Professional Documents
Culture Documents
Springtime
It seems as though for every day
closer to spring we get, the pres
sure is slowly rising to a crescendo
that will ultimately result in the
very special week we all know as
EAA AirVenture Oshkosh. Earlier
in March I was in Oshkosh for five
days of B-1? tour training, and I
took the opportunity see firsthand
the continuing development of
the AirVenture convention site.
Even though Oshkosh has ex
perienced what I would categorize
as a pretty mean winter this year,
an amazing amount of progress
can be seen all over the conven
tion grounds. Just this week we re
ceived word that the walls for the
all-new Vintage Hangar have been
prefabbed and are now in the
process of being installed on the
footers. If we get a break with the
weather, the shingles should be
installed on the building by the
time you read this column. This is
an exciting time for both EAA and
the Vintage Aircraft Association
(VAA), and we sincerely hope you
can find the time to visit with us
at this year's event.
Speaking of rising pressures, I
know we are all pretty much on
pins and needles over The Trans
portation Security Administra
tion's (TSA's) developing Large
Aircraft Security Program CLASP).
I have already heard a few stories
about how some fixed base oper
ators are already reacting to this
developing and, as yet, unimple
mented program.
Again, EAA has got its response
to this one absolutely right. There
2009
APR I L
CONTE NTS
I Fe
News
An Eye-Catching Ryan
An international delight
by Gilles Auliard
14
Airmail Days
20
Part I
by Bob Wh ittier
26
by Robert G. Lock
30
Soft-field techniques
by Doug Stewart
32
Mystery Plane
by H.G. Frautschy
34
Tom Poberezny
Mary Jones
H.G. Frau tschy
Kathleen Witman
Photography
Adverti si ng Coordinator
Sue An derson
Classified Ad Coordinator
Copy Editor
Lesl ey Poberezny
Colleen Wal sh
Director of Advertising
Ka trina Bradshaw
38
S TAFF
EAA Publisher
Classified Ads
kr4O@comcast.net
COVERS
FRONT COVER: With the U.S. Army expanding rapidly in the years just before World War
cballmlll@mindspring.com
U.S. Central Time Zone: Gary Worden
800-4449932 Fax: 816-741 -6458
II , a big market for military trainers opened up. Ryan Aeronautical Corporation responded
with the Ryan STM. Many were exported, including th is aircraft destined for the Dutch Ma
gary.worden@spc-mag.com
rine Luchtvaart Dienst in Java. Gilles Auliard tells the story of owner Gary Kozak's resto
joiJngibson@spcmag.com
father's 1931 Stearman 4DM from Antique Airfield to Ottumwa , Iowa, and back during Airmail
days celebrated during the 2008 AAA invitational fly-in. See the story starting on page 14.
willi@(1yingpages.com
VINTAGE AIRPLANE
APRIL 2009
User-Fees Language in
Budget Proposal .. . Again
The Obama administration's pro
posed budget includes aviation "di
rect user charges," in other words,
user fees. Page 129 of the White
House budget proposal suggests
user fees to replace some repealed
aviation excise taxes.
It's a notion heard before: Dis
mantle a fuel-tax system that is
already in place and working, and
replace it with a new system of us
er-fee collections requiring more
expensive bureaucracy.
APRIL 2009
Diamond Plus
$1250
EAA VIP Center
2people/F"
Week
2 peop1e/2 OafS
FulWeek
FulWeek
2OafS
lTdels
lTdels
lTdels
2 PeopIe/F" Wk
2Peop1e/FulWk
2 PeopltJFul Wk
*
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Irdet
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*Do you or your spouse work for a matching gift company? If so, this gift may qualify for
a matching donation. Please ask your Human Resources department for the appropriate form.
NameofCompany _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __
The Vintage Aircraft Association is a non-profit educational organization under IRS 501 c3 rules. Under Federal Law, the deduction from Federal Income tax for
charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed exceeds the vallie ofthe goods or
services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons.
Mail your contribution to: EAA, VINTAGE AIRCRAFT ASSOC., PO Box 3086, OSHKOSH, WI 549033086
VINTAGE AIRPLANE
APRIL 2009
In the markings of the Dutch East Indies MLD, 5-21 flew from the base at Morokrembangan, Java, during 1941.
11
II
12 APRIL 2009
Michael Melvin
Concord, NC
450 flight hours
- Michael Melvin
AUA is Vintage Aircraft Association approved. To become a member of VAA call 8oo84336J2.
