Professional Documents
Culture Documents
Ev Cassagneres
Cheshire, Connecticut
Commercial Pilot
Flying since 1945
Ryan Aircraft Historian
Author
Ev has flown more than 100 types of airplanes and he has flown
more Ryan airplane types than any other living pilot.
Dealing in any way with AUA is an old-time pleasure. They
are, courteous, pleasant, thorough, personable, businesslike,
competitive, and on top of that - they love old airplanes and
talk the language too.
Thanks AUA
!
Ev Cassagneres
AUA is Vintage Aircraft Association approved. To become a member of VAA call 800-843-3612.
Q
Experienced agents
Q
800-727-3823
Fly with the pros fly with AUA Inc.
www.auaonline.com
A I R P L A N E
Vol. 39, No. 4
2011
A P R I L
CONTENTS
2
News
Aeromail
14
18
23
27
30
STAFF
EAA Publisher
Director of EAA Publications
Executive Director/Editor
Production/Special Project
Photography
Copy Editor
Senior Art Director
EAA Chairman of the Board
Vibrations, Part I
by Robert G. Lock
35
Classified Ads
36
Mystery Plane
by H.G. Frautschy
COVERS
18
FRONT COVER: Steve Kretsingers newly-restored Taylor J-2 Cub was trailered to Watoma,
Wisconsin from Eugene, Oregon, then reassembled and flown to EAA AirVenture 2010. During
the convention, the J-2 was reunited with one of its early pilots, EAA Founder Paul Poberezny.
Read more about the restoration in Budd Davissons article starting on page 6. EAA photo by
Jim Koepnick.
BACK COVER: Another cover from the drawing table of prolific illustrator Frank Tinsley, this
fanciful interpretation of Waldo Watermans Aerobile shows us what life could be like for the
aviation countr y-club set if Waldos dream of production could be realized. The September
1937 cover for Air Trails shows the nation the promise of post-Depression aviation. Unfortunately, World War II would interrupt the advancement of civilian aviation for more pressing
needs. Tinsley seems to give another nod towards innovation, with the illustration of what
appears to be a version of the Everel single-bladed propeller on the prop shaft of the Aerobile.
Wouldnt the Aerobile be a nifty replica project?
Rod Hightower
Mary Jones
H.G. Frautschy
Kathleen Witman
Jim Koepnick
Colleen Walsh
Olivia P. Trabbold
Tom Poberezny
Publication Advertising:
Manager/Domestic, Sue Anderson
Tel: 920-426-6127
Email: sanderson@eaa.org
Fax: 920-426-4828
Senior Business Relations Mgr, Trevor Janz
Tel: 920-426-6809
Email: tjanz@eaa.org
Manager/European-Asian, Willi Tacke
Phone: +49(0)1716980871 Email: willi@flying-pages.com
Fax: +49(0)8841 / 496012
VINTAGE AIRPLANE 1
2 APRIL 2011
to those fuzzy little four-legged visitors nesting in the most remote areas of your airframe. Taildraggers are
particularly vulnerable to these little
critters, so you have to get in there
and do a thorough inspection including the tail cone, the wings, under the floorboards, and behind the
panel. Pull the inspection plates and
use a mirror and flashlight to get a
good look all around. If you see an
unusual stain on your headliner that
you cant account for, you better look
into it! Even if you have never seen
any mice in your hangar, it is always
a good idea to set traps to keep their
population to a minimum. Rock that
wing and sump a little more fuel than
normal to make certain you have no
contaminants in your fuel system. Be
sure to pop open the engine cowling
and look throughout the compartment. Remember, they like cozy,
out-of-the-way places to nest. If one
little piece of grass, shredded paper,
or fabric looks out of place, investigate further. I could go on and on, but
you get the idea here. Be thorough
in your inspection prior to that first
flight, and dont get in a hurry. It is a
real disconcerting feeling when one
of these critters tries to run up your
pant leg on your initial takeoff run.
Trust me, I know the feeling!
VAA is about participation: Do
yourself a favor and ask a friend to
join up with us. Lets all pull in the
same direction for the good of aviation. Remember, we are better together. Join us and have it all.
