Professional Documents
Culture Documents
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L I N C O L N
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adjusting the suspension in milliseconds. The EcoBoost engine combines the
performance of a V8 with the fuel economy of a V6 and delivers an EPAestimated 17 city/25 hwy. Welcome to the new Lincoln driving standard.
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.
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A I R P L A N E
Vol. 40, No. 6
2012
J U N E
CONTENTS
2
Aeromail
6 News
7 Book Review
8 T-Craft Tale With a Twist
LSA meets vintage
by Budd Davisson
23
28
32
34
Mystery Plane
by H.G. Frautschy
36
37
Classifieds
38
40
COVERS
FRONT COVER: With a color scheme honoring a Taylorcraft used by Cli
Hendersons sta of the National Air Races of 1937, this bright little gem was
restored by Don Hernke of Cannon Falls, Minnesota, and is now owned and
own by Michael Zidziunas of Lakeland, Florida, and Peter Van Spronsen. The
engine powering the T-Craft, a Lycoming O-145, may not have been as popular
as the Continental A-65, but it has a loyal following among antique aircraft acionados. EAA photo by Tyson Rininger.
BACK COVER: The joys of ying a Cub are doubled with the addition of a
pair of EDO oats in this ink and watercolor illustration by Bob OHara, part of a
series of Young Eagles themed illustrations which well be sharing with you in
the coming months. An enthusiastic young lady enjoys the sights, sounds and
smells of cruising the shoreline near Snug Harbor during her Young Eagles ight
in a Piper J-3 Cub on oats.
STAFF
EAA Publisher
Director of EAA Publications
Executive Director/Editor
Business Manager
Senior Art Director
Rod Hightower
J. Mac McClellan
H.G. Frautschy
Kathleen Witman
Olivia P. Trabbold
Advertising:
Manager/Domestic, Sue Anderson
Tel: 920-426-6127
Email: sanderson@eaa.org
Fax: 920-426-4828
Independent Business Relationship Representative, Larry Phillip
Tel: 920-410-2916
Email: lphillip@eaa.org
Classified Advertising
Tel: 920-426-6809
VINTAGE AIRPLANE 1
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H.G. FRAUTSCHY
VAA members like you are passionate about your aliation with vintage aviation, and
it shows. Youre the most loyal of all EAA members, renewing your VAA membership each
and every year at a rate higher than any other group within the EAA family. We appreciate
your dedication! Each year about this time we give you another opportunity to strengthen
your bond with the VAA by inviting you to become a Friend of the Red Barn.
This special, once-a-year opportunity helps VAA put together all the components
that make the Vintage area of EAA AirVenture a unique and exciting part of the Worlds
Greatest Aviation Celebration. This special fund was established to cover a signicant
portion of the VAAs expenses related to serving VAA members during EAA AirVenture
Oshkosh, so that no dues money is used to support the convention activities.
This is a great opportunity for Vintage members to join together as key nancial
supporters of the Vintage division. Its a rewarding experience for each of us as
individuals to be a part of supporting the nest gathering of Antique, Classic, and
Contemporary airplanes in the world.
At whatever level is comfortable for you, wont you please join those of us who
recognize the tremendously valuable key role the Vintage Aircraft Association has played
in preserving the irreplaceable grassroots and general aviation airplanes of the last 100
years? Your participation in EAA Vintage Aircraft Associations Friends of the Red Barn will
help ensure the very nest in EAA AirVenture Oshkosh Vintage programs.
To participate in this years campaign, ll out the donation form below and return it
in the envelope included in this magazine or visit our website at www.VintageAircraft.
org/programs/redbarn.html to make an online contribution. And to each and every one
of you who has already contributed, or is about to, a heartfelt thank you
from the ocers, directors, sta, and volunteers of the
Vintage Aircraft Association!
VAA FORB
PO Box 3086
OSHKOSH, WI 54903-3086
*Do you or your spouse work for a matching gift company? If so, this gift may qualify for a matching donation.
Please ask your Human Resources department for the appropriate form.
