOWN
direction, the
ai
leron will
move
the
same
amount
in either directi
on.
My
Command
Aire ailerons move 25
degrees
UP
and 25 degrees
DOWN.
With
ab
slotted aileron because
i t
pro
vided very good low-speed
lateral
control.
Originally conceived by
the Englishman
L.G.
Friese
(the
aileron type is
commonly
spelled
frieze and pronounced freeze )
and the
German
Dr.
Gustav
V
Lachmann at
about
the
same
time
in history,
i t
featured a generous
slot
between
the
wing and aileron
leading
edge that
allowed air to
flow
over
the top
of
the
aileron at
high angles of attack as the wing
approached the stalling angle.
However, its drawback was a drag
penalty
at
cruise speed.
The
aileron
was hinged
at
the main
spar, and
as the aileron moved UP-the lead-
ing
edge dropped below the bot
tom
wing
surface.
This feature
was
to add some drag to the UP-moving
aileron to counteract adverse yaw.
Look
at
all
the early low-powered
monoplanes
such as Piper Cub,
Aeronca Champ,
Taylorcraft,
Bel-
lanca
Citabria, etc.
They
all use the
Friese slotted aileron.
The
New
Standard
D-25
I
cur
rently
fly uses a large
aileron
on the
upper wing that is 9 feet in length
and has a chord of 16 inches at
its
widest paint.
I t is hinged
at
its
8/20/2019 Vintage Airplane - Jan 2008
27/44
the airplane is slow in turbulent air,
aileron response is terrible. With a
4S-foot
upper
wingspan, it takes a
large amount of
aileron
force to re
move
the airplane
from
a roll cre
ated by turbulence, plus you
need
to add a generous amount of rud
der input.
Elevator
travel usually exhibits
more UP travel than DOWN travel
because the aircraft is
slightly
nose
heavy in
its design of
the
center of
gravity position
and
doesn't need a
large
amount
of
DOWN travel.
Rudder travel is usually the
same
amount
both LEFT
and
RIGHT.
The
rudder
should
be rigged with the
full
amount
of travel, as
it
is
the
rudder that stops rotation during a
spin. I f
your airplane
does
not have
published control-system
travel
data
,
look
at the
Stearman rigging
manual.
Under no
circumstances
should the
rudder,
when
deflected
full
LEFT or RIGHT,
contact the
elevator. Rudder travel is usually
around S degrees left
and
right.
I should point
out
that aircraft
designed in
accordance
with ro-
nautics ulletin 7
(the original
issue)
were
not
required to
have
control
stops on ailerons and elevators.
El-
evator stops were
essentially the
control
stick
contacting
the
back
of the front
seat
(down stop) and
the
front
of
the
back
seat
(up stop).
Aileron stops were
the
stick con
tacting
the
pilot's knees.
There
was
a limiting movement stop
on
rud
der
because it
would
contact the el
evator, which
wasn't
a good
thing.
Look at old
photos
of airplanes of
control stick
in
the rear
cockpi t
by
measuring
from
side
to side. Clamp
the stick
in
position so it
cannot move. f the
sys
tem
is
cable-controlled,
start
by assembling
the
cables symmetrically. To
do so,
either count
the
number of turns
on
each
turnbuckle or snug the ca
ble turnbuckles until
the
threads of
the
cable ends
just
disappear inside
the
turnbuckle barrel. Control
surface
rigging,
especially
the ailerons, requires that
bell cranks be positioned
accurately, so symmetri
cal
assembly
of cables will
give you a good start to the
rigging
process.
In
a
cable
control system there
is a
left and
right aileron
ca
ble
and
a
balance or
carry
through cable. Once cable
tension
has been
snugged, observe
the position of the aileron
trailing
edge
to
wing
trailing edge. That is
your
reference
point
to
start.
If
you
reach inside
the wing and
pull
on
anyone of those three cabl es, the
aileron
trailing
edge will move e i-
ther up
or down .
The balance
cable
will
move both trailing edges ei
ther
UP or DOWN
depending on
which side of
th
e bell
crank
it is
attached. Once
you
see
which
ca
ble moves the aileron in which di
rection,
you
can proceed
without
chasing yourself round and round.
Remember, when rigging
ailerons
it
F
igur
e
Fig
ure 2
tighter than the
other.
That's
be
cause
of
the
weight
of
the aileron
aft
of
the
hinge line.
In flight and
when the
ailerons neutralize,
the
tension should be
the
same.
I f the control is a push-pull rod,
start by making each
rod
the
same
length. This is always the best place
to
start.
Use
the
same
procedure
for setting droop
in
ailerons.
When
finished rigging, the push-pull rods
should
be
the
same length.
Rigging Elevators: Rigging el
evators
can pose a small problem
because
many older
aircraft had
movable
horizontal stabilizers used
8/20/2019 Vintage Airplane - Jan 2008
28/44
it
reads the
correct amount.
I f
no
data are available, look at biplanes
where the data s available. You can
adjust travel
by
altering
the
length
of
the
UP and DOWN cable, which
will
alter
the neutral position
of
the control
stick.
When
deflec
tion is correct, tension
both
cables
equally
and
safety. Figure 2 shows
the
aircraft
leveled longitudinally
and laterally.
Rigging Elevator
Trim
Tabs:
f
the
aircraft
is
equipped with
ele
vator trim tabs, assemble the ca
bles symmetrically
and snug. Make
sure
the t bs
move in
the
proper di-
rection Don't rig them backward.
Tab
UP moves
the
elevator
DOWN.