VAA NEWS
Former Sport Aviation Editor and Founding Editor of Vintage Airplane Passes
After serving as the first editor of The Vintage Airplane, he was always available to the editors who followed, offering story suggestions and helping nurture
the growing vintage airplane movement. He was unfailing in his belief in recreational aviation, and we
should be forever grateful for his steady guidance
of EAA publications, and the work that helped create EAAs largest special interest area. I join past editors Dave Gustafson, Gene Chase, and Mark Phelps
in expressing our profound condolences to his wife,
Golda, and Jacks extended family.
Feel free to visit www.SportAviation.org for a link to
an online obituary where EAA members are invited to
share memories of Jack.
VINTAGE AIRPLANE 3
TM
Sportsman Pilot
Ceases Publication
The publication of Sportsman
Pilot magazine ended on March 6,
2011, with the death of editor and
co-owner Jack Cox of Asheboro,
North Carolina.
Jack and his wife, Golda, enjoyed their association with a small
but very loyal subscription base for
the last 30 years. Upon Jacks passing, Golda shared this message,
Jack and I hope we have provided
as much pleasure as we received
producing Sportsman Pilot. Our regret is that some interviews from
Sun n Fun and AirVenture 2010
will not be written. We hope the
publication has provided interest,
education, and historical knowledge to many of our readers.
4 APRIL 2011
AEROMAIL
Send your comments and questions to:
VAA, Letters to the Editor
P.O. Box 3086
Oshkosh, WI 54903-3086
Or you can e-mail them to: vintageaircraft@eaa.org
Thank You!
As we get closer to this years EAA
AirVenture Oshkosh fly-in and convention, its fun to see that members
sometimes go to great effort to drop us
a note. This letter (above) from member Ken Berger was dropped off at our
Red Barn hospitality center just before
the awards ceremony. Written on a
piece of soft drink packaging, Kens
heartfelt note reminds us that the efforts of our volunteers and staff alike
dont go unnoticed. Thank you, Ken!
Please print this in your next issue, if you dont mind. I sure would
appreciate it, now that I am 82 plus.
Sincerely,
Ev Cassagneres
You can send your response back
to Ev care of us here at VAA headquarters, via e-mail at vintage@eaa.org or
regular mail at VAA, PO Box 3086,
Oshkosh WI 54903.
Crosswind Landings
Hi Steve,
I enjoyed reading your article
about windsocks and downwind
landings as well as your previous articles. One can never learn all there is
to this business.
That is my 1941 A75-L3 in the
background. I owned an Air Repair
Stearman previously and checked
out in a B75-N1 back in 1969 or so.
When I owned the Air Repair Stear
man, I was flying for Eastern Air Lines
and had the Stearman hangared in
Laconia, New Hampshire (LCI). One
nice day, I thought Id fly over to
Wolfeboro for some 80 octane, check
out the lakeshore, and get me some
landing practice. Here I come over the
north side of the airport, and I noticed
some kind of whiz-jet taking off to the
east, then a Cessna of some sort also
going to the east. So, what does the
gallant Stearman flier do? You have it!
Fall in a left-hand pattern to the east.
As I prepared for another fine landing, the Stearman began to get squirrelly and wobbly! Whats going on?
Well, I managed to catch a glimpse of
the windsock, Holy-moly, idiot. You
had landed or attempted a landing
downwind with a right-quartering tail
wind! I immediately applied power
and went around to land to the west,
as I should have in the first place.
I had fallen prey to doing as others
do and not checking the wind direction.
Never did that maneuver again! Stear
mans just dont like tail wind landings.
In later years when checking out new
Stearman guys, I always made it a point
to discuss wind direction and my almost-incident with them.
Thanks for the fine articles.
Pete Chestnut, VAA 65
VINTAGE AIRPLANE 5
6 APRIL 2011
BUDD DAVISSON
er
JIM KOEPNICK
Steve Kretsing
JIM KOEPNICK
VINTAGE AIRPLANE 7
The rounded tail sur faces and wingtips help distinguish the J-2 from its squared-off predecessor, the E-2 Cub.
The changes to the design, created by Walter P. Jamouneau, softened its appearance. In previous writing, the assumption has been made that the J in J-2 stood for the designers name. Pete Bowers, in his 1993 book, Piper
Cubs, points out that in reality, the J just happened to be the next letter in the series of Taylor Cub modelsthe
previous version had been the 35-hp Szekely SB-3-35-powered H-2, and skipping the letter I, since it could be
mistaken for the number 1, meant the next model-designating letter would be, at best, a happy coincidence with
the design modifiers last name!
wash jobs for flying time. And it
went that way for quite a while.