VINTAGE AIRPLANE 3
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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
Cub Memories
Dear Mr. Handleman,
I read your article Going Home
Again about the history of the Cub
in the December 2011 issue of Vintage Airplane. Thanks for the nice article; I, too, used to fly a Cub and can
identify very much with your sentiments. The part that really brought
back memories was your mention
of the rising clatter as you pushed
the throttle forward and accelerated
down the runway. Exactly! It sounded
like a farm tractor shifting into high
gear; each cylinder was heard quite
clearly. What a blast!
You are indeed correct regarding
the origin of the J-series name for
the Cub line of aircraft. In 1986, I was
privileged to eat dinner with Walter
Jamouneau and Bill Piper Jr. This dinner was held at the lightly attended
trial run of the very first Sentimental
Journey Fly-in at Lock Haven, Pennsylvania, in the summer of 1986 (the
fly-in officially kicked off in 1987). My
wife, Margie, and I attended the fly-in
banquet one evening with about 20
other people in the back room of a
small local restaurant, and we got to
meet and talk with both Walter and
Bill. (Frank Kingston Smith was the
after-dinner speaker, but thats another story). Both Walter and Bill
were about 75 years old at the time; I
was a young 27 then.
At one point in the conversation,
the question came up about the similarity of the J-series name and Walters surname. He modestly assured
us it was not named after him and
seemed a bit embarrassed by this per-
4 JUNE 2012
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VAA NEWS
Jack served in the U.S. Air Force
as an aircraft maintenance officer
on active duty from 1955-58 and
later attained the rank of captain in
the USAF Reserve.
Our condolences to his many
friends, and to his wife, Jean, their
son Jeff and daughters Jerri and
Jeannie, as well as their families,
and to Jacks brother, William.
Jacks services were held Monday, May 20, at the Pine Grove
Cemetery in Westborough, Massachusetts. In lieu of flowers, the family asked that donations be made
to the Vintage Aircraft Association,
P.O. Box 3086, Oshkosh, WI 54903.
Jack Copeland
Cubs 2 Oshkosh
Plans are shaping up to make
this years celebration of the 75th
anniversary of the Piper J-3 Cub
one of the most exciting events
in the Vintage area in many
years. Well have much more on
the program in the July issue. If
youre even thinking about coming to Oshkosh, please visit the
official Cubs 2 Oshkosh website
at www.Cubs2Osh.EAAchapter.org.
AirVenture 2012
With just more than a month to
go before the summertime celebration of flight that is EAA AirVenture
Oshkosh, we have a few items wed
like to share with you as you prepare to make your journey to Wittman Field. Well have more in the
July issue of Vintage Airplane.
6 JUNE 2012
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Required Equipment:
EAA AirVenture NOTAM
If youre
planning
to fly
p
in to Oshkosh
next month,
its
it imperative
that
th you obtain
a copy of the
FAAs
2012 AirF
Venture
Notice
V
to Airmen (NOTAM),
which
T
contains
arrival
c
and departure procedures for the 60th
annual fly-in convention. These procedures are in effect from Friday, July
20, through Monday, July 30. (The
event is July 23-July 29.)
While the overall procedures are
similar to past years, you should always review each years NOTAM and
be familiar with the procedures so
you dont have to fumble around in
the cockpit as you head down the
railroad tracks from Fisk! You can
download a PDF version at www.
AirVenture.org/flying/2012_NOTAM.
pdf, or call EAA Membership Services at 800-564-6322 and a printed
booklet will be mailed to you, free of
charge. (You can also order a booklet
on the website noted above.)
BOOK OF
INTEREST
An American Adventure:
From Early Aviation Through Three Wars
to the White House
by Dr. William Lloyd Stearman
Dr. William Lloyd Stearman, the
son of famed aviation pioneer Lloyd
C. Stearman, has recently published a
memoir that should garner the attention of anyone who has any interest
whatever in early aviation, WWII in
the Pacific as a naval officer, life in the
diplomatic service in Europe during
the Cold War, the Vietnam War, and
the workings of the White House National Security Council staff. This book,
entitled An American Adventure: From
Early Aviation Through Three Wars to the
White House, is published by the Naval
Institute Press and is available on Amazon as well as other book sources.
