NOVEMBER 2003

VOL. 31, No. 11

VAA NEWS/H.G. Frautschy

AEROMAIL

JOHN MILLER RECALLS

EARLY AIRLINE ADVENTURES/John Miller

6 THE VINTAGE INSTRUCTOR

EMERGENCIES ... REPORTS/Doug Stewart

8 PASS IT TO BUCK
9

PROP'ER BEHAVIOR
THINK!/Buck Hilbert

11

CRACKED AND CONTACT

PROPER ENGINE PROPPING/Tony Mark

14

AIRVENTURE

16

FAIRCHILD 22
IS IT RESTORING OR RECREATING?/Budd Davisson

22

MYSTERY PLANE/H .G. Frautschy

26

NEW MEMBERS

27

CLASSIFIED ADS

EAA

PUBLICA
!J
T.lo;::.:N
IO IZ.S
~_ __

Publisher
Editorin-Chief
Executive Editor
News Editor
Photography Staff
Advertising Coordinator
Advertising Sales
Advertising/Editorial Assistant
Copy Editing

TOM POBEREZNY
scon SPANGLER
MIKE DIFRISCO
RIC REYNOLDS
JIM KOEPNICK
LEEANN ABRAMS
TRISHA LUNDQUIST
JULIE RUSSO
LOY HICKMAN
913-268-6646
ISABELLE WISKE
COLLEEN WALSH
KATHLEEN WITMAN

VINTAGE AIRPLANE

Executive Director, Editor

VAA Administrative Assistant
Contributing Editors

HENRY G. FRAUTSCHY
THERESA BOOKS
JOHN UNDERWOOD
BUDD DAVISSON

Front Cover: The rare Fairchild 22 has classic Art Deco lines. Pilot/restorer
Tim Talen and owner John Thomason skirt a local rainshower near Oshkosh in
John's newly-restored Fairchild 22 C7B . EAA photo by LeeAnn Abrams, EAA
Cessna 210 photo plane flown by Bruce Moore.
Back Cover: "The Father Of Modern Aeronautics" is the title of Ulli Misegades '
watercolor dedicated to the pioneering German airman . His scientific methods of
the investigation of mechanical flight helped pave the way for those who would
follow. Ulli's painting garnered an Honorable Mention ribbon in the 2003 EAA
Sport Aviation Art Competition. You can contact her in North Carolina at 919
303-8230 , or e-mail ullisart@yahoo.com

STRAIGHT

Be LEVEL
BY ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE ASSOCIATION

lime marches on
ovember already! It's hard to
believe we're nearly done with
2003, and another year has
slipped by. You might not be
able to count on the weather, but you
can be sure that time will continue to
march on. I can confirm this fact when
I look in the mirror each morning
while shaving.
In life's "great plan" you can also
count on the fact that there will be
younger people to fill our place in life's
tasks. Back in 1993, the VAA established
the VAA Hall of Fame, intended to
honor those individuals who in the
past have made lasting "beyond the call
of duty" contributions to the causes of
vintage aviation and the Vintage Air
craft Association. At the end of October
we honored two such individuals, Al
fred Kelch and Nick Rezich .
For a long time, Nick Rezich was
known far and wide as "the voice of EAA."
His colorful descriptions and announce
ments during the EAA conventions in
Rockford and Oshkosh brought a smile to
the faces of many members over the years.
He was also a great promoter of vintage
airplanes, both at the field with the many
airplanes he and his brothers owned and
at his bar, the famous Pylon Club near
Midway airport in Chicago.
Al Kelch is one of the Antique/Classic
elders, having been one of the Division's
founding members. For a time in the
mid-1970s, he and his wife, Lois, edited
Vintage Airplane magazine. His enthusi
asm for vintage airplanes led him to a
directorship with the Antique/Classic Di
vision, and he and his friend Claude
Grey worked hard to create the core of
the judging system we still use today to
judge aircraft.
Every year, in conjunction with the
fall VAA Board of Director's meeting, the
VAA Hall of Fame inductees are invited to
a gala dinner and presentation hosted by
the VAA, lAC, NAFI, Warbirds of America,

EAA, and the EAA Ultralight Council. If

you know someone who has served vin
tage aviation well and furthered the
causes of the Vintage Aircraft Association,
please submit your nomination to Char
lie Harris, the chairman of the VAA Hall
of Fame committee . The form can be
found on the VAA website at www.vintage

aircraft. org/programs/nom ina ting. html.

We'll also be publishing the form in the
December issue of Vintage Airplane .
We've extended the deadline for the
nominee to be honored in 2004 to De
cember 31,2003, so don't delay. You
should also ask others who know of the
accomplishments of your nominee to
send in either a nomination form or a let
ter of support of your nomination . The
letter should detail the nominee's contri
bution to vintage aviation. We look
forward to reviewing your nominations!
Later in 2004, in conjunction with
some planned changes to the EAA web
site, the VAA will add another member
benefit; we'll have a "members only"
section to the VAA website . We'll add
content from Vintage Airplane maga
zine, plus other educational materials.
If you have any suggestions regarding
the type of material you'd like to see on
the VAA site, please feel free to contact
your magazine's editor, H.G. Frautschy,
at vintage@eaa.org.
We've had some good news on the
Chapters front-we've had four new ap
plicatiOns sent in for VAA Chapters. We'll
let you know who they are once their
charters have been sent out.
Before the weather turned this fall, I at
tended the VAA Chapter 3 fly-in in
Darlington, South Carolina. The past few
years the organizers have had to contend
with a rainout, with only the hard-core
members driving in. This year the weather
could not have been more perfect, with
clear skies, warm days, and cool nights .
By Friday afternoon about 7S airplanes
were on the field . The Friday night "pig

pickin'" had at least a couple hundred

people enjoying the pork and fixings.
By midday on Saturday more than
220 airplanes were in attendance, and
many of those pilots and crew stayed to
enjoy a great banquet and guest speaker.
It's always great to sit down and visit
with friends you see only once a year.
I'm sure I'll see many of you on the
Outer Banks of North Carolina during
the Centennial of Flight celebration at
the Wright Brothers National Memorial
in Kitty Hawk. Be prepared for any type
of weather. It could be the nicest 7s oF
day you can imagine, or you could find
yourself standing in the middle of a
Nor'easter, with 40 mph winds and rain.
Let's hope for something in the middle;
we need a bit of a breeze for EAA's Wright
Flyer! I'm really looking forward to this
event, and if you've already got your
tickets (they're sold out for December 17,
but not for the other days), I'm sure
you're counting down the days, too.
As a member, you can help your asso
ciation by asking a friend to join us and
enjoy Vintage Airplane magazine . You
might even consider giving a member
ship as a Christmas present! What a neat
surprise for them to find in their Christ
mas card. I've done it for folks I know,
and they later became active members.
If your buddy's wife or husband is
struggling for an idea, suggest he or she
give a gift membership. It's easy to do:
Just call EAA Membership Services at
800/843-3612, and they'll guide you
through the process.
Let's all pull in the same direction for
the good of aviation . Remember, we are
better together. Join us and have it all.
.......

Butch
VINTAGE A IRPLAN E

YAA NEWS

EAA Seeks Additional

ADlZ-Grounded Aircraft
Only six aircraft owners met the
September 12 deadline to submit
informa tion to the Transportation
Security Administration (TSA) for
relocating their noncompliant air
craft from the Washington, D.C.,
Air Defense Id ent ification Zone
(ADIZ). Because of the low response,
TSA did not issue blanket relocation
procedures via a Notice to Airmen
(NOTAM) as originally proposed.
In stead, TSA planned coordinated
egress procedures directly with the
individual aircraft owners, the FAA,
and security interests.
EAA is concerned th at there
may be addi ti ona l aircraft and ul
tralight vehicles based within th e
ADIZ that are currently ground ed
because they do not hav e two
way communicat ion and/or
transponder capabilities. If yo u
are based within the ADIZ, own an
aircraft/vehicle that is grounded,
or know of someone with a
grounded aircraft, please notify
EAA as quickly as possible. EAA
will gather required information
and work with TSA to develop fu-

ture egress opportunities for own

ers who either missed the original
deadline or were not aware of the
original relocation plan.
Send the following informa
tion to EAA Vice President of
Government Relations Doug
Macnair at govt@eaa.org, or you
may call the EAA government
programs office with the infor
mation at 920-426-6522.
A. Aircraft owner's full name
B. Pilot's full name (if different
from aircraft owner)
C. Contact telephone number(s)
for A and B above
D. E-mail addressees) for A and B
above
E. Aircraft tail number
F. Location of aircraft, including
latitude and longitude coordinates
G. Aircraft radio capabilities
H. Aircraft transponder capabili
ties

Interested in Becoming
an NDPER?
Attention: Vint age and War
bird DPEs, PPEs, and CFIs
If you're an FAA designated pilot
exa miner (OPE), a pilot proficiency

EAA AirVenture Forums

Available on Cassette

EAA AirVenture Oshkosh daily

forums provide a wealth of avia
tion information; on average
more than 100 forums occur each
day of the convention. As a serv
ice to those unable to attend
particular forums , EAA member
Dave Yeoman and his wife, Mary,
have recorded nearly all of the fo
rums held since 1972 (about
7,000 of them). These recordings
can be valuable historical resources for everyone. You can purchase a cas
sette recording for $8 per forum, with an additional $1 shipping charge
per order. Dave's website (www.forums4.us) lists the forum titles for each
year back to 1997; a complete list of all forums since 1972 can be pur
chased on a personal computer (PC) floppy disk format for a $1 charge.
For more information, e-mail dave@(orums4.us or call 319-377-4188.
2

NOVEMBER 2003

WORKSHOPS

---~--

Fill in the Gaps

If you're an ace welder but
new to fabric covering, consider
taking a weekend fabric covering
class through the EAA SportAir
Workshop program. It's one of
the dozen hands -on classes
from composite construction to
test flying your aircraft-listed at
www.sportair.com. Complete class
descriptions, da te s (through
March 2004), location, fees, an
swers to frequently asked
questions, and online registra
tion are posted there . Class size
ranges from six to 20, depending
on the class, so register early to
reserve your spot.

examiner (PPE), or a certificated

flight instructor (CFI) in vintage
multiengine aircraft, it would not
take much more to become an FAA
national deSignated pilot examiner
(NDPER) and/or an FAA national
deSignated flight engineer examiner
(NDFEER).
To do so, you must meet the fol
lowing minimum requirements:
Hold a current FAA OPE certifi
cate
Have been an FAA OPE or an
FAA PPE for at least one year
Hold a current FAA Class II med
ical certificate
Hold a minimum of two typ e
ratings, LOAs, and/or author
ized experimental ratings in
multiengine vintage aircraft
Have a proven background in
volving the operation of
multiengine vintage aircraft
Hold a current EAA membership
Be willing to travel
EAA and FAA encourage multi
engine vintage aircraft p ilots who

do not meet the above minimum

requirements to work toward eligi
bility by becoming either an FAA
DPE or an FAA PPE. Appointments
for either the DPE or the PPE are
handled through your local Flight
Standards District Office (FSDO).
To determine the national need
for such examiners and/or for h elp
in processing your DPE or PPE ap
plication through the FSDO,
contact JD Martin, FAA National
Program Manager for Vintage and
Surplus Military Aircraft, at 847
294-7150 or j.d.martin@(aa.gov.
For other questions on the ND
PER and the NDFEER programs,
contact Verne Jobst, EAA ND
PER/NDFEER Program Manager,
815-385-7277; JD Martin (see

above); or Randy Hans e n, EAA

NDPER/NDFEER Program Admin
istrator, 920-426-6522.