For one thing, I thought I had
to have ground school completed
before I could start taking flying
lessons. So, when I got older, I enrolled in a ground school course at
the local community college and
met a guy there who had a C-152.
I told him I was itching to get into
an airplane. He said, Fine. How
8 APRIL 2011
about Saturday?
I said, I cant. I havent finished
ground school.
He replied, Dont need it. See
you at what time?
It was just that simple. Then I
started talking about airplanes at
home and how Id like to own one.
Thats when my mom said, You
know your Uncle Tom has an airplane in his garage. Go see him.
JIM KOEPNICK
VINTAGE AIRPLANE 9
JIM KOEPNICK
JIM KOEPNICK
The new Sensenich propeller sports the proper yellow-painted tips and a
pair of decals with the correct Made in Lititz, PA wording.
AMY GESCH
10 APRIL 2011
had some repairs near the wing attach points. I had the first three logbooks, which didnt mention an
accident, but those logs only covered
the 1930s, and I had nothing after
that. It also had a good turtledeck
structure, so that didnt need much
work. In general, however, compared
to the total rebuild of the wings, the
fuselage wasnt too bad.
The sheet metal needed a lot of
work. The boot cowl was all there,
but good only for patterns, and
the firewall was more holes than
metal, Steve said. We were able
to use the original nose bowl, although as it came out of the factory
it was a single-piece unit. However,
somewhere along the line, this one
had been split for ease of maintenance, so we put it back together.
Tim did the top cowl and some
other parts so that it came back to
totally original configuration, including the boot lace clips.
When an airplane is as basic as
the Taylor J-2 Cub, doing the instrument panel doesnt require a lot
of instruments, but they have to be
the right instruments or itll look
wrong. Nothing is more visually
jarring than a 1980s airspeed or altimeter in a super-simple 1930s instrument panel.
We had an instrument panel,
but not a single instrument. Im
certain they are all in a box under
someones bed, but thats when
we had to resort to flipping over
rocks, looking for what might be
available. Tim had some of the instruments, and I found the right tachometer from a guy in Sonoma,
California. We ran into a brick wall,
however, when it came to the al-
H.G.FRAUTSCHY
Paul Poberezny and Steve Kretsinger enjoy a few moments with one of the J-2
Cubs Paul flew as a young man. Steve brought the restored airplane to EAA
AirVenture from California.
AMY GESCH
12 APRIL 2011
Drive one.
The all-new Ford Fiesta is loaded with substance and will deliver
more than just great looks and top fuel economy. Designed to be
versatile, personal and adaptable, the Fiesta delivers convenience
and connectivity with exclusive SYNC voice-activated communications
system and offers 15 class-exclusive features that can be tailored
to t your needs and desires. www.ford.com
EAA members are eligible for special pricing on Ford Motor Company
vehicles through Fords Partner Recognition Program. To learn more
on this exclusive opportunity for EAA members to save on a new
Ford vehicle, please visit www.eaa.org/ford.
14 APRIL 2011
ED MCKEOWN
It was a
casual inquiry by
Celia Godsil, a
teacher, of pilot
Tom Forys at the
1993 National
Stearman Fly-In
that really started
the prop spinning.
A group of six pilots and their Stearmans will taxi out and park on
the grass area along the runway. As
they wait for the four or five school
buses to arrive, they will wipe the
oil off the airplanes, open up the
cowling to expose the fuselage,
grab their helmets and goggles, and
place the American flag in place.
Finally, the children will arrive
at the airport to see the planes during the Stearman fly-in week. Each
class has the undivided attention
of one pilot and his airplane. The
function of the airplane and flying is patiently explained to the
children. They may try on the helmet and goggles or peek into the
cockpit. Everyone is excitedthe
pilots, the teachers, and most of
all the studentsand even those
standing by and watching something special happening. The questions just keep coming from the
kids, even toward the end of the
session as they take a short tour
to see the rest of the aircraft. By
now some of the children might
be holding a pilots hand or tug-
Wayne Witt takes time to answer a few questions from the excited youngsters during his class.