14 APRIL 2009
A nice example of
a vintage postal
cover, which was
flown on July
17, 1928-First
Flight, Kalama
zoo, Michigan.
Herr, J
7
Ide Cllnll
100 'ltew;.r t
Chioago. IG~"
____
~~~i~i~~::~~=!=!::::::::~~~~~~~J
VINTAGE AIRPLANE
15
Eric Preston flew the airmail in Frank Schelling's 1918 Curtiss IN-4H
Jenny from Antique Airfield to Ottumwa and back on August 27, 29, and
30. Schelling is from Pleasant Hill, California, and his Jenny received the
2008 AAA/APM Fly-in Antique - Grand Champion award.
II
Addison Pemberton flew his newly restored 1928 Boeing 40C from An
tique Airfield to Ottumwa and back on August 29. The Boeing 40C was
awarded the 2008 AAA/APM Fly-in "People's Choice" and Jack Knight
Award - Best Airmail Carrier.
VIN T AGE A I RPLANE
17
The elegantly restored DH-4 and Jenny taxi over to the fuel truck at An
tique Airfield.
APRIL 2009
www.icomamerica.com
ORIGINALLY PUBLISHED IN
1994
Uncle Bob's
Midwing
Midway
Part I
BY BOB WHITIIER
Editor's Note: The Light Plane Heritage series in EAA's Experimenter magazine often touched on aircraft and concepts
related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this se
ries, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!-HGF
20
APRIL 2009
that aeroplane wings should be as thin in cross sec planes will enable you to grasp this.
When fuselages were of shallow depth, acceptable
tion as the wings of birds. Because these early airfoils
were so thin, wing spar depth was slight and therefore bracing angles could not be achieved. So build ers re
so weak in bending that many external brace wires sorted, in some cases, to attach ing the inboard ends
were necessary to stiffen them acceptably.
of wing lift wires to the lower portions of the landing
Better-educated pioneers made use of simple stress gears on some planes and in others to V-struts or king
calculation and truss-work methods that had been de posts affixed to the undersides of fuselages. A few de
veloped for the masts and rigging of sailing ships and signers made their fuselages deep enough to give good
the truss work of bridges. But they, of course, were bracing angles to wires attached to lower longerons.
under much more pressure to achieve structural light
ness. Many therefore saw it as being logical to adopt
the biplane type because it was so well-adapted to light
but strong trussing.
But the thought This diagram shows how wing truss
doubtlessly oc loads increase as we go from para
curred to some that sol to high-wing to midwing config
they had never seen urations. This was less of a problem
a biplane bird! If na in short-span racers than in low
ture in her great wis powered, long-span Iightplanes.
dom chose to give
birds monoplane
wings, why, then,
they should there
This Longster by Les Long could properly be
fore make their fly
called a shoulder-wing design. Top longerons
ing machines of the
were raised to position the wing-attachment
monoplane type.
fittings. This wing positioning might have ben
300
The more clever
efited strut and spar loadings. A top cylinder
designers under
and high vertical tail could have afforded some
stood the princi
turnover protection for the pilot's head. The
ples of truss work
plans are printed in the 1931 Flying and Glider
well enough to re
Manual available through EAA's Membership
alize the great im
Services Department, 1-800-564-6322.
300
portance of what
we call bracing an
gles . A study of the
nearby drawing of
parasol, high-wing,
and midwing mono
V I NTAGE A I RP L AN E
21
instead
of the
Above-Built by students at Curtiss
Wright aviation school in Glendale,
California , in 1936, the 36-hp
Aeronca-powered Bunting
had a jaunty look. Th e
shoulder-wing design ,
similar to the Longster
on page 21, positioned the wings higher
to the benefit of the bracing angle.
feet. It was
faster and
rode better
in choppy air. The 40
hp Continental was the
powerplant. Note the rather shal
low strut angle. The ship is de
scribed in U.S. Civil Aircraft by
Juptner, Vol. 5.
evator was less in the line of fire. Derived from the M-8,
the tiny Loening Kitten of 1922, left, was a quick-erect spotter plane for submarines. It was designed as a
seaplane from the outset, and its floats provided an ideal place to attach wing struts.
22 APRIL 2009
23
The English Short Satellite of 1924 had an aluminum monocoque fuselage of oval cross-section. Its midwing
design gave a clean juncture of wing roots to fuselage. To get a fair takeoff and climb on the 32-hp Bristol
Cherub, a 34-foot span wing was used. A small propeller led to a short landing gear. If this had been a low
wing, the wingtips would have scraped the ground often. Downward visibility from the front cockpit obvi
ously was good.