OBITUARIES

William "Bill" Turner

Aircraft builder and lifelong avi
ation lover William "Bill" Turner,
EAA 26489, di ed at 81 in Califor
nia on September 24 after a
lengthy bout with prostate cancer.
He served on the EAA Foundation
Board of Directors when EAA called
Hales Corners, Wisconsin, home.
"EAA was so important to him,
and he was such a part of EAA,"
said his son, Willie Turner. "He'd
been battling it (cancer) for a long

Centennial Celebration's
Final Day Sold Out
Organizers of the First Flight
Centennial Celebration at the
Wright Brothers National
Memorial in Kill Devil Hills,
North Carolina, December 12
17, have declared December
17 a sellout and expect
35,000 people to commemo
rate the 100th anniversary of the world's first powered flight. Weather
permitting, EAA's authentic reproduction of the 1903 Wright Flyerwill
re-create that first flight at 10:35 a.m., precisely 100 years later to the
minute. EAA Young Eagles Chairman Gen. Chuck Yeager will follow the
commemoration with a ceremonial flight with the one-millionth EAA
Young Eagle.
Individual one-day tickets for December 13-16 are still available at $10
per day, $5 each for senior citizens, age 62 and older, and disabled individu
als. (December 12 is a non-ticketed day.) EAA's Countdown to Kitty Hawk
touring pavilion, presented by Ford Motor Company and supported by Mi
crosoft Flight Simulator, Eclipse Aviation, and Northrop Grumman , will
make its final appearance during the six-day celebration. Themes for the
other five days are as follows:
December 12-lgniting the Imagination
December 13-14-Remember the Past, Imagine the Future
December 15-Protecting the Home of the Brave
December 16-ln History's Footsteps, Celebrating 100 Aviation
Pioneers
Remaining tickets for December 13-16 can be ordered online at
www.wrightbrothers.reserveworld.com. or by calling 800-973-7327 (301
722-1257 outside of the United States).
PHOTO COURTESY OF THE WR IGHT STATE UNIVERSITY

time, but he never gave in . . . he

fought it until the second he died."
Among the 11 aircraft he built
were remakes of the Brown B-2 Miss
Los Angeles; a Gee Bee Z; Miles and
Attwood Special; de Havilland Comet;
Benny Howard's Pete; PobJoy Racer;
and the Laird-Turner Champion. The
Gee Bee, Brown B-2, and Miles and
Attwood Special can be seen in action
in the Disney movie The Rocketeer. Be
fore everyone headed out to EAA
AirVenture Oshkosh this year, Bill's
family and friends held a living me
morial for him at Flabob Airport to
pay tribute to him.

Harold Hauck
The highest-time Ford Tri-Motor
pilot, Harold Hauck, age 81, passed
away August 23,2003. Hauck was
the chief pilot for Island Airways,
the last regularly scheduled airline
to use the Ford in regular passenger
service. He logged more than
15,000 hours in the Tin Goose over
a 31-year period. He also served as
the airport manager for Put-In-Bay,
Ohio. Countless tourists and local
folks got a vintage taste of flight,
1920s-style, on one of the regular
tour flights Hauck also flew in the
Ford. The Island Airways Fords
were cargo carriers, aerial ambu
lances, and flying school buses for
many who lived on South Bass Is
land and the surrounding area of
Port Clinton, Ohio.
.......
VINTAGE AIRPLAN E

At that time he was neither a man of

war nor a pacifist. His social and aca
demic status both made the patriotic
support of his country at the start of
World War I a matter of course. His recent
scientific work led him to design military
aircraft; his industrial background made
metal the natural choice as building mate
rial. Steel (not iron) was a forced choice,
though, because at that time the very lim
ited supply of light alloys was strictly
reserved for the construction of Zeppelin
airships . Thus , his first aircraft was cov
ered with sheet steel rolled to razor-blade
gauge (.008 inch).
By the time duralumin, an alloy of alu
minum with 1.5 percent copper, became
available in sufficient quantities, he had
found that thin sheets of this material
could be stiffened by adding corrugations
during the last stages of rolling the sheets.
This added stiffness of very small-gauge
sheet metal was the one and only reason
for the typical Junkers "wrinkled skin."
Junkers had no need to turn pacifist at
the end of World War I; he was a realist.
He saw the potential of air travel and
made a determined effort to help it along.
His way of driving his design team during
the development of the F 13 may seem to
have been tyrannical, but he drove himself
like the rest. The result was the first flight
of the first purpose-designed aircraft for
passenger transport just six months after
the armistice. The number of sales (322)
and the length of the production run
(1919 to '32) bear witness to his judg
ment and farsightedness.
Not typical so much of Hugo Junkers
but of his whole generation of industrial
leaders was the desire to make his air
craft company independent of external
engine manufacturers by developing his
own line of very efficient aero engines.
Given a little more time, it is not unlikely
he might even have beaten Daimler-Benz
in this field, as by the time of his forced
retirement he had already passed BMW.
By the time the Nazi government came
around , Professor Junkers was 74 years
old. It is of little importance today
whether he disagreed with their ideas or
only their manners , as old men for cen
turies have with parvenus. Even had he
agreed with them, it is doubtful that he
would have been allowed to retain control
of his far-flung enterprises for long, nor if

AEROMAIL

Professor Hugo Junkers

Reference: Your article in
Vintage Airplane, May 2003
Sir,
I read your article with great interest.
On most technical aspects, I fully agree
with you; on some, I have some com
ments, of which more later. But in your
assessment of the person of Professor
Junkers you are way out-but you stand
excused, the old gentleman has been
dead close to 70 years, and though he
was a legend in his lifetime , few under
stood him, even then.
First of all, you mention his status as an
industrialist, but completely omit mention
of his second career as an academic
teacher. However, that was a sequence of
cause and effect. In 1888 Junkers started
work as an engineer under Nikolaus Otto,
inventor of the internal combustion engine ,
at Deutsche Continental Maschinenfab
rik . Within five years, he started his own
company to build gas-heated wate r boil
ers of a type he had invented and
patented. He designed them in just the
right size to heat a bathtub-full of water in
10 minutes, thus for the first time making
hot running water available in the rental
tenements that were being constructed in
all European cities at that period to ac
commodate the growing industrial labor
force. Success brought recognition ,
recognition brought honors: in 1897
Junkers was awarded the chair of the de
partment of thermodynamics at Aachen
University.
There he was asked by a technically
less skilled colleague to help in the de
sign of a glider aircraft. Thus introduced
to the budding science of aviation, he de
signed and patented (but neither built nor
flew) a canard-shaped glider in 1909, and
in 1911 at his own expense erected the
first wind tunnel on university premises.
4

NOVEMBER 2003

he himself would have wanted to.

There is prolific Junkers literature in
and out of print in the German language. I
have no doubt a lot of it also exists in
English. I only tried to raise a few of the
most salient points in this letter.
Happy Landings!
Gerhard K. Jantsch
Lt. Col., German Air Force (retired)
P.S. In your leadoff paragraph you
voice the opinion that F 13 pilots entered
through the passenger door and worked
their way forward. Not so! They mounted
over the wing like their passengers, but
took an additional step forward and en
tered their cockpits from above in the
approved style of the period. The passen
gers were afforded the luxury of a solid
bulkhead, plus the cockpit space, be
tween themselves and that noisy engine.
Other aircraft makers took years to imi
tate this feature.
Junkers did, by the way, build military
aircraft after WWI and before the Nazi
takeover-at the instigation of neutral
governments like those of Denmark and
Sweden. Originally, only design work was
done at Dessau, construction being un
dertaken by subsidiaries established in
the ordering countries for the purpose. Af
ter 1925, when Allied supervision was
relaxed to some degree, the airframes
were built at Dessau and then flown to
the ordering countries for integration of
military equipment.
The first attempt to "militarize" a post
war Junkers aircraft was made as early as
1920 in the United States by a U.S. citi
zen of Danish ancestry named John
Larsen. This gentleman had traveled to
Europe right after the war with the inten
tion of selling war surplus U.S. aircraft to
European governments. When he became
aware of the success of the F 13, he went
to Dessau and negotiated a contract for
the sole distributorship of this aircraft in
the United States. He won his contract
and went back home in December 1919,
having placed firm orders for 10 aircraft
and obtaining options on a further 100.
When he found that his home country
was not nearly as ready for air travel as
Europe was at that time, he tried to sell
the F 13 to the U.S. Army as what we
would today call a close support aircraft.
continued on page 25

n 1936 I was flying as a

copilot for United Air Lines
(UAL). I was learning a lot
from the old-timer captains
who had been flying the Post Of
fice Air Mail Service in the old
DH-4 open-cockpit biplanes of
World War I vintage with Liberty
400-hp engines. The flying in
those days was entirely visual,
for instrument flying had not
been invented. They had
flown the mail day and night
under incredible weather con
ditions, and a number of
them, about 40, lost their lives.
When National Air Transport
(NAT) took over the airmail con
tract between New York and
Chicago, the surviving pilots of
the Air Mail Service transferred to
NAT. By the time I joined, NAT
had combined with Boeing Air
Transport to become United Air
Lines so I was able to fly the dif
ferent divisions to Oakland,
California. Also, by that time the
old-timer pilots had become profi
cient instrument pilots as a result
of Howard Stark teaching the chief
pilots how to use the Sperry turn
indicator (see May 2002 issue of
Vintage Airplane).

In 1933, after the artificial hori

zon and directional gyro had been
developed, UAL started flying th e
first mod ern airliner, the Boeing
247, replacing the old Ford tri-Mo
tor. The 247 was an all-metal,
low-wing twin-engine monoplane
with electric retractable landing
gear and a tailwheel. By 1936, the
fleet of Boeing 247s had been con
verted to the Model 2470 with

Pratt & Whitney geared radials of

550 hp. They had automatic mix
ture control and constant-speed
propellers, but the propellers
would not feather.

These were the first airplanes

that were fully de-iced by the same
type of pneumatic boots still used
today. There was alcohol de-icing
on the propeller blades, the carbu
retor air intakes, and windshields.
The big hemisph erica l propeller
spinner was covered with porous
rubber that was soaked with glyc
erin to prevent icing. This was the
first airliner with all these features
and equipment. All of th e alu
minum alloy was gray anodized,
such as used on propeller blades
today. Control surfaces were fabric
covered . No flaps. The 2470 car
ried two pilots, a flight attendant,
10 passengers, and a lot of cargo. I
don't recall the gross weight, the
actual payload, or other weights.
The 2470 was a greatly ad
vanced aircraft in its day, but the
fuel capacity was too low, approxi

mately 273
With a cruise
speed of about 150 mph at about
80 gph, there was just enough for a
little reserve against an average
head wind from the Newark air
port to the Cleveland airport,
about 410 statute miles-not the
FAA reserve required today. This
shortage of fuel caused many ad
ventures, so the company
maintained a fueling station at
a Department of Commerce
emergency field at Kylertown,
located in the coal-mining
district of central Pennsylva
nia. This was a grass field with
its longest runway lower in the
center than the two ends. It had a
beautiful double-ended hangar so
that two 247Ds could taxi in, one
behind the other and then, after
refueling, taxi out the other end.
Refueling was done in the
heated hangar from fuel pits, and
there were heating fans overhead
with canvas tubes for preheating
the engines. There was an office, a
shop, radio room space, and excel
lent facilities for the passengers
while the planes were being refu
eled or in case of weather delays.
There were no hotels for many
miles since the location was really
in the outback.
UAL had its own little loop-type
radio range station on the field for
instrument approaches. Those low
frequency range stations were
rather tricky in mountainous ter
rain, which had the effect of
causing multiple courses and false
"cones of silence," so the pilots
had to be very cautious when they
used them.
~
VINTAGE AIRPLANE