Of particular interest to Stearman
enthusiasts are his recollections of
the lives and history of various members of the Stearman family, of their
interactions, and of the many of
aviations famous personalities that
he encountered as a young boy at
his home, as well as at the Stearman
factory. He also describes how the
Lockheed Aircraft Corporation (now
Lockheed Martin) came into being.
His father was its first president.
This volume displays his keen insight into life from the 1920s to the
present, and his opinions and perspective on world affairs and leaders
is very insightful and persuasive. It
is one which should join the list of
required history reading. His elegant
prose and writing style makes for a
very interesting and informative easy
read. I enjoyed it immensely and
highly recommend it to all.
Moreover, I agree with John F.
Lehman, Reagans Secretary of the
Navy and author of several books,
who wrote, With a novelists sense
of drama and a historians rigor, he
has given us a real page turner full of
insight and anecdote.
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T-Craft
Tale With a
Twist
BUDD DAVISSON
8 JUNE 2012
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of Lakeland, Florida, in business for some years: He offers LSA flight training, sales,
and maintenance at Breezer
Aircraft USA (www.Breezer
AircraftUSA.com). However,
when Mike Z, as he is known
VINTAGE AIRPLANE 9
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Don Hernke enjoyed mimicking the 1939 NAR scout plane color
scheme when he restored the Taylorcraft.
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mote and conduct the 1937 National Air Races at Cleveland. The
colorful little BL-65 had been restored by Don Hernke of Cannon
Falls, Minnesota.
Don is a longtime airplane guy
whose background parallels that of
many of us in sport aviation, with
the Taylorcraft being the latest episode in his long aviation life.
He says, As a teen, and into my
early 20s, I used to hang around
an old WWII grass strip in Cannon
Falls and eventually started taking
flying lessons. That was in the early
60s, and I was flying Cessna 140s.
I started working towards my license [certificate] but had no idea it
would take 20 years to accomplish
that task.
Dons tale of the struggle to get
his certificate resonates with most
pilots: He started flying, but building his life, career, and family sidetracked his flying activities.
I got into models and eventually motorcycles, he says. But airplanes were always on my mind,
and eventually I got back to them.
When he returned to aviation, it
was as a homebuilder.
He says, Ive always liked working with my hands. Its really satisfying to take nothing and make
something out of it, so homebuilding an airplane was a natural thing
to do for me. I started looking
around and ran across a set of Avid
Flyer wings that needed a fuselage
to make them into an airplane. So,
I scratchbuilt the fuselage, doing
all of the work myself. I worked on
that for four or five years, eventually getting it flying with a Subaru
EA81 in the nose. It flew really well,
and I put around 150 hours on it
before selling it to get into the Taylorcraft project.
The Avid Flyer went to a pilot
who put it on floats, but not before Don spotted what he thought
would be his next project.
I had the Avid based on a 1,000foot private grass strip south of
Minneapolis, Don says. The gentleman who owned it operated an
ultralight school and dealership out
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Now owned by Michael Zidziunas of Lakeland, Florida, and Peter Van Spronsen, this 1939 Taylorcraft
was restored by Don Hernke of Cannon Falls, Minnesota.
then made some phone calls. The
effort paid off because I found his
cousin, who then put me in direct
contact with the last owner. This
was just before Oshkosh 2005, and
it turned out that we were both
going to be there. So, we met at
Oshkosh, he signed a new bill of
sale, the FAA accepted it with no
problem, and for the fi rst time in
nearly half a century the airplane
was finally legal. More important,
I was now its official owner. What
a headache that could have turned
into, but it didnt.
With the airplane legally his and
all paperwork hurdles behind him,
Don could begin seriously working
on the airplane.
Since I wasnt an A&P, he says,
I made a deal with a local one to
oversee my work, and we set up
a schedule of regular visits. As it
turns out, he didnt let me skate
past on anything and was probably
being just a little overly cautious.