Built at Defiance, Ohio, the Simplex Red Arrow, left, seated two side-by-side. From Downey, California, the
Emsco B-7, right, seated two in tandem. One sometimes has to do a lot of thinking to figure out what advan
tages some designers saw in the midwing configuration. Looking at the relationship between the cockpit
openings and wing roots of these two ships, one can wonder how each fared as regards turbulence and tail
surface buffeting. Simplex is described on page 307 of the 1929 edition of Jane's All the World's Aircraft,
and Emsco on page 274 of the 1930 edition. See also volumes 3 and 5 of Juptner's U.S. Civil Aircraft. Em
sco wheel pants were made of welded steel tube frames covered with fabric. They were quick and easy to
make, but water splashing into the pants rusted the frames.
APRIL 2009
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BY ROBERT G. LOCK
APRIL
2009
MODEL
ATC*
SPECIAL NOTES
0-4-0
6-8
2-178
352
11
2
10-0
278
12
12-K
406
10,19,21
12-Q
401
12-W
407
10,12,19,21
A-14-0
442
12
15-C
426
22
16-E
463
10,17,19, 21
16-K
411
10,19,21
16-W
429
10,19,21
2000
30
11,20,23
2000
2-42
11,20,23
SC-2000
111
11,20, 23
2000-T
2-368
9, 11, 20, 23
3000
31
9, 11, 23
9, 11, 20 , 23
4000
32
A-4000
148
11,20, 23
8-4000
146
11,13,20,23
89-4000
2-381
11, 13, 20 , 23
C-4000
149
9,11, 20 , 23
0-4000
2-84
11, 20,23
E-4000
188
11, 20,23
K-4000
205
11,20,23
W-4000
112
11, 20,23
W-4000
2-35
11, 20,23
6000
100
A-6000-A
116
2
2,12
A-6000-A
2-76
2,12
A-6000-A SP
2-308
2, 12
SA-6000-A
175
5-6000-8
130
2,12
5-6000-8 SP
2-302
2,12
27
condition.
Hydraulic: Leaks, correct
fluid type used for servicing,
return springs, lubrication
of moving parts, condition
of lining and drums (check
for out-of-round; if they're
out-of-round, the brakes
may "grab").
This commences our listing of
the most critical inspection items
on Travel Air and Curtiss-Wright
Travel Air aircraft . The list will
expand with time, and we will
continue to publish the data as
it is received and compiled. My
thanks go to Phil Wyels for his in
put into this column. Any owner/
operators, mechanics, or inspec
tors are encouraged to file your
list of critical inspection items
for Travel Air airplanes. You may
send the lists to the association,
and the lists will find their way
to me. Thanks in advance for all
your help in keeping owners, pi
lots, and our aircraft safe. If you
have a task that you feel is a criti
cal inspection item on a different
type of aircraft, and you think it's
generic to most other vintage air
planes, send it along.
Also included in this article is
an example of an old CAA airwor
thiness maintenance inspection
notes dated November 6, 1942. It
concerns Command-Aire Model
3C3 aircraft and is signed by the
ship's original deSigner, Albert A.
Vollmecke. Note that Albert was
division chief of the CAA (later
the FAA), a position he occupied
until his retirement from the FAA
in 1968.
.......
aSH
1 The recommended speed for maximum aviation enjoyment.
2 Optimum dream lift-off speed. 3 The designated speed for
stress retraction. 4 The speed at which Oshkosh comes each
year. See also: www.airventure.org
c,~
EA
TM
BY DOU G STEWART
Soft-field techniques
For most pilots the arrival of spring
is a joyous occasion. By the time the
temperatures start to moderate, the
burdens of winter operations have,
at least for folks like me, who are
in their vintage years, become very
old. Unless you reside in places like
Florida, Arizona, or Southern Cali
fornia, by the time spring beckons,
you are most likely tired of having
to bundle up to the point of immo
bility to be comfortable while you
preflight your airplane. You are prob
ably weary of having to preheat not
only the engine but also the cock
pit of your airplane. Perhaps you 're
ready to scream if you have to de-ice
your airplane one more time before
you can go flying.
With the advent of spring, you
no longer notice the lack of warmth
that the primitive heating system of
your pride and joy failed to deliver.