THE VINTAGE INSTRUCTOR

Emergencies

reports

DOUG STEWART

everal years ago I had a job

flying a Piper Mirage for a
wonderful elderly lady. In the
winter this airplane became a
snowbird, shuttling the lady and her
many friends and family from the
icy skies of New England to the sun
and warmth of Southern Florida.
During this period of time I was es
tablishing a love/hate relationship
with the Mirage.
Although the airplane was capa
ble of flying high and fast, it kept
me constantly alert for something
to malfunction. Things like a gear
light going inoperative or the au
topilot having a brainfart and
wanting to fly right through a pre
selected altitude were typical. At
least it kept me on my toes during
the long hours of en route flying.
It was essential to keep a constant
scan going including not only the
flight instruments, but all the en
gine instruments and annunciators
as well.
Because of the complexity of the
aircraft, insurance requirements
mandated annual recurrent train
ing. During the recurrent training I
had received that year I learned
that one of the things that had
been failing on the Mirage was the
turbocharging system. What would
typically happen is that an oil seal
would fail in the turbocharger,
causing it to seize. The loss of oil
would then lead to the second tur
bocharger failing, and soon
thereafter the engine would seize.
Fortunately the Mirage was a
6 NOVEMBER 2003

great "cabin class" glider. Its long,

clean wing yielded great gliding
characteristics. So if you were high
enough when the engine failed,
you could travel quite some dis
tance before having to commit to
a landing. I had even heard of an
instructor who had managed to
travel 50 miles down the Florida
coast, riding the thermals that ex
isted not far offshore, during a
simulated power failure.
On one particular flight back to
Great Barrington from Florida my
passengers consisted of the owner
of the airplane, her teenage god
daughter, and a sedated cat.
Because we were at flight level 210,
the route always took us out over
the Atlantic from the Del-Mar-Va
peninsula toward the eastern end
of Long Island. Ahead was an area
of cirrus. As I turned on the pitot
and stall warning heat, I had a
strange foreboding feeling entering
the clouds.
We had not been in the clouds
for much more than 10 minutes
when I heard a loud, high-pitched
squealing. Taking my headset off
made the squealing louder, but I
couldn't determine the source of
the noise. I intensified my scan,
paying particular attention to the
ammeters. On a previous flight we
had had alternator trouble, and I
thought the squealing might be
coming from one of the alternators
singing its swan song.
All of a sudden there was a
"POP" as the cockpit windows in-

stantly fogged up and the acrid

smell of hot oil filled the cockpit.
My eyes went to the manifold pres
sure gauge where I saw that the
manifold pressure had dropped
significantly. A quick check of the
pressurization gauge showed that
the cabin pressure had jumped up
to 12,000 feet from 8,000 feet. A
sickening feeling hit my stomach
as I realized we had just lost a tur
bocharger.
I quickly called New York Cen
ter and said, "Uh... New York, 93Q
... we've just lost a turbocharger.
I need a turn to the nearest air
port ... NOW!" Center responded:
"93Q turn heading 260, Atlantic
City is 52 miles to the west. Do you
want to declare an emergency?"
My response was negative. My
flawed thinking was that the en
gine was still running. My training
had told me that it was quite prob
able that in a short time the second
turbo would fail, followed in quick
order by the engine, and then I
would get to experience just how
good a glider that airplane would
be. I would declare the emergency
at that point.
Center instructed me to de
scend to FL 190, which I refused.
If I was to become a glider, with
land more than 30 miles away,
there was nothing as useless as al
titude above me. Looking up the
Atlantic City ATIS frequency on
the en route chart, I dialed it into
the number two comm, and lis
tened as the ATIS reported

300-foot ceilings with a half-mile

visibility, using the ILS to Runway
13. I quickly dialed in the local
izer frequency, figuring that if the
engine quit I could at least track
the localizer back course, and if
luck were with me, I might get
myself to the airport.
As I got closer to Atlantic City I
asked Center for lower. The Storm
scope showed that I would have
to descend through a small cell,
but I was willing to take the risk
and remain on the localizer, track
ing straight in to my destination.
As I descended I started to regain
manifold pressure, but I also
started to pick up some ice.
Strangely, the ice was forming on
the top of the wing, where the
center of pressure was.
Descending through 8,000 feet I
was passed to Atlantic City Ap
proach Control. They asked me if I
"minded" if they brought a Lear in
front of me. I thought that a strange
request. ATC had never given me
that kind of option before. Since
my manifold pressure had now sta
bilized, I saw no problem with
"letting" a Lear in front of me, espe
cially since I still had altitude to
lose, and distance to cover.
The engine was still running
okay, and manifold pressure had
normalized, as I no longer needed
a turbocharger to boost the pres
sure. As I turned to the base leg
for the ILS I was passed to Atlantic
City Tower. Just as I hit the flip
flop switch on the radio I heard
the tower contro ller saying:
"Sorry, the airport is clos ... " My
heart came up into my mouth. I
thought the airport had gone
zero/zero. What would my op
tions be now? The engine hadn't
quit yet, but .... The controller
continued : " ... ed for an emer
gency." My mind had been racing
way ahead of the controller, but
the realization now dawned on
me that I was the emergency.
As I broke out at just under 300
feet, I could see yellow emergency
vehicles parked at every taxiway
intersection, red lights flashing.

Although I had never declared an

emergency, ATC had declared the
emergency for me . I was being
given priority service. That is why

follows the

declaration of an

emergency ... ?

Declaring an

emergency

would have given

me priority

treatment.

approach had asked me if I

"minded" the Lear going in ahead
of me.
The worst part of the trip now
lay ahead of me. I had to drive
from New Jersey to Massachusetts
with a teenage girl that couldn't
stop talking, leaning in the space
between the two front seats chew
ing and popping her gum when
she wasn't talking. Beside her in
the back seat was a very ill cat.
The cat didn't stop voicing her
discontent except when she was
voiding herself through every ori
fice available.
The drive gave me ample time
to think about the events that had
just transpired. Why had I not de
clared the emergency? Was it the
dreaded "paperwork" that follows
the declaration of an emergency
(so it is falsely said)? Why are we,
as pilots, so reluctant to declare an
emergency? Declaring an emer

gency would have given me prior

ity treatment. And so what if I had
been found negligent, or careless,
or reckless. At least I would be alive
to defend myself.
It made me think of the Co
lumbia Airlines tragedy on Long
Island. The crew told ATC that
they were "fuel critical" but never
declared an emergency, and thus
were vectored back around on a
missed approach to sequence be
hind other traffic. How many
lives were lost when they ran out
of fuel before getting back to JFK?
It is true that ATC can declare the
emergency for you, as they had
in my case, but how many con
trollers would do that? Many
controllers are not pilots, and in
many cases are ignorant when it
comes to analyzing a potential
emergency. A tower controller at
Danbury, Connecticut, did not
think it necessary to declare an
emergency for the pilot who
stated, after his engine started to
run rough, "better get out the
equipment." The pilot was not
given priority sequenCing (hav
ing not declared an emergency)
and ended up having to go
around, and when the engine
quit for good on the go-around,
he crashed.
So if you find yourself in an
emergency situation, do not hesi
tate to declare the emergency. In
numerous cases you will not have
to file any report of any kind. Re
member, the regs say, " ... shall,
upon reques t . .. file a report" (ital
ics are mine).
They do not say that you have
to file a report. And if you do?
Wouldn 't it be better to stand in
front of six people , explaining
your actions, than having six
people carry you on their shoul
ders ina box? Declaring an
emergency might very well be
the defining moment that takes
you from being a good pilot to
being a great pilot!
Read more about Doug's work at
www.dsflight.com.
.......
VINTAGE AIRPLANE

CK

BY

E.E. "BUCK" HILBERT, EAA #21 VAA #5

P.O. Box 424, UNION, IL 60180

Proper Propping

eading the incident reports

on propping accidents leads
me to believe that it's time
for a refresher on this sub
ject. It's been about thirteen years
since I did an article entitled Prop'er
Behavior in the March 1990 Vintage
Airplane magazine. Maybe we can get
our editor, H.G. Frautschy, to reprint
this one. The thought that maybe
it's time to take a look at it again was
triggered by a recent experience with
a malfunctioning Magneto switch.
This little switch, especially the
old A-7 and A-9s that were prevalent
on the early and late '40s airplanes,
Porterfields, Pipers, Aeroncas and the
like, are a trap all in themselves.
Most people rea lly don't understand
the switch and what it does and
doesn't do. (For a good look at its in
nards, review the Type Club Notes
article published in last month's Vin
tage Airplane. Steve Krog and Bob
Gehring really did a bang-up job on
explaining the A-7 switch.)
It's properly labeled, with all posi
tions suitably marked OFF, RIGHT,
LEFT and BOTH. When the switch is
in one of those marked detents,
that's where you are. Take it any
where out of any of the detents and
yo u are in BOTH! Yes, that's right.
Just nudge that lever from the OFF
position, halfway to the next detent,
and you are in BOTH. Once in the
detent you are in the selected mode,
but anywhere out of any detent, and I
can't stress it enough, it's effectively
on BOTH.
When someone is out front and
about to prop you, make certain,
very, very certain, that when he calls
for "Switch Off" that it is in fact in
that OFF detent. Even then, these
old switches, and they are old, can
have an internal problem. They were
manufactur ed with internal soft

NOVEMBER 2003

brass contacts. Years of use have

sometimes bridged these contacts
with a swiped layer of residue that
all but renders the switch pOSitions
useless and unreliable.
Remedy? Check that switch with
the continuity section of an ohmme
ter, and see if it is functioning like
it's supposed to. And until you do
have a chance to check it out, treat
that front end with its meat chopper
as though it's hot all the time.
Don't ever make love to a pro
peller. Don't grab it with two hands
and pull it through. Keep head, arms,
legs and any other body parts out of
th e plane of rotation . These things
can hurt you, and they will if you are
the least bit overconfident or careless.
[ think back to years ago when I
had the Fleet II we called "Him." He
was a real fun machine, and with
that Kinner B-54 up front, it was a
perfect match for experiencing all
the delights of flight in an open
cockpit airplane. [ took it to Oshkosh
many times, and eventually passed it
on to author Richard Bach, who
wrote books about his barnstorming
across the country with the airplane.
It was a real "smiler" and a fun flyer.
But, and this actually happened at
Oshkosh, one of the most experi
enced hand prop men I've ever
known, Bill Haselton, offered to prop
me. Now this guy knew Kinners . He
knew that all it takes is to pull the
prop past compression and when
that impulse snaps you better be out
of the way, cause it's gonna run.
Well, it got him! He was just posi
tioning the prop when it snapped
and "bit" him. The smack from that
prop broke his thumb and severely
bruised his hand.
I'd be the first to say, it wasn't his
fault. It was a mechanical malfunc
tion of the impulse coupling that

caused mistiming of the ignition

from that mag. It was so far advanced
that when it snapped, the prop ro
tated backwards and "got" him. But
he had made the mistake of being
overconfident around that prop. We
fixed the problem and never again
had an incident.
I can relate a similar experience,
several of them, over the years, and
I'm aware of others who have had
similar experiences. The cockpit oc
cupant affirms that the switch is
placed in the OFF position, and it re
ally isn't due to some malfunction of
the switch or the mag itself.
One incident I get chills just think
ing about occurred in the hangar,
with the door closed, and within mi
cro inches and seconds from being a
complete disaster. I was working on
the tail wheel of a Ryan STA. My PT
22 was parked immediately behind
the tail of the STA with the prop
about 3 feet from my backside. I was
sitting on a milk crate, with the tail of
the STA elevated so I could get at the
tail wheel. A friend was immediately
behind me, leaning on the prop of
the PT-22 and watching me work. He
was looking over my shoulder, offer
ing advice, and otherwise trying his
best to annoy me.
He reached behind himself and
re-positioned the prop for a more
comfortable backrest. That Kinner R
55 magneto impulse snapped, and
the engine fired! Fortunately, and I
do mean fortunately, the fuel was
off, and the prop only rotated about
four times, narrowly missing his
calves, brushing his butt, and com
ing to a stop.
I came out from under that STA
like I was shot, jumped into the PT
22, and sure enough, the switch said
OFF. Ten minutes later we had the
switch opened up on the bench, and

were staring at the bridged brass

contacts. We went into the junk
box, retrieved another switch,
opened it up, and found beginning
traces of the same problem. So much
for that story.
It did promote one procedure I
have talked about and practiced ever
since. If you move a propeller in the
hangar, or in a confined space, or
anywhere, treat it like it's hot and if
you are repositioning it for appear
ance, or some other reason, turn it
backwards. That way it'll never fire
(the impulse on the mag can 't trip
when it's rotated backwards) and
catch you by surprise.
This also precipitated a couple of
other procedures I've adhered to
over the years. The last flight of the
day on taxi-in, I always do a mag
check. It only takes a minute or so
to do a mag check and check that
OFF position just before you shut
down. That way, there are no sur
prises when you come out for the
next flight.
I added another procedure to
absolutely ensure that the engine
will not run after shut down. I
turn off the fuel selector and let it
run out of gas. It can ' t possibly
run without gas, unless someone
opens the primer.
And be sure, very sure, that if you
are going to do the propping that
there is a "qualified" person in the
cockpit. How do you get a "quali
fied" person at the controls?
You qualify him or her, with an
adequate briefing. Don't "short
brief" that person! Make very sure
that they know exactly what to do,
how to do it, and how to stop, shut
down, or handle the situation if
something unexpected comes about.
I think re-reading that March
1990 article would be a good re
fresher. How about it, H.G.? Is it
time to reprint it?
And with that, it's "Over to you,"

((

-:BCi.~

If

Your wish is our command,

Captain Buck, so next we present
Prop'er Behavior.