The wings
took a lot
more work.
A lot!
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VINTAGE AIRPLANE 15
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GEORGE HORN,
16 JUNE 2012
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The Hunter
Brothers
PART
A flying
family from
Sparta, Illinois
BY
ROBERT H. HAYES
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This photo, taken in north suburban Chicago at Sky Harbor Airport, shows adding fuel to the plane Big Ben from
a Deep Rock tanker truck. Deep Rock Oil company furnished the fuel for the 1930 endurance ight. Albert and
Walter Hunter ew fuel and supplies to John and Kenneth and the City of Chicago in the airplane Big Ben.
At a young age they lost their
father. Since the family lived on a
farm, it became necessary for the
boys of the family to assume the
chores of operating the farm. They
never lost that hard work ethic.
Albert, the eldest son, quit school
after the seventh grade and rode
a horse into Sparta to work at the
Ford garage. After several years, Albert began working at a local coal
mine. In time the family moved
into Sparta, and the other three
boys joined their brother working
as coal miners.
Working as coal miners, the boys
purchased motorcycles for transportation and pleasure. In their free time
they would entertain the citizens of
Sparta and the local area by performing daring stunts on their motorcycles. Each summer, when the coal
mines shut down, the boys would
ride into St. Louis and trade their current motorcycles for newer models.
In early June 1924, on their annual motorcycle shopping voyage
to St. Louis, the brothers rode out
past what is now Lambert International Airport (about a 65 -mile
journey from Sparta). At the air-
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Bud Gurney
in the grandstand.
Beans was able to descend away
from the trees north of the grandstand and made a perfect landing
on his feet on top of the grandstand
roof. However, the wind caught his
partially open parachute, pulling
him from the roof to the ground,
40 feet below.
Beans landed on his left hand
and side. He remained conscious
for a short time, but lapsed into unconsciousness. He was carried to
the Red Cross Hospital where he
was examined by Dr. J.K. Gordon.
The prognosis was that he was suffering from shock, but not seriously
injured. A later examination by Dr.
C.O. Boynton revealed a fractured
bone in his left wrist. Beans was
able to sit up the next day and was
unhappy that his doctor would not
permit him to fill an engagement
in St. Louis on Sunday.
The Hunter brothers returned
to Sparta on Saturday, October 9,
1926, after spending the summer
in the New York City area carrying
passengers in their three planes.
They sold one of their planes while
in the east.
On April 15, 1926, Charles A.
Lindbergh Jr. began the Robertson Aircraft Corporations contract mail service between St. Louis
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Gurney was flying mail to Memphis, Tennessee, in a Ryan monoplane, similar to Lindberghs Spirit
of St. Louis. Many people, thinking
it was Lindbergh paying a visit to
the Hunters, rushed to the field. By
the time they arrived, Gurney had
resumed his trip.
One of the
most pleasant
experiences
that occurred
on that trip
was a flight
in which a
19-year-old boy
had his hearing
restored.
John and Walter Hunter continued to fly mail on routes out of
St. Louis. John flew the St. Louis
Evansville, IndianaChicago route.
Walter continued flying the St.
Louis-to-Chicago route. Beans was
working at an airport in South
Bend, Indiana, as a flight instructor.
Endurance flying started on New
Years Day 1929. U.S. Army Air
Corps Maj. Carl Spaatz and a group
of fliers set the first endurance record by remaining airborne more
than 150 hours in a Fokker C-2A
plane named Question Mark. That record required transferring fuel from
a plane to the endurance plane. This
endurance flight required 42 in-air
refueling and resupply contacts between the two airplanes.
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VINTAGE AIRPLANE 21
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S. MICHELLE SOUDER
H.G.FRAUTSCHY
S. MICHELLE
SOUDER
Many a conversation
was started by those coveralls with the
name emblazoned on the back. Nobody whistles at coveralls, but many opportunities were provided to share about
the airplanewhich was as it should be.