Now that you no longer have to wear
those felt-pac boots, your feet can fi
nally renew their acquaintance with
the rudder pedals that for the past
few months you never really felt.
Whereas the onset of spring is
cause for celebration, especially after
a long, cold winter, for those of us
operating out of airports with grass
or dirt runways, spring does pres
ent a few challenges, especially if
your airport is located in a northern
clime. During the winter, perhaps
the runway was covered in snow and
you were able to operate with skis.
Maybe the turf or gravel runway was
plowed, and in that case it was prob
ably frozen harder than, though not
necessarily as smooth as, concrete.
30 APR I L 2009
.. . spring does
present a few
challenges,
especially if your
airport is located in
a northern clime.
because it is so soft that even taxi
ing on it would leave axle-deep ruts.
But the time will definitely come
when the runway, although soft,
will be usable and your eagerness to
be airborne, overwhelming. It is at
this point in time that you had bet
ter have your soft-field takeoff and
landing techniques down pat. Since
that time of year is upon us, let's re
view the soft-field techniques that
we need to use.
Our techniques have to start from
the moment we begin our taxi. If the
field conditions are truly soggy, you
won't be able to come to a stop from
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VINTAGE AIRPLANE
31
BY H.G. FRAUTSCHY
32
APRIL 2009
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BEGINS
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DURATION
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VINTAGE AIRPLANE
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BY I RVEN
F.
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34
APRIL 2009
0'''. ~~~
www.NationaIAirRaces .net
The Test
Carefully pour water into your
marked bottle until the water just
touches the marked line. Now us
ing a bulb syringe, or basting bulb,
transfer enough gasoline from your
S-gallon auto fuel container into
your marked bottle. Put on the cap
and shake well. Then let the fluid
settle. If there is no ethanol in the
gasoline, the water in your little
test bottle will still be at the marked
line on your test bottle. If there is
ethanol in the auto fuel, the etha
nol would have combined with the
water, thus increasing the appar
ent volume of water, and the level
of the water at the bottom of the
bottle would be above your mark
on your test bottle. If the water
alcohol (ethanol) level is above
your mark, then DO NOT USE that
auto fuel in your airplane.
Precautions
Fueling your airplane can be dan
Final Thoughts
If you are as aware as I am of the
increasing fuel costs, then maybe
now is the time for you to give seri
ous thought to getting an STC for
your airplane engine, if your en
gine can operate safely on auto fuel.
The savings are nearly one dollar a
gallon. With that kind of savings,
pretty soon you are talking about
real money.
Remember, if you do get an STC
to use auto fuel in your airplane,
then the responsibility for safety
Only 528.95
+ 5&R
~od
l-888-NAR-8886
transfers to you.
The challenge for us aviators will
be to seek out auto fuel sources that
do not contain ethanol. That may
require you to test the gasoline at
several auto fuel service stations.
For this and more information
go to www.EAA.org/autofuel .
I particularly urge you to read
the associated documents whose
links are posted on both the right
and left sides of that webpage.
They explain in greater detail the
issues related to auto fuel use in
aircraft, and will expand your
knowledge on why using fuels
tainted with ethanol is a bad idea
in aircraft commercially produced
to date. When properly designed
and manufactured, internal com
bustion engines and fuel systems
run well on ethanol, but the air
craft we are flying were not de
signed with these issues in mind,
nor the eng in e and accessories.
In addition, the extreme environ
mental changes that take place
during an aircraft flight preclude
the use of the ethanol-based fuel.
Fly smart and check your auto
fuel!
.......
Auto fuel STCs for the airframe and engine
can be obtained from :
Oshkosh, WI 549026649
920-426-4843
920-426-4881 (Fax)
Petersen Aviation
984 K Road
308-832-2200
todd@gtmc. net
VINTAGE AIRPLANE
35
airplanes,
800-362-3490
RandolphAircraft.com
NOTHING TO CHANCE.
polyflber.com
800-)61-3490
information@
polyfiber.com
Aircraft CoaUng.
37
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
frequency discount s.
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 insert ion per issue. Classified ads
are not accepted via phone. Payment must
accompany order. Word ads may be sent via
fax (920-426-6845) or e-mail (classa ds@
eaa.orm using cred it card payment (all cards
accepted). Include name on card, complete
address, type of card, card number, and
expiration date. Make checks payable to EAA.
Address advertising correspondence to EAA
Publications Classified Ad Manager, P.O. Box
3086, Oshkosh, WI 54903-3086.