Prop'er Behavior

Think!
E.E

"BUCK" HILBERT

During the summer of 1940

when I was a lineboy at the old
Elmhurst Airport west of Chicago,
we were running in a newly over
hauled engine. In those days, there
was a regular schedule for break-in
after the overhaul was completed.
We ran them up at half-hour inter
vals at increasing rpm until finally,
after about four hours we brought
them up to take-off power. Only
then was it allowed to fly. Quite a
difference compared to today.
Nowadays, you just put the power

to it and fly at full throttle for the

first hour.
Anyway, there sits this Cub with
the stick tied back and the engine
running at about 1,000 rpm, unat
tended, doing its own break-in. I
hasten to add that this airplane
did not belong to us. Harbicon Air
ways would never do a thing like
that! (Now I'll tell you about a cer
tain bridge you can buy.)
Well, this fellow is posing his
girlfriend alongside our Porterfield
PL-SO. He has her standing by the
VINTAGE AIRPLANE

door, liquidly draped around the

wing strut and he's trying to get
her into the frame of that little
camera. Some of you remember
those box cameras with the neat
viewfinder on the top. The trick
was to put the subject squarely in
the frame. It required stooping
over and shading the viewfinder
with one hand while you backed
up for the focal length. You
guessed it! With all of us shoutin'
and hollerin' he got a rapid
1,OOO-rpm spanking! He never got
the picture, and I'll never forget
that moment. We all had a good
laugh about it later, but "Spanky"
never lived it down. For years af
terward he would drop his pants
to show people the result of his
encounter. It didn't read
Sensenich or Flottorp either.
I propped many airplanes as the
years went by and made a study of
propping. Some engines were easy;
some were downright recalcitrant.
The easiest of the lot are the Kin
ners and R-98Ss such as on a
BT-13. The Kinner will start every
time with those Bendix mags
throwin' a spark an inch and a
half. You don't really prop the Kin
ner, you just gingerly pull it past
compression and get the heck out
of the way. I've had them back up
on me and catch from the wrong
way when they're too lean, but
they'll go on the next pull. Again,
it takes extreme care to be ab
solutely sure it isn't "hot."
A year or so after the incident I
mentioned in my column in this
month's issue, I was alone out
front of the hangar at the same
airport and I was going to take my
two youngest kids for a ride in our
Champ. I'd just gassed up and
added a quart of oil (my number
one son always seemed to leave
the airplane empty and down a
quart) and was ready to aviate.
There wasn't anyone else within
close range, so I elected to prop it
myself. I had the two kids side-by
side on cushions in the back seat
under the one belt. I put my right
foot in front of the right tire and
10

NOVEMBER 2003

propped it seaplane style from be

hind. I was between the prop and
the door. Just as I snapped it
through, I heard my daughter say,
"I'll help you, Daddy," and she
shoved the throttle forward. It
caught, of course, and there I was
in a helluva predicament. My right
foot is the chock, the door won't
let me get to the throttle or the
switch and the engine is turnin'
about 1,700 rpm. I'm dancing
around in a circle trying desper
ately not to lose it! lf I pull my
foot out from in front of the
wheel, it'll go for sure. I can't get
around the door and under the
strut, I can't grab and stop the
prop at 1,700 rpm without chop
ping my arm off, and I'm literally
helpless. About the second I'm
ready to give up and let it happen,
the front door of the office bursts
open and one of the guys comes
running out to cut the switch. I
would have kissed him if I had the
strength, but all I could do was sit
down and mumble my thanks
over and over again.
Shortly after this one, I was at
the old Chicagoland Airport one
day when a friend of mine who
owned a T-6 had an experience. He
was parked between two rows of
airplanes and decided to prop the
"Six." The battery had died long
ago and, like most of us in the
1960s, he couldn't afford to buy a
new one. He had been propping
the plane for years so it should
have been no problem. This time,
though, through a mismanaged
mess-up, it started and went to
1,600 to 1,700 rpm like right
NOW! Normally an R-98S or 1340
will fire, mutter, spang and gradu
ally accelerate to idle so slowly you
can leisurely walk around the
wing, crawl up to the cockpit and
still have time for a coke and a
sandwich before it finally clears its
throat. Not this time. It tore down
the line and went through two air
planes before it wrapped itself up
in one of those cast-iron Navions.
Paul himself had quite a problem
there. You can imagine how much

insurance he had since he couldn't

even afford to buy a battery. It
took him several years to payoff
the damages to the other airplanes
and he trucked his T-6 home,
where it sat until he died.
Same airport, same scene-al
most the same tiedown. The STA
had been flying for about four
years. Our trusty Red Baloney is
going to take his niece up for a
ride. There was no one around so
he put her in the front seat, set up
the engine controls, told her to
hold the brakes, and started
pulling through the prop. About
four blades and away it went. It
spurted right up to about 1,700
rpm. He dropped to the ground as
the airplane rumbled over him
and he grabbed one of the flying
wires under the wing as it went by.
With him hanging on for dear life,
the Ryan did two 360s between
the parked planes. He was hol
lerin' for his niece to turn it OFF,
but she misunderstood and further
complicated matters by jumping
out and getting knocked down by
the tail as it swung by. About this
time the engine quit because he
did something right. He had
turned off the fuel as I'd taught
him to do when he propped it
himself. Niece was bruised, but the
airplane and everyone else was
okay. So what caused the problem?
He looked under the cowl, and
there was the fractured end of the
throttle push-pull rod! It broke
from corrosion and wear right at
the firewall. Lesson? You betcha!
Next time, we tie the tail.
We are learning! One day I
propped Bob Heuer's Pitts when I
saw him all alone. Then he asked
me to untie the tail. A couple of
months later I noticed that Bob
Davis, another aerobatic pilot, had
a tow hitch on his Pitts-Smith.
What's he doing with a tow hitch?
Simple. He sez, "I can prop it my
self and then after I get in and all
suited up and ready to go, I just
pull the release and I'm free." Les
son, there are some real practical
people in the world!
.......

Cracked and Contact

Proper engine propping

ToNY MARK

Tony has logged around 17,000

hours in general aviation, military,
airline, corporate, air taxi, glider and
banner towing, and Sky typing opera
tions. He has been a certificated
flight instructor in airplanes, instru
ments, and gliders since 1957 and
has flown more than 90 makes and
models of aircraft. Tony has almost
all of the certificates and ratings (ex
cept helicopter and lighter than air)
and a bunch of type ratings. He is
not looking for a job, as he is self
employed-teaching tailwheel skills
and fabric work. However, he is look
ing for folks who are not through
learning more about flying.

There are thousands of aircraft,

mostly vintage aircraft and home
builts, that routinely require hand
propping. The following ideas and
techniques are only one man's
opinion, but they are based on
many years of experience in hand
propping, and in teaching others
to hand prop safely. If just one
person avoids an injury or pre
vents a runaway airplane by
reading this article, then my time
will have been paid for and the
whole aviation community will
have benefited.
As I see it, successful hand prop
ping has to meet these two criteria.
First-safety has to exist through
out the entire starting process.
Second-the engine has to start.
Safety in propping comes down
to these three requirements:
One-successful communica
tions during each start
Two-keeping the "propper"
out of the prop arc
Three-preventing any airplane
movement

.. . successful hand
propping has to
meet two criteria ...
first-safety
Second- starting
the engine
Safety Part One
Successful Communications
During Each Start
Terms defined here are those
commonly used in propping. Strict
usage of these words will prevent
accidents and injuries.
Addressing the prop-to stand at
such a distance from the prop that
you are outside of the prop arc, but
not so far outside so as to lean toward
it when laying hands on the prop.
Clear-this means to remove ex
cess fuel from the carburetor.
Closed-the throttle is fully
closed or at idle position.
Contact-the magneto (mag)
switch is in the starting position
(normally BOTH). The word "con
tact" is chosen because "off," "on,"
and "both" all have a similar "0"
sound, are one syllable, and thereby
sound similar. "Contact" is two syl
lables and sounds much different
than "off." This was the word of
choice in the days when all aviators
did hand propping.
Cracked-a throttle position
greater than idle, thought to be cor
rect for the engine and temperature
(normally less than 1/4 inch).

Helper-person in the cockpit

who operates aircraft controls until
the start is complete (a helper is not
always available).
Off-the mag switch points to
the OFF position.
Propper-person at risk outside
who actually swings the prop.
Pulling the prop-downward mo
tion of the arms, causing the prop
to turn with intention of priming
engine by sucking fuel into carbu
retor (mag switch OFF with no
intention of starting engine).
Swing the prop-swinging motion
with right leg, causing prop to turn
with intention of starting (not the
same as pulling).

Safety Part Two

Keeping the Propper
Out of the Prop Arc
The person outside is the one at
risk. He should be proficient at
propping unless instruction in
propping is being given . In gen
eral, the owner should be the
propper for the same reason . For
the same reason again, the prop
per is in command of the start no
matter who is the owner, pilot, etc.
Don't let novices prop anyone!
Have a fixed number of start at
tempts (three is my choice). If
unsuccessful, turn mags OFF and
take a break to analyze why the
start is unsuccessful. Leave your
ego at home and get another qual
ified propper if one is available.

Ways to Prevent
Propper Injuries
Do not lean into the prop; do
not be in front of the airplane
when the engine starts. Swing your
right leg to your left side (in keepVINTAGE AIRPLANE

11

ing with Newton's third law of mo

tion, this will move your body to
your right and out of the prop arc).
Use "propping" gloves (thick ones
or the $3 garden gloves that are or
ange and ribbed). Prop must be at
the 10 to 11 o'clock position (as
seen by the propper) for safe hand
propping.
Don't hand prop electric start air
planes, especially one equipped with
a nosewheel! Why? Electric start air
planes frequently have the prop
mounted in a bad position for prop
ping. If they have key type starting,
you would have to disconnect the
starter, or unwanted ignition or
starter engagement may occur. Nose
wheel airplane props are normally
closer to the ground, making a leg
swing difficult and causing the prop
per to lean toward the prop!

Propping Procedure
From the Front
The propper is satisfied that no

persons or aircraft will pose a hazard

and that the ground underfoot is not
slippery. He makes certain the helper
has been briefed and is competent to
operate the brakes and engine con
trols and has the seat belt fastened.
Proper commands, "Off and
closed; brakes on." Helper verifies
that the mag switch is set to OFF,
the throttle is closed, and the brakes
are on, then repeats the command,
"Off and closed; brakes on."
Propper now addresses the prop,
standing close enough so he is not
leaning toward it. He stands in front
of the prop blade that is at the 10 to
11 o'clock position and places both
hands (interlocked) on the prop
about two-thirds of the way out
from the hub. The propper's fingers
are not curled around the prop trail
ing edge. (The taller you are, the
farther from center you stand.)
Propper primes engine by pulling
the prop. (Some engines are not
equipped with a primer. Other man

THE JOURNAL OF
THE EARLY AEROPLANE

ufacturers may prefer the use of the

primer, but pulling the prop blades
through has the advantage in that
you can measure the amount of fuel
more closely.) This priming is done
with the arms only, but be sure to
bring them all the way down to your
leg in case the engine starts unex
pectedly. This has happened to me
(a defective magneto ground). Pull
the number of blades thought to be
correct (normally the pilot will know
this) or prime by using the primer as
necessary. When pulling the prop for
priming, a sucking sound should be
heard. Fuel dripping from the carbu
retor indicates too much priming or
carburetor problems.
Propper now commands, "Cracked
and contact." The helper repeats these
commands, opens the throttle to the
pre-briefed position, and selects mags
to BOTH unless a different setting is
required for starting. If the engine
will start at idle, the proper com
mands, "Closed and contact."