My job while crewing consisted of manning the support tent, folding oodles of T-shirts, helping move the
airplane, and of course, talking to lots of people. Being
the babe (in the aviation experience sense) of the group,
I was a bit hesitant to take a place beside the airplane to
talk about it. I neednt have worried. While I couldnt relate the actual flying experience of it, I could answer most
folks questions and share their amazement. Any positive
connection was worthwhile.
The rest of the crew graciously shared their space and responsibilities with me. We laughed, sweated, and occasionally grumbled together. We ate too much show food and
went to bed tired just to get up and do it again the next day.
Crazy, yes probably, but for some of us it was a once-in-alifetime experience to share that kind of aviation history.
The Curtiss is overwintering in Florida. It was flown
more than 120 hours (4,000-plus miles) from Virginia
around the East Coast, halfway across the country,
and back. There were many things to contend with,
but no aircraft emergenciesquite a testament to
those who built it.
Congratulations, Bob, on a successful and safe year. You
and the regular crew have much to be proud of. Kudos
to the whole Curtiss group (and your significant others)
for your hard work and talent. I was fortunate to share a
small part. Thanks for letting me wear the coveralls and
share the adventures.
22 JUNE 2012
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BOB WHITTIER
EAA 1235
This amazing model of a Gnome rotary engine was on display at the Hays engine tent at Oshkosh
years ago. Younger EAA folks who have never heard of rotary engines are often amazed the rst time
they see one running. The Turkish towel draped behind this model was to catch oily exhaust.
n the years following World War
II, it was easy to find serviceable 65-hp lightplane engines
at attractive prices. These powerplants, so important to the population expansion of the certificated
lightplane in the years bracketing the
war, launched the homebuilt airplane
movement on a course which led it to
what it is today.
But now, those engines are getting
on in years, theyre not so easy to find,
Editors Note: The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts
related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this
series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!HGF
VINTAGE AIRPLANE 23
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Left, cutaway of pre-1913 Gnome rotary. Note inlet valve in piston head. Magneto and oil pump
mounted on anchorage plate did not rotate. A brush-and-ring arrangement which sent current to
plugs had to be kept clean. Because heat and oil deteriorated rubber insulation, bare wires that
carried current to plugs often broke. Top right, enlarged view of intake valve. From 1913 onward,
Monosoupape Gnomes used the less troublesome inlet system shown at lower right.
understandable that some aeronautical pioneers tried to adapt these engines for powered flight. While some
acceptably light, powerful engines
were created, they were held earthbound by the size and weight of the
necessary boilers and their supply of
wood or coal.
Powered flight thus had to await
the appearance of comparatively light
yet powerful internal combustion engines burning liquid fuel internally.
For the quite short flights feasible in
very early airplanes, a small and there-
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VINTAGE AIRPLANE 25
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drilled around the lower ends of cylinder walls. Shortly before reaching bottom dead center, pistons uncovered
them and the fuel/air mixture flowed
into combustion chambers, as in a
two-cycle engine. It took practice to
learn to run a Monosoupape. Because
they had doubts about the legitimacy
of these strange engines, Englishspeaking pilots took to pronouncing
the name as Minus-a-pops.
Le Rhones used intake and exhaust valves mounted in the cylinder heads. Copper intake pipes ran
from the crankcase to each cylinder
head, and centrifugal force helped
the mixture get out to the heads.
The single rocker arms were doubleacting. Single pushrods operated by
complicated cams alternately pushed
up and pulled down on these rods.
The tortuous and restricted intake
route of the Gnomes caused them
to burn about 10 gallons of gas and
2 gallons of oil per hour for an output of 80 to 110 hp. Le Rhones used
half that much. The high fuel consumption of rotaries limited their use
to short-range fighters. Less thirsty
straight-six, V-8, and V-12 engines
were preferred for bombers.