Thanks to an inquiry by founding Nielson Elementary schoolteacher Celia Godsil (photo left) to Tom Forys now deceased;
(his widow, also a founding volunteer, Joanne Forys, is in the
center), youngsters attending the school have been learning
about science and aviation from the pilots and volunteers
of the Stearman Fly-In. Founding volunteer Wally Falardeau
(right) has been with the program since it began in 1993.
16 APRIL 2011
The kids and their teacher are happily distracted by a fly-by while visiting with American Airlines captain Bob Matthews and his 450-hp Stearman.
ging on a pilots pants. A yellow biplane flies by, and they jump and
point with joy.
Terry Bolger, one of the original pilot volunteers, says, Without question the day with the
kids is the highlight of Stearman
week. They are so enthusiastic,
happy, and excited; its just an
awesome experience.
The following day, the teachers who won the school Stearman
ride lottery will return to the airport for a ride with the six pilots
with the mission to make several
passes over the school. All the staff
and students will gather outside to
wave and cheer. To date, more than
74 staff and teachers have gone on
rides, and they always have a huge
smile on their face when climbing
out of the plane.
This is the start of a new school
year for the students. Teacher Celia Godsil says, All of these aviation activities start off the school
a n d w e l l . H i s w i n g m a n Wa l l y
Falardeau taxied into position to
carry on Toms legacy. Asked about
his efforts, Wally says, It has been
a great experience that has given
me many incredible memories.
Maybe some day Ill meet a pilot who went to Nielson School.
Toms wife, Joanne, is still involved and provides each student
with a Stearman pin as a remembrance of their visit to the airport.
Many other pilots and volunteers
have stepped forward to carry on.
And now its a tradition, and
it demonstrates another power
of the airplane to motivate, captivate, and make people smile.
One persons passion for flying becomes the vehicle to help others
strive for more.
The fly-in founders, Tom Lowe
and Jim Lehy, probably had no
idea of what good would come
from their efforts to just bring the
guys together to fly.
VINTAGE AIRPLANE 17
RAY GOSS
AS TOLD TO JAMES
P. BUSHA
he anniversary of
powered flight, a
historic event that
had been introduced
by a pair of bicyclebuilding brothers
from Ohio, was already 10 years
old when I was born in 1913. As I
grew older, so did aviation. I was
a toddler in Wisconsin when the
knights of the air jousted one
another with airplanes instead of
horses and quickly turned them
into killing machines during the
war to end all wars. Unfortunately, wars between nations never
ended, and airplanes just became
deadlier fighting machines. But between the great wars, I participated
in aviations golden years, where I,
along with fellow aerial adventurers, flew for the pure joy of flight
and a few bucks in our coveralls.
In the summer of 1927, just weeks
after Charles Lindbergh made his
lengthy takeoff from New York and
his landing in Paris, I, too, began
my aviation journey. My destination
was a lot shorter than his, but nevertheless just as adventuresome to a
wide-eyed and carefree 14-year-old
boy like me. I hopped on my bicycle
and rode the 2 miles to the George
A. Whiting Airport in Appleton, Wisconsin [now part of the city of Menasha], where I waited and watched for
an airplane to take off or land.
In those days the airfields were
all fenced off to keep livestock, deer,
dogs, and nosy little kids like me
VINTAGE AIRPLANE 19
Looking north-northwest over the top of George A Whiting Airport, located at the corner of Airport Road and
Appleton Road (Hwy 47) in Appleton, Wisconsin. Founded by the owner of a local paper company in Menasha
(which, in 2011, remains one of the few privately owned paper producers still in business), the airport was a hotbed of activity before the creation of the first Outagamie County Regional Airport further to the north. Even today
the curved roof hangar in the lower right can still be seen at the corner of the intersectionits long been the
home of a local hardware store, Kitz & Pfeil.
be our next adventure.
Jack and I were expecting big returns as we overflew the Seymour
County fairgrounds. A large gathering
of people dotted the grounds as we
set up shop nearby. The Seymour Fair
had been made famous back in 1885
when Charlie Nagreen created the
first hamburger there. But now with
An interesting mix of aircraft are poised for flight at the Larson Airport,
about 9 miles west of Neenah, Wisconsin. The airport opened in 1922.
From left to right, the Waco 9 soloed by Ray Goss, a Thomas Morse
Scout, and a Standard J-1. Now a private strip, Larson Airport was the first
airport registered with the state in Winnebago County, and one of the first
in the state outside of the Milwaukee area. The airport is registered as a
Historic Place with the National Park Service.