AIRCRAFT
For Sale: Economical C-120. TT-1247
TTAF-4326 - TT E-35, Intercom, King
Transponder, Metalized Wings. $23,000
Based SLM - Todd: 575-737-9057
MISCELLANEOUS
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~MJ!-~38
APRIL 2009
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www.desser.com
V I NTAGE AIRPLANE
39
VINTAGE
AI RCRAFT
ASSOCIATION
OFFICERS
Pres ident
Geoff Robison
152 1 E. MacG rego r Dr.
Vice-Presiden t
cJlie{702S@aoi.com
H artford, W I 53027
262-673-5885
gciaubner@eaa.org
secretary
Steve Nesse
Treasurer
Charles W. Harri s
72 15 East 46th St .
Tulsa, OK 74147
9 18622-8400
DIRECTORS
Steve Bende r
David Be n nett
375 Killdeer Ct
Li ncoln, CA 95648
916-645-8370
antiqller@il1reac/J, com
Jeannie H ill
8 15-943-7205
john Berendt
507-263-24 14
fcllld@hevcol1lm,nt't
704 N. Regiona l Rd .
336-6683650
windsock@ao/.col1l
Jerry Brow n
317-422-9366
/hruw114906@ao/,com
Da n Knutson
Lodi, WI 53555
608 592-7224
/odi cub@charter.lIet
Dave Cla rk
Pl ainfield, IN 46168
317-839-4500
davecpd@att."et
Steve Krog
1002 H ea ther Ln .
262-966-7627
sskrog@ao/,C01ll
joh n 5. Copeland
I A Deacon Street
Northborough, MA 0 1532
5083934775
copelmul l @jwlO.com
Phi l Coulson
Lawton, M I 49065
269-624-6490
DIRECTORS
EMERITUS
Robert C. Brauer
9345 S. Hoyn e
Chicago, IL 60643
805 782-97\3
pllotopilut@aol .com
Gene Ch ase
2159 Ca rlto n Rd.
Osh kos h, W I 54904
920-23 1-5002
GRCHA@Cllarter.t1t'l
Gen e Morris
8 17-49 1-9 1 IO
getlemorris@CJwrter.net
c.
nonald
Fritz
1540 I Spa rta Ave.
Kent City, M I 49330
6 16678-5012
rFri t z@path waynet .com
Jo h n Turgyan
ro Box 2 19
New Egypt, Nj 08533
609-758-29 10
jrturgya I14@aol.com
~. .Z1. .~
~TM
airventure@eaa.org
sportpilot@eaa.org
dwalker@eaa,or
mrobbins@eaa.org
airacademy@eaa.org
scho/arships@eaa.org
tdeimer@eaa.org
slurvey@eaa.org
membership@eaa.org
membership@eaa.org
membership@eaa.org
vintage@eaa.org
tbooks@eaa.org
888-EAA-INFO (3224636)
chapters; and Young Eagles. Please have your membership number ready when calling.
Office hours are 8:15 a.m. - 5:00 p.m. (Monday - Friday, CST)
MEMBERSHIP INFORMATION
EAA
lAC
WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive
WARBIRDS magaZine for an additional $45
per year.
EAA Membership, WA RBIRDS maga
zine and one year membership in th e
Warbirds Division is available for $55 per
year (SPORT AVIATION magaZine not ineluded). (Add $7 fo r Foreign Pos tage,)
FOREIGN MEMBERSHIPS
Please submit your remittance with a
check or draft drawn on a United States
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required Foreign Postage amount for each
membership.
Membersh ip dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright @2009 by the EAA Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 062-750; ISSN OO9t -6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA
Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 64903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane
magazine, is $36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 64901 and at additional mailing offices. POSTMASTER: Send address changes
to Vintage Airplane, PO Box 3086, Oshkosh, WI 64903-3086. PM 40063731 Return undeliverable Canadian addresses to P~ney Bowes IMS, Station A, PO Box 64, Windsor, ON N9A 6J5. FOREIGN AND APO
ADDRESSES - Please allow at least !WO months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse
any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Members are encouraged to subm~ stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entireiy
with the contributor. No remuneration is made. Material should be sent to: Ed~or, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 64903-3086. Phone 920-428-4800.
EAA and EAA SPORT AVIATION, the EAA Logo and Aeronautica T. are registered trademarks, trademarks, and service marl<s of the Experimental Aircraft Association, Inc. The use of these trademarks
and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.
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APRIL 2009
LINCOLN