SI\~WA\~~

~
THE JOURNAL-OF
THE AIRPLANE 1920-1940

David Ostrowski, Editor

Leonard E. Opdycke, Editor

~I INC.

WORLD WAR 1

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Propper swings his right leg to his

left side as high as is comfortable.
The downswing will cause his hands
to pull on the prop, turn his body to
their right, and unbalance him. He
has to step to his right to avoid
falling, and is thereby outside of the
prop arc. If the propper will be board
ing the aircraft, he keeps on walking
around the left wing of the aircraft
until entering the door. He does not
walk across in front of the prop.

Safety Part Three

Preventing Any Airplane
Movement
Ways to prevent aircraft move
ment include any combination of
chocks, tiedowns, parking brakes, tail
tie, glider tow hitch, cockpit helper,
and a throttle idle lock. A throttle idle
lock on a tandem seating aircraft
means a bungee cord from the aft
cabin structure to the front throttle,
pulling it back and holding it "closed."
To hold the throttle "cracked," put a
small shim (I use a clothespin) be
hind the throttle. On a side-by-side
with a push-pull throttle, cut a short
piece of tubing or hose that fits be
tween your throttle and the full
throttle stop. This may seem like a lot
of trouble, but it works!
I do many aircraft deliveries of
non-electric aircraft. Most places at
which I land don't have chocks or
their chocks are tiny. Others have no
tied own ropes or really short ones. Al
ways have chocks and a rope of your
own to tie the tail. Folks may offer to
prop me, but I have no knowledge of
their methods or currency. Be wary of
letting others prop you.
Safety, which is, was, and will al
ways be the most important part of
hand propping, has been covered in
detail. A successful start was our other
requirement. Most owner-propped
engine starts are successful since the
owner is familiar with the amount of
priming needed . My L-16 normally
starts on the first or second swing.

Unsuccessful Start
If pilot error is not involved (he
didn't turn on the fuel or mags),
then there are only two possibili

ties, assuming there are no me

chanical difficulties. The mixture
is either too rich or too lean. Gen
erally, too rich is the problem.
Choose one of these possibilities
and either prime more (excessive
priming invites engine fires) or
"clear" the engine.
Clearing the engine is done by
putting the throttle at the full
open position, making absolutely
certain the mag switch is set to
"off," and pulling the prop
through eight to 10 blades to get
all residual fuel out of the induc
tion system and the cylinders.
Pulling the prop backward is safer
(no possible ignition). Remember
to close the throttle! Screwing
this process up is how most run
away aircraft incidents occur!
Twice I have personally seen this
happen to others.
Unsuccessful starts can be elimi
nated if you count how many shots
of prime or number of pulled blades

your engine takes for existing en

gine and ambient temperatures.

Food for Thought

Every year someone sends an
airplane into the sky alone, and
the media tells the world. It hap
pened not long ago in California
and in Ohio a few years ago, with
plenty of media attention on a
slow news day. When a famous
person gets hurt from this or an
empty airplane flies near a big
city, we all will be legislated into
electric systems in the name of
national security! This threat is
not far-fetched! Please do your
part and ask others to help.
This article has been excerpted
from a more detailed document
that covers many more aspects of
hand propping. Anyone interested
in this information (a handout for
students in Tony's tailwheel train
ing course) can e-mail him at
markl@intercom.net.
.......
VINTAGE AIRPLANE

13

more coverage . ..

>

Paul Gould's Grand Champion

Aeronca Chief was one of the
featured type club display aircraft
in front of the VAA's Red Barn.
The Chief, which was the top
Classic award winner at Sun 'n
Fun and EAA AirVenture in past
years, was sold during the con
vention to Jose Quintanilla of
Monterey, Mexico.

The late Jim Wright's Hughes Racer was a marvelous piece of re-engineering and craftsmanship, including a
faithful reproduction of the instrument panel. Jim had period instruments overhauled and installed, so the
panel was as close to original as possible. He did make one small addition. To the right of the artificial hori
zon, the small silver connector hints at an ingenious solution to an age
old problem. When taxiing the Hughes, it was impossible to clearly see
directly in front of the airplane, even when taxiing with S-turns. Jim
Wright installed a small "lipstick" video camera near the lip of the cowl,
and a small LCD video monitor was clipped in place and attached to the
connector. It made it possible to start taxiing, knowing for certain that no
objects or people were in the way.

>

Steve Mark of Vernon Hills, Illinois, took this beautiful shot of the replica Hughes Racer.
14

NOVEMBER 2003

Direct from France,

and shipped here in
the Airbus Beluga,
the Moraine-Saulnier
Type Hand Santos
Dumont Demoiselle
~'il~~1IiIi.I (replica) were fasci
nating glimpses into
~;".,.,....~,----':;;;::::,:"":""-:""",,:;;,:;,,;;,~_,,,:,,,,:,---:,,_-,--,,-,-;;;.;o.:o-. the past.

Newly retired schoolteacher Syd Cohen

of Wausau, Wisconsin, gave his
convention volunteer time to
Operation POP (Protect Our Planes).
As the owner of the highly polished
Ercoupe in the background, Syd's aware
of the need to politely educate members
and the general public alike that we'd
prefer they look, and not touch the
airplanes. With 1,123 vintage airplanes
registered in the VAA parking areas,
plus the homebuilt campers we
host, the POP volunteers are busy,
gently reminding folks not to eat or drink
around the airplanes. For more
info rmation on POP activities, visit
www.airventure.org/2003/about/voi unteers.htmi.

To volunteer, e-mail Noel Marshall at

mbOl@northnet .net .
VINTAGE AIRPLANE

15

nyone who has been

around aviation for
any length of time can
remember how com
mon it was to see a pile
of unidentifiable rusty bones
heaped up behind a rural hangar.
Airplanes were dinged and they
were pushed in back. They got old
and they were pushed in back.
They used something other than a
Lycoming or Continental, and

A
16

NOVEMBER 2003

they eventually wound up pushed

in back. And naturally, if it was an
all-fabric airplane, when it got a
little tattered and needed new
clothes, all of the forgoing factors
worked against it.
The Fairchild 22 had all of those.
And then some. It was old, its long
snoot often housed "one 0' them
there Menyasro thangs," it was
open cockpit, and was just a little
too far off-center for some folks.

This was all aggravated by the fact

that no one was exactly sure what
a Fairchild 22 was because so few
were built, and they'd never had a
second life as crop dusters, etc.
Small wonder so many of them de
graded to their basic molecular
make-up over the years.
The forgoing also explains why
Fairchild 22s, like the one brought
back to life by Tim Talen for john
Thomason, start out as phantoms

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formed of oxide and rot. These kinds

of airplanes have sat around for so
many years that they are not re
stored; they are recreated. They are so
bad that it's good news when a part
is so rusted or rotted that it's good
only for a pattern because at least
they have something to start with.
These kinds of projects also in
volve lots of forensic sleuthing to
find information considered basic
in other, less demanding, endeav

ors. For instance, what is the in

strument panel supposed to look
like or how were the brakes hooked
up? These are not projects for the
weak of heart, although both John
and Tim will agree, a weak mind
sometimes helps. That way you
don't realize how deep the water is
until you have no choice but to
keep on paddling.
John, who now calls Sonoma,
California, home started flying in a

Champ that was based on an air

craft carrier. Sort of, anyway.
"I went into the Navy in 1953
where I was an aviation bosun's
mate based on the USS Hancock.
We had a flying club on board and
had a Champ in the hangar bay
with the wings removed. We'd
carry it from base to base, assemble
it, hoist it on shore, and we'd all
fly it.
"I did some interesting things in
the Navy. For instance, I was in
volved in investigating different
types of catapult systems, includ
ing the English steam cat, which is
what we eventually used."
Although he was born and raised
in Maryland, he eventually emi
grated to Sonoma where he began to
get heavily into vintage airplanes.
"I had owned a bunch of differ
ent airplanes and a string of short
wing Pipers, including a Colt and a
Tri-Pacer. But I wanted a real an
tique and started looking around. I
found a YKS-7 that was a flying air
plane and had never been restored.
However, one of my friends, Eric
Presten, said I shouldn't buy it. Of
course, I didn't listen and traded a
182 for it.
"It was actually a pretty good fly
ing airplane until an axle broke on
landing. [ skidded across the run
way and was doing okay until the
landing gear stub caught in the
grass on the edge of the runway and
folded the gear. That didn't do the
airplane much good. The axle had
been butt welded! [ guess Eric was
right: I shouldn't have bought it.
"It crunched both lower wings
and I was in the process of rebuild
ing it when I got divorced and the
airplane had to go."
Everyone eventually recovers
from a divorce, and so did John.
"I always dreamed of having
that first Waco on floats, so not
too long ago I found a YKS-6 on
floats and bought it . It's going
through restoration right now."
The Fairchild 22 that John pur
chased was a project that had gone
through several hands before it be
came his.
VINTAGE AIRPLANE

17

The Fairchild 22 originally had,

among a couple of choices, the
Menasco C-4 engine; but the engine
that came with the project was the
later model 0-4, complete with en
closed rocker boxes. AI Ball
overhauled the relatively rare engine.

Refactory, the Talens' restoration shop in

Springfield , Oregon.
18

NOVEMBER 2003

"It originally came out of

Arizona and a friend brought
it up to Schellville where I
saw it for the first time. Basi
cally, the entire airplane was
a pattern and a huge amount
of stuff was missing a lto
gether. He built a new
fuselage using the original to
build a jig from, and some
one somewhere had done
the same thing for the wings.
"I had told him that I'd
buy it, if they didn't finish it,
and that's exactly what hap
pened. They had done some
of the basic work, but there
was a long, long way to go."
The original engine was a
Menasco, and the project

came with what was supposed to

be a good engine.
"The Twenty-two originally had
a C-4 Menasco, and the engine
with it was a D-4, the primary dif
ference between the two being the
enclosed rockers. Even though it
was supposedly a good engine, I
was always a little leery of it so I
had Al Ball rebuild it.
"After I bought the airplane, my
friend continued to help me with
it, but then his help went away,
and I was in no pOSition to do the
entire airplane myself.
"I had known Tim for some time.
Actually, I met Tim because of my
son Scott. When Scott was barely a
teenager, he started hanging out
with the antique airplane crowd. In
fact, Eric Presten was educating
him. He'd hold up a picture of an
airplane and make Scott identify it.
Scott, who is now in Marine flight
training at Pensacola, turned into a
Monocoupe nut.
"On one of his jaunts, he
stopped by Tim's shop, and when
he came home he said, 'that guy
has as much stuff in his hangar as
you do, Dad.'