20 APRIL 2011
AERO CLASSIC
COLLECTOR SERIES
Vintage Tires
New USA Production
Ray Goss $250 H-10 Pheasant. The H-10s pleasing lines were not enough to overcome the lethargic
economy of the early 1930s. By 1934, only 30 were
completed and sold, and the company was shuttered.
Ray in Miss P.
www.desser.com
VINTAGE AIRPLANE 21
Miss Pittsburgh was restored by Merle Zuelke and Ray in the late 1950s.
It can be seen today on display as it hangs from the ceiling of the Landside Terminal of the Pittsburgh International Airport.
perienced right before I soloed.
On October 23, 1931, as I sat in
the cockpit, warming the OX-5 for
another flight, Leonard climbed in
front, turned around, and yelled,
Give me a good takeoff and landing
and Ill solo you. This was the big
day. Something I had dreamed about
for a long time. I lined the Waco up
on the center of the runway and
eased the throttle forward as my feet
danced on the rudders, keeping the
nose centered as the tail came up.
The engine was like a thoroughbred
as I climbed to pattern altitude.
As I circled the airport and came
up on the downwind leg, the throaty
engine noise changed to complete
silence, as everything became very
quiet. The engine just up and quit! I
was still 10 seconds behind Leonard
as he instinctively grabbed the stick
and pointed the nose down. Glancing from side to side, all I saw was a
cow pasture dead ahead, and it was
full of cows! Leonard tried to slow it
down the best he could as we skipped
and skidded through the herd and
sloshed around on fresh cow pies.
The cows were spared from becoming the main course at the Seymour
Fair as we slid to a stop. Leonard
hopped out and found the problem
right away: The fuel line had been
broken. The cows kept their distance
as the airport mechanic rushed over
and quickly fixed the problem. I
hand-propped the engine, and Leonard flew it out of the pasture as we
made our way back to the real airport.
There was no discussion between
Leonard and me; heck, there wasnt
22 APRIL 2011
A familiar sight in the Midwest is Travel Air NC606K with smoke on and Nick Rezich doing his stuff before a
crowd of people admiring his skills as an air show pilot.
My Friend
Frank Rezich
Part VII
BY
ROBERT G. LOCK
VINTAGE AIRPLANE 23
An accomplished pilot
and mechanic with a
background in
manufacturing and a
self-taught engineer of
the highest quality . . .
because you are going in another
direction.
The boss says, We want you to
turn around and go to Lima, Ohio.
We have a qualification test that
has to be done this weekend, and
theyll be expecting you. The general manager will meet you at the
24 APRIL 2011
Frank at his Paso Robles hangar with nephew Jim, conducting an inspection on the Culver Cadet that Jim had purchased. The ship passed with
flying colors, and Jim flew it cross-country back to his home base at Rockford, Illinois. Jim recalled, The Culver Cadet I purchased was the same
one my dad [Nick] bought new in 1942. The registration number has been
changed, but its still the same airplane. It was terrific to be able to have
Frank go and look at the airplane for me, and get it ready to bring home,
where it is based at the Greater Rockford Airport, now listed as the Chicago-Rockford International Airport. The trip home took two and a half
days, 20 hours of flying, 107 gallons of fuel, and covered 2,450 miles!
polyfiber.com
information@polyfiber.com
800-362-3490
VINTAGE AIRPLANE 25
N8115 and N606K at the San Miguel strip just below Franks Flying R
Ranch. These Travel Air ships have been in the Rezich family for many
years. The house can be seen atop the bluff overlooking the strip.
NC8115 was sold and now resides in England.
component built under contract,
no matter how small or large, how
simple or intricate, must undergo
strict qualification testing before
it can be installed on the aircraft
by the manufacturer. Frank dealt
with many suppliers, like Sundstrand, GE, Westinghouse, Air Research, Vickers Pump, and many
more. His approach always was
getting the job done correctly and
to specification.
26 APRIL 2011
Vintage
Instructor
THE
VINTAGE AIRPLANE 27
trical can and will fail at some point, usually when the
use of same is most critical.
All of us, during the course of flight training and
regular flight reviews, have been trained to read a Sectional Chart. Unless youve thoroughly studied the
new charts, however, youll find there are many numeric and symbol changes.