Because of their built-in-flywheel
effect, rotaries ran very smoothly indeed. Also, their pistons did not reciprocate. Instead, revolution of the
cylinders created the necessary four
strokes. Clamp the big end of a Continental connecting rod into padded
26 JUNE 2012
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Left, pilots had to learn how to operate Gnome fuel and oil supply systems. Because oil was used
briey and then expelled in exhaust, a large supply had to be carried. In crashes, systems employing air pressure often sprayed gasoline and aggravated the re hazard. Right, because the volumes
of heat generated in larger cylinders would have overtaxed marginal cooling systems, Gnome resorted to using standard cylinders to build up this 14-cylinder, 160-hp, double-row rotary engine.
vise jaws, install the piston, and then
slide the cylinder up and down on
the piston to visualize this action. But
in the air, rotaries also experienced
pronounced gyroscopic effects. Find
the front wheel of a bicycle and a
wooden shaft. Drill the end of the
shaft so you can force-thread it onto
one end of the wheels axle. Hold
the wheel at right angles in front of
you and get it to spinning. Then experience for yourself the gyroscopic
forces with which rotary pilots had
to cope. In a steep right turn, the pilot of a nimble single-seater would
use hard left rudder to keep the nose
from being pulled down into a spiral.
In a steep left turn, hed apply hard
left rudder to keep the nose from being pulled skyward.
The German Siemens-Halske that
appeared late in the war is a prime
example of engineering imagination
bordering on the weird. Designed to
produce 160 hp, its creators realized
that a mean amount of gyroscopic
force would confront pilots. So, the
cylinders rotated one way while a set
of gears behind the crankcase made
the crankshaft and propeller turn in
the opposite direction! That cut the
gyroscopic forcebut since the cylinders then rotated at only 800 rpm,
there was poor cooling.
Because of very elementary air
and fuel admission controls, Gnomes
could not be throttled down. They
ran at about 1,200 rpm all the time.
VINTAGE AIRPLANE 27
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Vintage
Mechanic
THE
BY ROBERT G. LOCK
Illustration 1
Illustration 2
Illustration 3
Right: Illustration 3 is a New Standard D-25 factory sketch of a longeron splice. Repair sketches
like this are very rare, especially when made by the
original manufacturer.
28 JUNE 2012
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Illustration 4
Illustration 4 shows a 1929 Command-Aire 5C3,
NC998E, the factory entry into the Guggenheim Safe
Flight Contest, 1927 to 1929. This photo was taken at
Mitchell Field, Long Island, New York, at the start of the
contest in October 1929. NC998E eventually became a
crop duster in Fort Pierce, Florida, and has miraculously
survived throughout the years. It is in the authors possession and will be used in this column to describe repairs to a steel tube truss-type fuselage frame.
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Illustration 5
Illustration 5 shows NC998E, modified to crop dusting, displaying major damage to the forward section
and internally rusted lower longerons necessitating
entire replacement, both left and right. Before starting
the repairs a mechanic must make a determination as
to the condition of the entire frame. This ship is so rare
that every effort must be made to save as much of the
original frame as possible and still keep the ship airworthy. So the first step is to determine how much of the
original tube structure is still airworthy. This should be
completed before designing repairs; if the frame is no
good, then it will be a waste of time to design repairs,
as a new frame will have to be constructed. A quick
and easy first step is to test the tubes that are not damaged using a tap-testing tool that comes to us from advanced composite damage assessment. Illustration 6
shows tap-testing the tubes.
VINTAGE AIRPLANE 29
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Illustration 6
Tap-testing a modern-day advanced composite structure is practiced by gently tapping the structure with a
dense metal object (usually a coin made from a section
of brass bar stock) and listening for a metallic ring or
a solid sound (Illustration 6). If the structure has delaminated, the sound will be dull or dead. You can do
the same thing with steel tube; just tap the structure
and listen for a metallic ring. Take a new piece of tubing and support both ends, then tap and listen to the
sound. Practice this, then move to the structure and
begin tapping on the bottom or lower portion of the
tubes. If internal rust has eaten away the wall of the
tube, the sound will change to a dull tone, indicating
that the wall is thin. Do the entire frame, making notes
on a sketch or marking with masking tape if you find
tubing suspected of internal rust.