"I talked to Tim

on the phone and
got to know him at
the various air
shows in the area.
I went by his shop
myself a few times
and Tim had been
down to see the
Fairchild project.
So when I started
talking to him about
finishing it for me,
he was already fa
miliar with it."
Tim bases his

way or
another his
entire life.
"I flew with
my dad a lot and,
when he bought
me a flying lesson
with the local instructor for my
16th birthday, it lasted exactly 35
minutes. The instructor went
around with me a few times, and
then signed me off for solo . When
he signed my logbook, he did it on
the fifth line down to give us room
to put some more official time
above it.
"I joined the EAA when I was
about 15, long before my dad did,
and I talked him into working with
me to build a Baby Ace using
Mechanix Illustrated plans. It was
powered with an A-65 and we did
finish it. I still have it 37 years later."
Tim's education and life, in gen
eral, were interrupted when he went
to Vietnam as an air controller. With
the Army behind him, he returned
to college to become a teacher.
"When I got out, I couldn't find a
teaching job so I started working at
the airport. I was building a Cavalier
homebuilt but then bought a $925
Interstate Cadet that needed lots of

work, including new wings. That air

plane is what detoured me into
antiques and vintage airplanes.
"The thing I like about the older
airplanes is that you ' re building on
its past to give it a future."
Tim kept building Cadets and,
as he became the go-to guy for In
terstates, his avocation became his
vocation and he opened a full-time
restoration facility, aptly named
Ragwood Refactory.
Tim says, "I took the Fairchild on
in January '98 and spent a lot of
time figuring out what he had and
what we didn 't as well as what we
knew and what we didn't. There
were simply a lot of things we did
n't have any information on."
As rare as FairLEEANN ABRAMS
child 22s are,
Tim and John
were lucky that there
was another one within
reasonable distance and
they could go look at it.
"Harold Smith and his
airplane were great sources
of information and patterns.
For instance, our fus elage had no
cabanes on it, so we shot a bunch
of pictures and made draWings
that would let us duplicate his.
"The same thing was true of the
control system. For all intents and
purposes, we had none. If it had
n't been for Harold's airplane,
we 'd probably still be scratching
our heads.
"On several other occaSions, I
was able to go out to my storage
area and look at my '35 Fairchild
24-C8C project. With only three
years of technology between those
two, the 24 solution was ofte n a
carryover from the 22! "
The airplane came with a por
tion of the sheet metal but ve ry
little of it was useable, except the
nose bowl.
Tim says, "We only used a few
pieces of the original sheet metal
because it was so beat up. We did
use the nosebowl but that turned
out to be a project of its own. In
the first place, we think it was ac
tually made for the DH Gy psy

engine installation on the 22, but

the factory modified it for the
Menasco. It had been beat on and
"Bondoed" so many times that it
was a real mess. It took a bunch of
welding and patching to get it
right, but I guess we shouldn't
complain. At least we had some
thing original to the airplane to
start with. Without it, we would
have been doing a lot of scroung
ing or fabricating.
"We had a fuel tank that had
been built by someone, but we had
to rebuild it because it had the filler
neck at the back rather than the
front. We had an oil tank too, such
as it was. It was barely a pattern,
but we eventually decided to weld
up a new aluminum tank to the
original shape. The oil tank on the
22 is behind the firewall right over
the passenger's feet. Not the best
place for a leaky old original tank."
When an airplane is so com
pletely recreated as this one, there's
always the temptation, which is
usually grounded in practicality, to
make things "a little better." But
that wasn't their goal.
"We were trying to keep this
thing as original as practical. We
even decided to use the original
Air Associates brakes and hook
them up to be used from the front
or back cockpit. That sounds sim
ple, but we had a terrible time
trying to figure out how the cables
and pulleys ran, and no one
seemed to have any ideas. The
good news, however, was that I
had a set of usable brake shoes in
one of my piles of junk."
Often, when an airplane has been
through several hands, there is work
that is not to the liking of the final
restorer, in this case, Tim Talen.
"The wings had already been
more or less finished, but there was
a small problem: they didn't match.
In some areas, like the center-sec
tion bows, they weren't even close.
We wound up doing some major
tweaking throughout the wings."
One feature of the Fairchild 22
wings that bears mentioning is the
factory's attempt at streamlining
VINTAGE AIRPLANE

19

the strut-to-wing in
tersection. The rib
at that position is
much deeper than
the rest, creating a
streamlined bulge
that lets the strut
enter the lower wing
surface at less of an
angle, thereby low
ering the drag at
that point. Howard
took a similar ap
proach in their DGAs,
except a fairing ac
complished
the
same purpose.
"There were some
real mysteries in the
panel, mostly be
cause we didn't know
what it looked like
when it left the fac
tory, and we didn't
know how origina l
the other 22s were.
Most of the instru
ments came with the
airplane, but we
weren't sure of the arrangement, al
though we did know it had sub
panels for all of them./I
The fabric and finish often rep
resent more bumps in the road to
originality for almost all restora
tions. Dope and cotton have
drawbacks and some restorers and
owners simply don't want to put
up with them.
"We decided against dope be
cause, among other things, John
plans on flying this airplane a lot
and he wanted 25 years out of the
fabric and finish. I've been a real
Stits fan for years. In fact, I have
some of the original Stits signs that
use the Skybaby in the logo hang
ing in my shop. So for this airplane
we used the Stits/Poly-Fiber system
all the way through, including
Polytone paint.
"We clear coated it with Aerothane
after sanding all the tape edges down,
but we flattened the clear a little. We
didn't want a high-gloss finish. We
wanted the antique look but with
modern durability. I've been using
20

NOVEMBER 2003

this process on airplanes for nearly 17

years and so far they all look good. "
The tailskid concept is another
difficulty in maintaining original
ity while still having a functional
airplane.
"The airplane had a skid, when
it came out of the factory. The
type-certificate, however, says a
tail wheel can be used. So we in
stalled an 8-inch, smooth Maule
that had the right look to it./I
The type-certificate became the
guiding outline for the DAR to is
sue a new airworthiness certificate
for the airplane.
"We showed that the airplane
had everything the type-certificate
says it should have, so he was will
ing to sign it off./I
When it came time to fly the
airplane, John said he'd feel more
comfortable if Tim made the first
hops. He says, "Tim flew it out of
his 1,600-by-30-foot strip and the
airplane performed flawlessly. The
only glitch was he was carrying a
down trim, and he had to lean it a

lot to keep it run

ning smoothly.
"We flew 20
hours, one-way, to
Oshkosh and didn't
have a second of
trouble. We flew it
the first time in July
2002, but only put
about 20 hours on
it before the trip
east. Now, with forty
hours, the oil con
sumption is down to
a quart every four or
five hours.
"On the way to
Oshkosh we started
out flight planning
100 mph, but that
was too optimistic
and we almost never
got it. Ninety is a
more realistic speed,
for cross-country fly
ing. Although, if you
run the Menasco at
1,900 rpm, it will in
dicate about 105
mph and burn about 7-1/2 gph./I
When they arrived in Wautoma,
south of Oshkosh, and prepared to
launch for the big event, they
called ahead and discovered they
had a problem. They had no radio
(NORDO) and had been told ear
lier that all they had to do was call
in from Wautoma and make
arrangements. When they called,
however, they were told not to
come in because the tower was too
busy to handle NORDO traffic.
The EAA camera ship (Photo
Two) was there and the pilot told
them to buddy up with someone
else and go in as a two-ship flight.
Luck was with them because Bill
Pancake was also getting ready to
leave in his Champ and overheard
the conversation. So the Champ
and the Fairchild made a true odd
couple arrival at Oshkosh 2003.
When asked what's next for the
Fairchild, John Thomason grins
and says, "What's next? I'm going
to fly it and enjoy it./I
Sounds like a good plan to us.......

Ken Horwitz
Vashon Island, WA

_ President,
aide Thyme Aviation
Antique classic biplane rides:
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1929 Travel Air 4000
1937 Cobin Waco YKS-7
1936 Cobin Waco YKS-6
1940, 1942 Waco UPF-l
1944 Army Stearman PT-17
1944 Navy Stearman N2S-4

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requoted my renewal rates with my previous insurance agent, the
coverage dropped and the rates soared. Thanks to AUA, we're still
able to keep flying our biplane rides."

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BY

H.G.

FRAUTSCHY

AUGUST'S MYSTERY ANSWER

The August Mystery Plane came

from longtime member John Vette
III of Oshkosh, Wisconsin. The one
of-a-kind biplane belonged to his
father, who based it at Wittman Fly
ing Service in Oshkosh.
Here's what John Amendola of
Bellevue, Washington, wrote:
"I believe it to be a Stearman
Model 80 or 81, which were nearly
identical aircraft. The Model 80,
NCl1720, and 81, NCS70Y, differed
in that the 80 was flown from the
rear cockpit, and the 81 was flown
from the front, and the canopies
were different. Without seeing the registration num
ber in the photo, but seeing the pilot in the rear
cockpit, I will say your photo shows the Stearman
Model 80, on maybe a test flight, with no canopy and
no gear leg fairings."
22

NOVEMBER 2003

The second airplane mentioned in John's letter,

NCS 70Y, was mentioned in a note from Charles F.
Schultz of Louisville, Kentucky. He writes: " ... A very
similar Stearman was built with the pilot's position in
the front cockpi t and a canopy over both cockpits and

THIS MONTH ' S MYSTERY PLANE COMES TO US FROM JIM HAYNES. THE PHOTO
WAS TAKEN IN WEST CENTRAL ILLINOIS.

SEND YOUR ANSWER TO: EAA, VINTAGE AIRPLANE , P.O. Box 3086, OSHKOSH, WI 54903-3086. YOUR ANSWER NEEDS TO BE IN
NO LATER THAN DECEMBER 10, 2003, FOR INCLUSION IN THE FEBRUARY, 2004 ISSUE OF VINTAGE AIRPLANE.
YOU CAN ALSO SEND YOUR RESPONSE VIA E-MAIL. SEND YOUR ANSWER TO vintage @eaa. org.
BE SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY AND STATE!) IN THE BODY OF YOUR
NOTE AND PUT "(MONTH) MYSTERY PLANE" IN THE SUBJECT LINE .

a fairing behind it to the rudder. In addition, the up

per wing had a cutout in the trailing edge for better
pilot visibility. This plane (NCS70Y) was mounted on
floats, and again, only one was built./I
Deed Levy, Stearman's test pilot, who flew the air
plane, gave the photo published in the July issue to
the senior Vette. Here's a second photo of the Mode l
80 after delivery to John Vette II, as it sat on the edge
of the apron at Wittman Flying Service in Oshkosh.

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quality Classic interior

Complete interior assemblies ready for installation

Another answer was received from Bil l Mette,

Campbell, California.
Here's a bit more on the July Mystery Plane, the
Rainbow:
"I can't tell you who designed and built that
'homebuilt,' but I can add a bit of information about
it. It carried the Identified Number 630W and was
registered as a Rainbow. The lettering on the tail says
'The Rainbow.' The serial number given was 268, and
it was built in 1930. The engine listed is Budaa- [pos
sibly] a version of the Ford Model A automobile
engine? The first owners were P. Parson and J.E Foster
Jr. of Anderson, South Carolina. In 1931-32 it was
owned by Eugene Brannon of Anderson and had a
Ford A engine.
Bill Larkins
Pleasant Hill, California

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VINTAGE AIRPLANE

23

WORLD OF FLIGHT 2004

The Best in Aviation Photography
EAA's 2004 Calendar
features the best
in aviation photography
with ...
12 flight-inspiring months to schedule
appointments and important events.
Full-color images ideal for framing.
Dates to assist in planning your trip to
EAA AirVenture Oshkosh and the many
EAA Regional Fly-Ins throughout the US.
'V

"

10

17

1/

18

n
2,

24

NOVEMBER 2003

J5

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I.

10

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27

AERO M A I L

continued from page 4

He installed awesome armament: 32 .45

caliber Thompson submach ine guns. Two
of these were mounted ind ividual ly on
both sides of the cockpits, angled out
ward and down to fire clea r of t he
propeller disk. The rema in der were
mounted in three dual rows of 10 each in
the cabin floor: the forward group angled
forward, those in the center ai med
stra ight down, and the rea r cluster an
gled backward . Magaz ines for two
reloadings and a gunner to perform that
task were to be carried .
The Army was not enthusiastic. They
probably could recogn ize an amate ur' s
misguided effort when they saw one. The
momentary we ight of fire would have
been tremendous, but of doubtful val ue,
as there was no reliable way of aiming the
battery. The duration of fi re would have
been short , maximum magazine capacity
being 32 rounds.
That gunner would have been in a real
rough spot, too. First, all the hot brass of
the spent she ll s ricocheting around t he
cabin , then picking his way over all those
empty cases roll ing on the floor to carry
out those reloadings! Even if the generals
of the t ime had bought the scheme, I'm
quite convinced the Sergeant-Majors
would have ki lled it.
Happy Landings!