Lets assume you were the pilot in the above example. After a quick look at the Sectional Chart locating
your approximate position, your altimeter indicates
2,200 feet MSL, but you notice this symbol: 24.
What is it telling you?
Should you be concerned?
Are you safe to continue your
route of flight at 2,200 feet?
The numerical symbol is
known as the maximum
elevation figure (MEF)
and represents the highest
elevation, including terrain
and other vertical obstacles
(towers, trees, etc.), within
a quadrant.
In the determination of MEFs, extreme care is exercised to calculate the values based on the existing elevation data shown on source material. When a manmade obstacle is more than 200 feet above the highest
terrain within the quadrant, determining the MEF is
done by the following procedure:
Determine the elevation of the top of the obstacle
above MSL.
Add the possible vertical error of 100 feet to the
source material of the above figure.
Round the resultant figure up to the next higher
hundred-foot level.
EXAMPLE: Elevation of obstacle top (MSL) = 2,245 feet
Possible vertical error = +100 feet
28 APRIL 2011
VINTAGE AIRPLANE 29
Vintage
Mechanic
THE
BY ROBERT G. LOCK
Vibrations, Part I
Vibration is a constant nemesis
for aircraft, particularly for the
older ships that have little or no
means of damping such vibrations.
Vibrations are associated with both
the airframe and powerplant, but
it is the propeller, powerplant, and
accessories that cause much of the
vibration levels mechanics must
troubleshoot and remedy.
Learning how to identify and
deal with vibration is a highly technical subject. Unless the mechanic
can operate or fly in the airplane
to witness a vibration problem, it
is very difficult to solve problems
based on a pilots description.
Before entering into my discussion, I would be remiss not to
provide a description of a most extensive investigation of vibration
between two aerospace vehicles I
have ever seen. Before NASA began
to flight-test the space shuttle Enterprise, the shuttle was mated atop
NASA 905, a highly modified Boeing 747-200 obtained from American Airlines.
In the largest hangar at Edwards
Air Force Base in California, the 747
was placed on jacks while various
modes of vibration were introduced
into the structures. Everything was
monitored to see what vibration
would be transferred to the shuttle and what vibrations the shuttle
would transfer back to the 747.
It was a magnificent display of
the science of vibration, and one of
the most memorable experiences of
30 APRIL 2011
NASA
The first air launch of space shuttle Enterprise from NASA 905, a highly modified Boeing 747-200, over Edwards AFB on Californias Mojave Deser t. The
pilot was Fitz Fulton, the copilot was Tom McMurtry, and the flight engineer was
Don Malic.
my aviation career. I was at Edwards
to view the first captive flight and
landing of the 747 with shuttle attached. Later I went back to witness
the first air launch of Enterprise, as
seen in the photo above.
The most common terms used
in the discussion of vibrations are
outlined below.
Simple harmonic motion: An example of a simple harmonic motion
is the swing of a clock pendulum.
Aircraft components that rotate all
have one or more harmonic vibration frequencies.
Fr equency: The frequency of
motion is the number of cycles or
complete oscillations occurring in
ILLUSTRATION 4
ILLUSTRATION 2
ILLUSTRATION 3
VINTAGE AIRPLANE 31
32 APRIL 2011
ILLUSTRATION 5
ILLUSTRATION 6
I remember a vivid example of
the art of static-balancing a propeller. Peter Precissi in Lodi, California,
balanced his McCauley propellers
used on the Precissi Brothers Travel
Air 4000 dusters, powered by Continental W-670 radial engines.
I f l e w m y Tr a v e l A i r 4 0 0 0 ,
NR3670, from Lodi to Selma, California, behind one of Peters Continental engines and McCauley
props. It was the smoothest combination Ive ever flown. Peter would
static-balance his props by slowly
adding steel wool to a blade shank,
and then would get the last bit of
balancing by adding one or more
coats of paint to the light blade. His
props were impeccably balanced,
the mark of a true craftsman.
Illustration 6 shows setting
blade pitch using a propeller
bench specifically designed for this
task. The propeller setting is usually specified as the blade angle at
a point 42 inches (known as the
42-inch station) from the centerline of the rotating axis. This rule
cannot be applied for very small or
very large propellers.