Tab DOWN moves the elevator UP.
Once the cables are snugged, you
may need
to
adjust
the length
of
ca
bles to get the travel
to
the correct
amount. Once travel is correct, ten
sion each cable symmetrically
and
safety. Here, a single-wrap safety is
used because the cable diameter is
usually
1/16
or
3/32
inches.
Rigging Rudder:
On
some
aircraft
the vertical fin is offset to the left
to counteract the effects of engine
torque. The rudder should be rigged
neutral to the vertical fin
even
if it
is offset.
Clamp
the rudder pedals
in neutral;
symmetrically
assem
ble the left and right cables. Many
older aircraft
just
used springs
to
hold the rudder pedals forward; the
tension on the rudder
cables
was
provided
by the
pilot's
feet.
So
you
cannot
rig much
tension
in
the
ca
until the
system
is
tensioned.
A
cable tensiometer can
be used
to
determine actual cable tension .
However,
most older aircraft did
not
use a high
amount
of tension
just
enough
to transfer
movement
from
the control source to
the sur
face. Somewhere around 20 pounds
was
common.
f the
tension
is
too
loose there will be slop in the
control.
f
tens io n is
too tight the
control
will
feel heavy when
moved. Seek
a
tension between
tight and
loose.
Cable
tension
will
depend on wha t type of pulleys are
installed
in the system. Old pulleys
had
only a
bronze bushing
in
the
center, while
newer
pulleys use a
sealed bearing. The sealed
bearing
type pulley can
withstand
higher
tensions. For
this
type of pulley 40
to
50
pounds might
be
the norm.
NEVER attempt to
clean
threads
using
a
thread die.
All aircraft threads
are rolled type and
a
thread
die
WILL
NOT WORK
but
that's just my choice.
Figure
7-24 shows
the correct
safety pro
cedure. Note that there should be
four turns minimum on the
wrap.
Pay
particular
attention
to
Table
7-8 for
approved
wire
diameter
and
type.
Note
that
.040-inch
diameter
wire is approved for cables
1/16
inch
to 5/32-inch
diameters, and
that brass,
annealed stainless
steel,
monel, and
K-monel
wire
can
be used.
Push-Pull
Rod
Safetying:
Push
pull rods have adjustable ends
that
feature rolled threads
inserted
in
side a
threaded
barrel welded
to the
tube.
There will be a hole drilled
through the barrel, called
a
wit
ness hole.
The
hole
is there so a
piece of safety wire can be inserted
to
check
if
the
adjustable
rod
end
is threaded
far
enough
into
the
barrel. f the wire contacts the ad
justable
end,
hold the end with
a
wrench
and tighten
the jam
nut
snug.
Some push-pull
rods
may
have female threads
and some
may
have threads
on the
end. Whatever
type,
a
witness
hole
is
provided
so
one can
determine
proper thread
engagement. NEVER
attempt to
clean threads using a
thread
die.
All aircraft threads are rolled type,
and a
thread
die WILL NOT WORK.
You can purchase a
set
of
thread
cleaners
or
use a thread file to
touch
up slightly damaged
threads
i f the need arises. Aircraft threads
are special-don't mess
with
the
threads They are all rolled,
not
cut.
Thread dies
will not
work.
Don ' t
8/20/2019 Vintage Airplane - Jan 2008
29/44
8/20/2019 Vintage Airplane - Jan 2008
30/44
trimmed
for level flight?
Where
is
the
trim
handle or control in
level
flight? These are
just
a few ques
tions that need
answers .
Post-Rigging
Adjustments:
f-
ter the
aircraft
has been
test-flown,
there may
be
further rigging ad
justments that
need
to be made.
Assuming that both wingtips were
washed-out the same amount,
the
aircraft may be
lef t-wing
heavy.
Let's
explore washout and
wing heaviness
before progressing.
I t
is
customary
to wash out both
wingtips so that
the
ailerons are
somewhat
effective into the stall.
Washout is the
twisting
of
wingtips
UP Washout
is
usually
1
to
2
de
grees. Let's say
that the
fixed
angle
of
incidence
of the
lower wing is
plus-2
degrees-that
is,
the
chord
line
is 2 degrees
up
from
the
longi
tudinal axis of the aircraft . So if you
set the wingtips at minus-2 degrees,
the result
is
that the tips would
read 0 degrees. The
New
Standard
has 4 degrees of washout in the up
per
wings;
the aileron trailing
edge
is
curved
up
to meet
the
tip
of
the
wing. You don't need to level the
airplane again to adjust washout.
Next,
let's
explore
why an air
craft would exhibit left-wing heavi
ness
(the aircraft
rolls to
the
left) .
The airplane tends to react to
pro
peller torque opposite the direction
of prop
rotation.
I f
the
prop
ro
tates clockwise when
viewed
from
the rear, the airplane will tend to
rotate
counterclockwise,
which
is
a
left-rolling motion.
You
should
But
what
happens when you
slightly increase the
lift on
the
left
side
of the
airplane? You also
in
crease the drag because
lift
and
drag are
closely
associated. Now
the
airplane
flies
wings
level
but
yaws slightly to the
left.
If
the
air
plane
has
an
adjustable
vertical fin,
But what
happens
when
you
slightly
increase
the
lift
on the left side
of
the airplane?
move the leading edge to the left
until the
airplane flies straight and
the
ball is centered. If the fin can
not be adjusted it will be necessary
to
add or adjust
a
ground-adjustable
trim tab
on the
rudder
trailing edge.
Bend the tab to the left to force rud
d
Recommended