Workshop Schedule
[~~

1Y!!rW
Alrcreft Co.tings

www.polyfiber.com

www.aircraftspruce.com

FLY-IN CALENDAR

;..-~~."..,.-~

-...

July 27-August 2, 2004-EAA AirVenture

Oshkosh (KOSH). www.airventure.org

EAA's Countdown to
Kitty Hawk Touring
Pavilion presented by
Ford Motor Company

December 1317 . First Flight

Centennial Celebration, Kitty
Hawk, Ne

Griffin (Atlanta). GA
TEST FLYING YOUR PROJECT

Nov 8-9. 2003

Griffin (Atlanta). GA
FABRIC COVERING
FINISHING AND
SPRAY PAINTING
GAS WELDING

Nov 22-23. 2003 Corona (LA). CA

SHEET METAL BASICS
COMPOSITE CONSTRUCTION
FABRIC COVERING
ELECTRICAL SYSTEMS
&AVIONICS
Dec 5-7. 2003

The fo/lowing list ofcoming events is furnished to Ollr

readers as a matter of information only and does not con
stitu te approval, sponsorship, involvement, control or
direction ofany event (fly in, seminars, fly market, etc.)
listed. To submit an event, please log on to
www.eaa .org/events/events.asp. Only if Internet ac
cess is unavailable should you send the information
via mail to:, Alt: Vintage Airplane, P.O. Box 3086,
Oshkosh, WI 54903-3086. Information should be received
fOllr months prior to tire event date.

Nov 8. 2003

Corona (LA). CA
RVASSEMBLY

Dec 12-14. 2003 Oshkosh. WI

RVASSEMBLY
Jan 16-18.2004 Corona (LA). CA
RVASSEMBLY

~ EAA

{Ill

""A

r:tI; . 'Ilf lJ/l l

i

WORKSHOPS

--~--

1-800-WORKSHOP
1-800-967-5746
sportair@eaa.org

Jan 24-25. 2004 Oshkosh. WI

COMPOSITE CONSTRUCTION
FABRIC COVERING
GAS WELDING
INTRO TO BUILDING
SHEET METAL BASICS
ELECTRICAL SYSTEMS
& AVIONICS
Jan 24. 2004

Visit www.sportair.com
Feb 6-8. 2004
for a complete listing of workshops.

Oshkosh. WI
TEST FLYING YOUR PROJECT
Denver. CO
RV ASSEMBLY
VINTAGE AIRPLANE

25

EW

EMBERS
Jonathan c. Bullers
George F. Winheim
Rex Catron
Michael Curtin
Captain Chuck Downey
Frank Herdzina
R. E. Kachergius
Edward L. Olds, MD
Charles Wyndham
Terry Cory
Roy Dawes
Robert Ellis
Jeffrey D. Rowe
Brian Sutton
Robert E. Unsicker
Robert E. Anderson
Randall D. Klemp
Ronald Wright
Cody Coombs
David G. Derrick
Terry A. Richardson
John D. Alexander, Jr.
James L. Peck, Jr.
Jeffrey c. Fallon
Pramod Kotwal
William H. Trail
C. M. Mill er
Daniel E. Osterhouse
Dennis C. Simmons
Randall L. Sohn
J. L. Bickerstaff
David M. Brown
Tom Ward

Reuel M. Oliveira
Cotia Sp, Brazil
High River, AB, Canada
Mark R. Whitfield
Stoffville, ON, Canada
Mark K. Kellett
Ulrich C. Pfaffenberger
Augsburg, Germany
Colin Edward Adcock
Colchester Essex,
Great Britain
London, Great Britain
Austin J. Brown
Keith l. Munro
Berks, United Kingdom
Glynn Edwards Cambridge, United Kingdom
Sean Bogart
Bethel, AK
Christopher Rudd
Anchorage, AK
Michael H. Burns
Huntsville, AL
Birmingham, AL
James Coats
Ronny Rogers
Garland City, AR
John Roman
Little Rock, AR
Robert Armstrong
Surprise, AZ
EI Cajon, CA
Mary Ann Anderson
Harland Lloyd Babcock
Walnut Creek, CA
Irvine, CA
Joseph Broderick
Lyle E. Cartwright
San Diego, CA
Richard Coligny
Oceanside, CA
EI Cajon, CA
Gary Gobel
Charles Jennings
San Luis Obispo, CA
Robert L. Lynch
Meridian, CA
Don Blehm
Divide, CO
Thomas C. Jordan
Parker, CO
P. J. Pinel
Hotchkiss, CO
Miami, FL
Nancie Cummings
Fort Lauderdale, FL
James H. Gardiner
Alva, FL
Robert B. Haas
Fred Mirgle
DeLeon Springs, FL
Pensacola, FL
James M. Walls
John T. Baker
Macon, GA

West Branch, IA
Keosauqua, IA
Greenville, IL
Sandwich, IL
Poplar Grove, IL
Poplar Grove, IL
Orland Park, IL
Mt. Carroll, IL
Poplar Grove, IL
New Castle, IN
Lebanon, IN
Dana, IN
Plymouth, IN
Lowell, IN
Bremen, IN
Lenexa, KS
Overland Park, KS
Leawood, KS
Crestwood, KY
Louisville, KY
Franklin, KY
Sh reveport, LA
Blanchard, LA
Quincy, MA
Bedford, MA
Elkridge, MD
Camden, ME
Kalamazoo, MI
Apple Valley, MN
Savage, MN
Kennett, MO
St Charles, MO
Bowling Green, MO

Matthew C. Burril
Asheville, NC

Durham, NC

Thomas J. Justice
Raleigh, NC

Raoul Ugh etta

Portsmouth, NH

Jack Hodgson
Gorham, NH

Malcolm Shute
Pittstown, NJ

Donald R. Gordon
Lynn O'Donnell
Denville, NJ

William Stevick
Lodi, NJ

Las Cruces, NM

Mark P. Dankel
Albuquerque, NM

James Routt
Los Lunas, NM

Kurt Winker
New York, NY

Jeffrey M. Clyman
Robert Doviken
Wallkill, NY

Cincinnati, OH

Thomas Geygan
Norwich,OH

Josh Harris
Jim Mann
Hilliard,OH

Jimmie Phillips
Tipp City, OH

Milburn, OK

Jerald Delano Goodner

Nicholas Hand
Tahlequah, OK

Medford, OR

Robert L. Almquist
Medford, OR

Judy G. Dixon
Marilyn Husser
Independence, OR

Jon Husser
Independence, OR

Portland, OR

George M.S. "Syd" Putnam

Mark B. Lewis
Lexington, SC

Lewis Eugene Williamson

Rock Hill, SC

David Rice
Clarksville, TN

Melanie Frey Eppard

Rhome, TX

Wilson Z. Strong
Longview, TX

Jack Tatum
Houston, TX

Howard H. Anderson
Scottsville, VA

James Bartlett
Redmond, WA

David Berg
Bellingham, WA

East Wenatchee, WA

Rollin D. Goodman
Yakima, WA

Russ D. Murri
Arlington, WA

Kelly E. Piper
David W. Tuck
Seattle, WA

Robbin Hepfner
Pewaukee, WI

Donald D. Jablonski
Waukesha, WI

Paul Leonard
Mequon, WI

Menominee, WI

Michael T. Tacoma
Michael A. Utschig
Madison, WI

U!IiIIod 51-. FOIIII SIMoI

VIN'l'AGe AIRPLANE

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Augullt 2003

9/30/03

IIINTAGE AIRPLANE

4___ F~

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Statement of Ownership, Management, and Circulation

......... al~OIIotolPo.--.{HaI~(StwtClf7.

9.860

~~

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H . G. Frautachy

EM. , P_O_ Box 3086. Oshkosh, WI 54903-3086

920-426-4825

AA . P . O. Box 3086 , Oshkosh . WI 5 4903-3086

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EAA, P . O. Box 3086 , Oshkosh . WI 54903-3086

Experimental AlTGrnft Aasgeiation

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PS Form 352S, 0cII:Jb. 1111111

26

NOVEMBER 2003

3526,

ec- 1l19li (rw.-I

Radial Exhaust Systems Inc.

VINTAGE
TRADER

Jumping Branch, WV 25969

27 Years Experience

15 different engines for fitting

FAA Certified Repair Station XHYR068L

A timeless
investment that
even Wall Street
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Something to buy, sell or trade?

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 fre
quency 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 inser
tion 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 (c1assads@eaa.org) using credit card pay
ment (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
BABBITT BEARING SERVICE - rod bearings, main
bearings, bushin9s, master rods, valves, piston
rings Call us Toll Free 1/800/233-6934, e-mail
ramremfg@aol.com Web site www.ramengine.com
VINTAGE ENGINE MACHINE WORKS , N. 604
FREYA ST., SPOKANE, WA 99202.
Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE!

www.airplanetshirts.com
1-800-645-7739

THERE'S JUST NOTHING LIKE IT

ON THE WEB!!

www.aviation-giftshop.com
A Web Site With The Pilot In Mind
(and those who love airplanes)
Warner engines. Two 165s, one fresh O.H.,
one low time on Fairchild 24 mount with
all accessories. Also a fresh O.H. 145,
1938 Fleet 1OF, Helton Lark, and Aeronca
C-3. Find my name and address in the
Officers and Directors listing and call
evenings. E. E. "Buck" Hilbert.
Flying wires available. 1994 pricing. Visit
www.f/yingwires.com or call 800-517-9278.
For Sale -1939 Spartan Executive, 3500TT,
10 SMOH. 214-354-6418.
AVIAKIDS.COM
Give the sky for Christmas
AVIAKIDS.COM @ 415-759-1111

Award Winning Vintage Interiors

Antiques, Warbirds, Cropdusters

304-466-1752 Fax 304-466-0802
www.radialexhaustsystems.com

Paul Workman

OHIO AIRCRAFT INTERIORS

Parr Airport (421)

Zanesville, Ohio 43701

800.794.6560

Flight Control Cables

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*Quick D elivery
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The Mysterious Man Behind

Lindbergh's Flight to Paris

100 never-before-seen photographs

Biography of the designer, Don A. Hall

www. safegoodspub_com

(888) 628-8731

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"""-..McFa,lane
Aviation Products

McFarlane Aviation, Inc.

696 E. 1700 Road
Baldwin City, KS 66006

800-544-8594

Fax 785-594-3922

www.mcfarlane-aviation.com

sales@mcfarlane-aviation.com

HOWARD DGA 15P

1939 Designed & Tested Type Certificate

Airlrame and Wings Rebuilt & P&W Engine Ovemauled

Grand Champion, NY Antique Club

Best Period Antique, Sun & Fun

You Can Show It at Oshkosh!

Avoid over 5 years &

same cost to build one.

T.C. Patecell

954-599-9074 or 954-351-0361

EAA Flight Planner

FREE FOR EAA MEMBERS

Take advantage of this Member benefit by

heading over to www.eaa.org.Click on tlie
"Register Now" link, get registered, and log onto
Flight planner to plan your next flight.

FLIGHT
PLANNER

MAXIMIZE YOUR MEMEBERSHIP .