Interestingly, Hamilton Standard
Propeller states, When it is desirable to change the rpm of the engine at full throttle by adjusting
the pitch of a ground adjustable
or variable pitch
propeller, the following general
rule may be applied. The engine
will slow down
60 rpm for each
degree of increase
in pitch and will
speed up 60 rpm
for each degree of
decreased pitch.
This step, plus
exact balancing, will give the
smoothest propeller operation.
The final step
will be to install
the propeller on
the aircraft and
check its track.
Here, Hamilton Standard Propeller
states, The running, or dynamic
balance of the propeller is ordinarily roughly checked by testing the
track of the propeller. The propeller is mounted on the engine
or in a suitable mandrel, and the
blades are swung through an arc
of 180 degrees. Both blades should
pass through exactly the same
patch, and the amount by which
they fail to do so is the error in
track. Hamilton Standard propellers are set very accurately at the
factory, the two opposite blades
being set to correspond to within
1/10 of 1 degree. It is not always
possible to set these blades accurately in the field, but it is recommended that an effort be made to
keep the angle of the two blades
alike within 2/10 of 1 degree.
FAA AC43.13-2A recommends a
maximum out-of-track condition
of 1/16 inch (plus or minus) from
the opposite blades track.
One last thought regarding propeller vibration is contained in FAA
AC20-66A. It states, One of the
worst operating environments for
a propeller is on the ground when
the airplane is not moving and
the wind is blowing from the side
to behind the propeller disc. This
type operation is known as ground
VINTAGE AIRPLANE 33
ILLUSTRATION 7
tory modes during engine warm-up.
Vibratory modes can be caused
by airflow over the aircraft surfaces.
Buffeting has been defined as an irregular oscillation of a part of an airplane caused by the eddying wake
from some other member. A predominate eddy frequency does exist, and the resonant effects may be
experienced by the tail surfaces from
the wake of the wing. Unlike flutter,
buffeting is not always a destructive
phenomenon. Its occurrence on tail
surfaces, however, may prove to be
a decided nuisance and a source of
structural fatigue and wear.
More on vibrations in a future
article.
Resources:
Elements of Technical Aeronautics, 1942. New York National Aeronautics Council, (Figure 6)
Hamilton Standard Propellers, 1930. Hamilton Standard Propeller Corporation (Figure 2, 3 and 5)
Airplane Maintenance, 1940. Hubert G. Lesley, Maintenance Engineer,
Eastern Air Lines (Figure 4)
Basic Science for Aerospace Vehicles, 1972. James L. McKinley and
Ralph D. Bent (Figure 1)
34 APRIL 2011
Upcoming Major
Fly-Ins
AERO Friedrichshafen
www.GoldenWestFlyIn.org
Arlington Fly-In
www.ArlingtonFlyIn.org
EAA AirVenture Oshkosh
VINTAGE TRADER
S o m e t h i n g t o b u y, s e l l , o r t r a d e ?
Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on
first line.
Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per
inch. Black and white only, and no frequency discounts.
Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is
the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its
policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must
accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (classads@eaa.org) using
credit card payment (all cards accepted). Include name on card, complete address, type of card, card
number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA
Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086.
MISCELLANEOUS
www.aerolist.org, Aviations Leading
Marketplace.
Retractable Tiedown Plans. Hand
prop, get in plane, release and
retract tiedown and store it in plane.
vetdrem@hotemail.com
SERVICES
Always Flying Aircraft Restoration,
LLC: Annual Inspections, Airframe
recovering, fabric repairs and
complete restorations. Wayne A.
Forshey A&P & I.A. 740-472-1481
Ohio and bordering states.
VINTAGE AIRPLANE 35
by H.G. FRAUTSCHY
MYSTERY PLANE
This months Mystery Plane comes from David Nixon.
It is of foreign manufacture.
36 APRIL 2011
$9.99
Or send to: EAA Mail Orders, P.O. Box 3086, Oshkosh, WI 54903-3086
Limited supplies available.
*Shipping and handling NOT included. Major credit cards accepted. WI residents add 5% sales tax.
VINTAGE AIRPLANE 37
$9.95*
Plush Planes
$25.95*
$29.95*
52635905
52635902
52635903
$35.95
SALE
$17.50*
38 APRIL 2011
52651256 Fucia
52651257 Yellow
52651258 Green
52651259 Grey
$14.95
SALE
$10.95*
$29.99*
$12.99*
SALE
$6.99*
Tagless Youth Tee
Screened print t-shirt with DC-3 anniversary
image in navy is a youth t-shirt that will be
great for summer.