Illustration 7
One will be amazed how easy and quick this step
takes. Just invert the frame and tap all the tubes, longerons, cross and diagonal tubes, etc. In the case of this
Command-Aire, the lower longerons are rusted internally to a point that they are unairworthy. In fact there
are a few holes that emanate from the inside of the
tube all the way through the wall thickness. When this
step is completed and the frame found to be airworthy
by using the tap-test, a more thorough inspection may
be needed in certain critical areas.
30 JUNE 2012
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Illustration 9
Saving a rare old aircraft is a passion, and one I
wish to share with any who are interested. There
will be more on this restoration in future articles.
When designing and conducting repairs to any
primary structure, alignment of the hard points
are very critical. The fuselage frame sets the geometry of the landing gear, engine thrust line, lower
wing angle of incidence, cabane strut location,
horizontal and vertical stabilizer location, and tail
wheel mount point. When an airframe is damaged
from an accident, many of these points can be affected, so close examination must be completed
before a decision is made to either repair or replace
the frame. The upper longerons are straight, so the
top of the fuselage is flat. If one laterally levels the
upper cross tube at station 1 and then checks the
level at the aft cross tube, any twist in the frame
will be evident.
Once a decision is made to repair the frame,
detailed sketches of the structure must be created
in order to place the structure back to its original
dimensions. I have a background in mechanical
drawing, so with drawing board, tee square, triangle, and scale, suitable sketches can be made of
the structure complete with dimensions. Back in
1982 a search of FAA files and the Federal Records
Storage Center turned up no ATC drawings. One
FAA offi cial suggested that the original drawings
were transferred to Fort Worth, Texas, and were
destroyed in a flood. Whatever actually happened
to the drawings will never be known, except that
they no longer exist.
And so this column ends with a decision to repair the original fuselage frame by replacing both
lower longerons, repairing cross and diagonal
tubes in stations 1 and 2, removing all tubing that
was added to support the hopper installation, and
welding cross tubes in place that were removed
when the hopper went in. Stay tuned for further
progress reports.
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Vintage June2012.indd 33
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Vintage
Instructor
THE
32 JUNE 2012
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AERO CLASSIC
COLLECTOR SERIES
Vintage Tires
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Show off your pride and joy with a
fresh set of Vintage Rubber. These
newly minted tires are FAA-TSOd
and speed rated to 120 MPH. Some
things are better left the way they
were, and in the 40s and 50s, these tires were perfectly in
tune to the exciting times in aviation.
Not only do these tires set your vintage plane apart from
the rest, but also look exceptional on all General Aviation
aircraft. Deep 8/32nd tread depth offers above average
tread life and UV treated rubber resists aging.
First impressions last a lifetime, so put these jewels on and
bring back the good times..
New General Aviation Sizes Available:
www.desser.com
VINTAGE AIRPLANE 33
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by H.G. FRAUTSCHY
MYSTERY PLANE
This months Mystery Plane comes to us from the
EAA archives/Cedric Galloway collection.
You can also send your response via e-mail. Send your
answer to mysteryplane@eaa.org. Be sure to include your
name plus your city and state in the body of your note
and put (Month) Mystery Plane in the subject line.
34 JUNE 2012
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We enjoy your suggestions for Mystery Planein fact, more than half of
our subjects are sent to us by members, often via e-mail. Please remember that if you want to scan the photo
for use in Mystery Plane, it must be at
a resolution of 300 dpi or greater. You
may send a lower-resolution version
to us for our review, but the nal version has to be at that level of detail or
it will not print properly. Also, please
let us know where the photo came
from; we dont want to willfully violate someones copyright.
1 The etymology of the words Beezle Bug is somewhat controversial and obscure. The term was used in Dr. Seusss Horton Hears
a Who. In that story, animals threaten to boil the Whos in Beezel-nut oil. This may be another form of the 1920s slang term beezer,
meaning nose. A search of the Internet reveals little. Some say it is a reference used in the Sylvia Foster story The Women. One blogger wrote: The engineers said she couldnt y, but she did, every Saturday night. I heard my grandparents use these words a few
times, and my recollection is that it simply referred to a winged insect, usually a beetle or a locust (known as June bugs and grasshoppers in the Midwest). I recall that the buzzing sound made by the wings of June bugs was the reason for the term Beezle Bug,
but childhood memories are far from conclusive.