VINTAGE AIRPLANE

27

Membership Services
VINTAGE

AIRCRAFT
ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION
ASSOCIATION

Directory'

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

OFFICERS
President
Espie 'Butch' Joyce
704 N. Regional Rd.
Greensboro, NC 27425
336-668-3650
windsock@aol.com

Vice-President
George Daubner
2448 Lough Lane
Hartford, WI 53027
262-673-5885
vaaflyboy@msn.com

Secretary

Treasurer

Steve Nesse
ZOO9 Highland Ave.
Albert Lea, MN 56007
507-373-1674

Charles W. Harris
7215 East 46th St.
Tulsa, OK 74 147
918-622-8400

stnes@deskmedia.com

cwh@hvsu.com

DIRECTORS
sstlO@comcast.net

Dale A. Gustafson
7724 Shady HUIs Dr.
Indianapolis, IN 46278
317293-4430
dalefaye@msn.com

David Bennett
P.O. Box 1188
Roseville, CA 95678
916-645-8370

Jeannie Hill
P.O. Box 328

Harvard, IL 60033-0328

815-943 7205

an tiquer@irueach.com

dinghao@lowc.net

John Berendt

7645 Echo Point Rd.

Cannon Falls, MN 55009

507-263-2414

fchld@n:onnect.com

Steve Krog

1002 Heather Ln.

Hartford, WI 53027

262966-7627

sskrog@aol.com

Robert C. "Bob" Brauer

9345 S. Hoyne
Chicago, IL 60620
773-779-2105

Robert D. "Bob" Lumley

1265 South 124th Sl.

Brookfield, WI 53005

2627822633

Steve Bender

85 Brush Hill Road

Sherborn, MA 01770

508-653-7557

Phone (920) 426-4800 Fax (920) 426-4873

Web Site: http://www.eaa.org and http://www.airJIenture.org
E-Mail: vintage @ eaa.org

EAA and Division Membership Services

800843-3612 ..... ........ FAX 920-4266761
(8:00 AM-7:00 PM
Monday-Friday CSn
New/renew memberships: EAA, Divisions
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Flight Instructors
(NAFJ)
Address changes
Merchandise sales
Gift memberships

Programs and Activities

EAA AirVenture Fax-OnDemand Directory
......... .. .............. .. 732885-6711
Auto Fuel STCs ............ ... 920-426-4843
Build/restore information .... .. 920-426-4821
Chapters: locating/organizing .. 920-426-4876
Education .... ......... . .... . 920-4266815
EAA Air Academy
EAA Scholarships

EAA

lumpcr@execpc.com

Dave Clark

635 Vestal Lane

Plainfield, IN 46168

317-839-4500

davecpd@iquest.net

Gene Morris

5936 Steve Court

Roanoke, TX 76262

817-4919110

n03capt@flash.net

John S. Copeland

l A Deacon Street

Northborough, MA 01532

508-393-4775

Dean Richardson

Membership in the Experimental Aircraft Associ

ation, Inc. is $40 for one year, induding 12 issues of
SPORT AVIATION. Family membership is available
for an additional $10 annually. Junior Membership
(under 19 years of age) is available at $23 annually.
All major credit cards accepted for membership.
(Add $16 for Foreign Postage.)

1429 Kings Lynn Rd

Stoughton, WI 53589
608877-8485

copeland l@juno.com

dar@aprilaJre.com

VINTAGE AIRCRAFT ASSOCIATION

rcoulson516@cs:.com

Geoff Robison

1521 E. MacGregor Dr.

New Haven, fN 46774

260493-4724

chief702S@aol.com

Roger GomoU

8891 Airport Rd, Box CZ

Blaine, MN 5S449

763-786-3342

pledgedrtve@msncom

S.H. " Wes" SchmId

2359 Lefeber Avenue
Wauwatosa, WI 532 13
414-7711545
shschmid@milwpc.com

Current EAA members may join the Vintage

Aircraft Associaton and receive VINTAGE AIR
PLANE magazine for an additional $36 per year.
EAA Membership, VINTAGE AIRPLANE
magaZine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magazine not in
cluded). (Add $7 for Foreign Postage.)

lAC

DIRECTORS

EMERITUS

Gen e Ch ase
2159 Carlton Rd.
Oshkosh, WI 54904
920-23 15002
GRCHA@Charter.net

E.E. "Buck" ffilbert

P.O. Box 424
Union, IL 60 180
8159234591
buck7ac@mc.net

EAA Aviation Foundation

Artifact Donations .... ....... 920-426-4877
Financial Support ........... . 8002361025

MEMBERSHIP INFORMATION

photopilot@aoJ.com

Phil Coulson

28415 Springbrook Dr.

Lawton, MI 49065

269624-6490

Flight Advisors information .... 920-4266522

Flight Instructor infonnation ... 920-426-6801
Flying Start Program .......... 920-426-684 7
Library Services/ Research ...... 920-426-4848
Medical Questions ........ .... 920-426-4821
Technical Counselors ... . .... .. 920-426-4821
Young Eagles ......... . ....... 920-426-4831
Benefits
AUA ....................... 8007273823
EAA Aircraft Insurance Plan ... 866647-4322
Tenn Life and Accidental ...... 800241-6103
Death Insurance (Harvey Watt & Company)
Editorial ........... ......... 920426-4825
..... .... .............. . FAX 920-426-4828

Submitting article/photo
Advertising information

Current EAA members may join the Interna

tional Aerobatic Club, Inc. Division and receive
SPORT AEROBATICS magaZine for an addi
tional $45 per yeaL
EAA Membership, SPORT AEROBATICS
magaZine and one year membership in the lAC
Division is available for $55 per yea r (SPORT

AVIATION maga zine not included). (Add $15

for Foreign Postage.)

WARBIRDS
Current EAA members may join the EAA War
birds of America Division and receive WARBlRDS
magazine for an additional $40 per year.
EAA Membership, WARBIRDS magazine
and one year membership in the Warbirds Divi
sion is available for S50 per year (SPORT
AVIATION magazine not included). (Add $7 for
Foreign Postage.)

EAA EXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTER magazine for an addi
tional $20 per year.
EAA Membership and EAA EXPERIMENTER
magazine is available for $30 per year (SPORT
AVIATION magazine not included). (Add $8 for
Foreign 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.

Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

Copyright 2003 by the EM ~ntage Aircraft Association

All rights reserved.
VINTAGE AIRPLANE nSSN 0091 -6943) IPM 40032445 is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM Aviation
Center. 3000 Poberezny Rd . P.O. Box 3088. Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offICes. POSTMASlER: Send address changes to EM
Vintage Aircraft Association , P.O. Box 3086. Oshkosh, WI 54903-3088. Return Canad~ issues to 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 surtace mail. ADVERnSING - Vintage Aircraft Association does not guarantee or end""", 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 POUCY: Readers are encouraged to submit slaries and photographs. Policy opinionS expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the
contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086. Oshkosh. Wi 54903-3086. Phone 920/426-4800.
EMf!) and SPORT AVIAnON". the EM Logo8 and Aeronautica~ are registered trademar1<s. trademarks, and service marks of the Experimenlal Aircraft Association. Inc. The use of these trademar1<s and service
mar1<s without the permission of the Experimental Aircraft Association. Inc. is strictly prohibited.
The EM AVIAnON FOUNDAnON Logo is a trademark of the EM Aviation Foundation. Inc. The use of this trademark without the permission of the EM Aviation Foundation. Inc. is strictly prohibited.

28

NOVEMBER 2003

.....~ --~

MERCHANDISE

F. Forest Green Polo .... $21.95

This 100% cotton polo with a tone
ontone VAA logo is so versatile it
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Sm ... .. . . .. ... ... .. .. V11442

Md ..... .. ....... ... .. V07041
19 . ...... . ...... .. .. V07042
Xl ...... . ........ .. .. V07043

Aviator Duck... ..... . . $2.99

Rubber duckie you're the one . ..
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G.

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Md .. .... ...... ... ... . Vl0022
19 ... ...... .. ..... . . . Vl0023
Xl .. .... . . ...... .. . . . Vl0031
Xl ... ............. .. V10086

Order Online:
http://shop.eaa.org

MERCHANDISE

A. Caps . ........................ $12.95

Need a hat with class? These baseball caps display your

Vintage Aircraft Association logo with style. Choose
one of the three styles shown.

Red Cap with Black Bill ........ . .. .. ... .. V00437

Red Cap with Mesh Back ................. V00359
Natural Cap with Red Bill . ... ...... .... ... V00436

B. Navy MA-1 Jacket

Stay warm in this great looking jacket with the Vintage
logo. This jacket has a bright orange lining and comes
in youth and adult sizes

Youth
Youth
Youth
Youth

sm
md
19
xl

V00605 .. $38.95
V00606
V00607
V00608

Adult md
Adult 19
Adult xl
Adult 2x

Vl0102 .. $42.95
Vl0l03
Vl0l04
V10105

C. ladies Chambray Shirt .. ........ . .. $14.99

Order Online:
http://shop.eaa.org

D.

Soft and comfortable this long sleeve chambray shirt

comes in yellow or peach. 100% cotton with a tone
on-tone VAA logo.

Yellow md . ....... .. .................. V01281

Yellow 19 .. .. .. . .. . .. . ..... .. .. . ... ... V07047
Yellow xl ... .. . . ... .... . .. ....... . . . .. V07048
Peach xl . ........ . . ... . . .. .... .... ... V07049

D. Black Polo ............... . ..... $39.95

This black pocket polo has a tan bird's-eye trim and the
Vintage logo in tone-on-tone.

sm ......... . ..................... .. Vl1438

md ................................. V07044

19 ... .... .. ...... ... ................ V07045

xl ........ ....... . . .. . .. ..... ..... . . V07046

E. Biplane T-shirt ....... . ..... . . . .. $14.99

100% cotton tee in light blue sports a vintage design and
Vintage logo.

Oshkosh, WiSCODSiD

sm ... . ....... . . . ... ... .. ....... .. ... V01039

md . ... . ....... ........ ..... ......... V01040
19 ................ . . .. ...... ........ V01053

Set of Four Assorted Wooden Planes ........... $5.99

This holiday season decorate your home with small wooden
airplanes which will delight all aviation
enthusiasts. Four
planes that are
approximately
2112 inches
in length.

Set ...... V70702

Order Online:
http://shop.eaa.org

Ornaments
Pilot Bear Bank .... $12.95
There is no doubt that this
cute resin bear is an
aviation buff. He sits
approximately 6 inches high
holding his favorite toy.

Bank ....... . ..... V5l479

Picture Frame

Antique Ornam

... . ....... $7.45

Beautifully crafted wooden

frame in three sizes.
4x6 ... . V01207 .. .. $23.99
5x7 .... V01220 .... $24.99
8xl0 .... V01222 .... $28.99

Pedal Plane Ornament. ..... . ..... V5l484

Memories of yesteryear come back when

looking at this ornament of a child riding
in an antique airplane pedal car.
Approximately 33/4" in length.

Tin Biplane Ornament .... .. $5.25

Small tin toys have entertained many
young children, here's a chance
for you to enjoy a similar toy
made into an ornament.
Approximately 23/4"
in length.

Tin Biplane Ornament. .... . ... . V5l487

Set of Three Skiplanes .. .... ... $19.80

sue h. ..

Uniquely painted with detailed designs, these

ornaments will become favorites for your
whole family during the holiday season.
Approximately 13/4 " high.

Three Ski

ne Set ................ V70703

- - - - - - - - - - - - - , Traveler Print Bag ........ $39.95

Weather Vane .... $45.95

Handtrafted using 14 gauge solid steel with

a durable copper vein powder coated
finish baked on. The textured finish gives
the appearace of hammered copper.
State garden or house mount
Weather Vane ................ V00711

Take your essentials or throw together a

days necessities into this 12x14 travel
companion. Choose a vertical bag with

cloth handles or a horizontal bag with

black handles.

Bag ........... VOl168 J311!iiiiJiii!i"-':-,,,,~~

Paper Weight ..... $14.00

Choose between two distinctly
attractive paperweights. The
vertical weight has the Wright Flyer
and bicycle and the horizontal
weight has the Flyer with awindmill.
Vertical (3" high) ..... V00801
Horizontal
len
.. V01136

and more

Three-piece Baby Outfit ........... $39.99

Set includes a soft t-shirt appliqued with an airplane,
pants and hat. State color choice of blues or pinks.
6 month size ..... V03130
12 month size .... V03131

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THE DETROIT NEWS

THE NEXT F-1S0

IF YOU HAVEN'T LOOKED AT FORD LATELY, LOOK AGAIN.

~~C&~
Vehicle Discount

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