YM
5265840703061
YLG
5265840704061
$29.95*
www.shopeaa.com/vaa
Telephone Orders: 800-843-3612
From US and Canada (All Others Call 920-426-5912)
*Shipping and handling NOT included. Major credit cards accepted.
WI residents add 5% sales tax.
VINTAGE AIRPLANE 39
VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
President
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
chief7025@aol.com
Vice-President
George Daubner
N57W34837 Pondview Ln
Oconomowoc, WI 53066
262-560-1949
gdaubner@eaa.org
Secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674
stnes2009@live.com
Treasurer
Dan Knutson
106 Tena Marie Circle
Lodi, WI 53555
608-592-7224
lodicub@charter.net
DIRECTORS
Steve Bender
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
sst10@comcast.net
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
dalefaye@msn.com
David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916-952-9449
antiquer@inreach.com
Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
815-943-7205
Jerry Brown
4605 Hickory Wood Row
Greenwood, IN 46143
317-422-9366
lbrown4906@aol.com
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317-839-4500
davecpd@att.net
John S. Copeland
1A Deacon Street
Northborough, MA 01532
508-393-4775
copeland1@juno.com
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
269-624-6490
rcoulson516@cs.com
DIRECTORS
EMERITUS
Robert C. Brauer
9345 S. Hoyne
Chicago, IL 60643
773-779-2105
photopilot@aol.com
Charlie Harris
PO Box 470350
Tulsa, OK 74147
918-622-8400
cwh@hvsu.com
Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904
920-231-5002
GRCHA@charter.net
Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330
616-678-5012
rFritz@pathwaynet.com
Gene Morris
5936 Steve Court
Roanoke, TX 76262
817-491-9110
genemorris@charter.net
John Turgyan
PO Box 219
New Egypt, NJ 08533
609-758-2910
jrturgyan4@aol.com
TM
TM
airventure@eaa.org
sportpilot@eaa.org
stc@eaa.org
airacademy@eaa.org
scholarships@eaa.org
slurvey@eaa.org
membership@eaa.org
membership@eaa.org
vintage@eaa.org
tbooks@eaa.org
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft
Association, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family
membership is an additional $10 annually. All
major credit cards accepted for membership.
(Add $16 for International Postage.)
FOREIGN MEMBERSHIPS
Please submit your remittance with a
check or draft drawn on a United States
bank payable in United States dollars. Add
required Foreign Postage amount for each
membership.
WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive
WARBIRDS magazine for an additional
$45 per year.
EAA Membership, WARBIRDS magazine and one year membership in the
Warbirds Division is available for $55 per
year (SPORT OficAVIATION magazine
not included). (Add $7 for International Postage.)
IAC
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright 2011 by the EAA Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine,
is $36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane,
PO Box 3086, Oshkosh, WI 54903-3086. PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS, Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES Please allow
at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING Vintage Aircraft Association does not guarantee or endorse any product offered through the
advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with
the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.
EAA and EAA SPORT AVIATION, the EAA Logo and Aeronautica are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and
service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.
40 APRIL 2011
ets.ts
k
c
i
re trg/ticke
u
t
n
e e.o
AirV ntur
e
our at AirV
y
one now
e
v
Sa onlin
Buy
Make your
plans now
to celebrate
July the 59th.
Back in 1953 we started getting
together each year with a few of
our y-in friends. Now its AirVenture,
the Worlds Greatest Aviation
Celebration. Its gonna be a big
day. And night. All week long.
Monday July, 25
Opening Day Concert featuring
REO Speedwagon presented by
Ford Motor Company
Tuesday, July 26
Bob Hoover Day: Tribute to a
War Hero, Innovator, & Legend
Wednesday, July 27
Navy Day celebrating the
100th Anniversary of Naval Aviation
Thursday, July 28
Burt Rutan Day: Saluting an Aviation Icon
Friday, July 29
Salute to Veterans Day and
Gary Sinise & Lt. Dan Band Concert
Saturday, July 30
Super Saturday with Night Air Show
& Daher-Socata Fireworks
Sunday, July 31
Military Scramble; Family Day