VINTAGE AIRPLANE 35
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Brian Coughlin, one of the antique worlds most accomplished restorers and antique aircraft reproduction builders,
shared these photos with us in a couple of letters. Im embarrassed to say that one of them has been hanging
around in our file for more than a couple of years, so I suspect hes further along on these projects than is shown in
the photos. He told me the Curtiss-Wright is close to flying, with just an exhaust awaiting overhaul and a couple
of small details to be finished off before its ready for flight.
Buhl Pup
Brian purchased this very original 1931 Buhl Pup in 2010, where he found it in a barn 50 miles south of
Glens Falls, New York. It had been in storage for 65-plus years. He learned about it thanks to its proximity to a
summer camp, Lake George, his wifes family has had for many years. Brian worked out a trade deal with vintage airplane collector Kermit Weeks, so the Buhl has returned to the state where it was originally owned
when delivered from the factory, it belonged to a Miami, Florida, flying club. As found, the Buhl Pup project is
shown here with its original tail fabric from 1931 and cotton wing covering installed in 1938.
36 JUNE 2012
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VINTAGE
TRADER
S o m e t h i n g t o b u y,
sell, or trade?
MISCELLANEOUS
SERVICES
Always Flying Aircraft Restoration, LLC:
Annual Inspections, Airframe recovering,
fabric repairs and complete restorations.
Wayne A. Forshey A&P & I.A. 740-4721481 Ohio and bordering states.
VINTAGE AIRPLANE 37
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For a group of USAF F-22 mechanics who had never worked with wood or fabric, the rebuild of a WW I Nieuport
28 was a challenge they met with enthusiasm and superlative skills.
DAVE GUSTAFSON
38 JUNE 2012
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President
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
chief7025@aol.com
Secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674
Vice-President
George Daubner
N57W34837 Pondview Ln
Oconomowoc, WI 53066
262-560-1949
gdaubner@eaa.org
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
aaflagship@gmail.com
John S. Copeland
1A Deacon Street
Northborough, MA 01532
508-393-4775
copeland1@juno.com
David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916-952-9449
antiquer@inreach.com
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
269-624-6490
rcoulson516@cs.com
Steve Krog
1002 Heather Ln.
Hartford, WI 53027
262-966-7627
sskrog@gmail.com
Jerry Brown
4605 Hickory Wood Row
Greenwood, IN 46143
317-422-9366
lbrown4906@aol.com
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
dalefaye@msn.com
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317-839-4500
davecpd@att.net
Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
920-426-6110
Robert C. Brauer
9345 S. Hoyne
Chicago, IL 60643
773-779-2105
photopilot@aol.com
Gene Chase
8555 S. Lewis Ave., #32
Tulsa, OK 74137
918-298-3692
DIRECTORS EMERITUS
Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330
616-678-5012
rFritz@pathwaynet.com
Charles W. Harris
PO Box 470350
Tulsa, OK 74147
918-622-8400
cwh@hvsu.com
Gene Morris
5936 Steve Court
Roanoke, TX 76262
817-491-9110
genemorris@charter.net
ADVISORS
Joe Norris
tailwheelpilot@hughes.net
920-688-2977
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
John Turgyan
PO Box 219
New Egypt, NJ 08533
609-752-1944
jrturgyan4@aol.com
Ron Alexander
118 Huff Daland Circle
Griffin, GA 30223-6827
ronalexander@mindspring.com
Membership Services
Directory
Tim Popp
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Lawton, MI 49065
269-624-5036
tlpopp@frontier.com
Membership Services
MondayFriday, 8:00 AM6:00 PM CST
Join/Renew800-564-6322 membership@eaa.org
EAA AirVenture Oshkosh
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888-322-4636
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EAA Scholarships
920-426-6823
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VAA Oce
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VINTAGE AIRPLANE 39
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40 JUNE 2012
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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.
Vintage June2012.indd 43
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