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A I R P L A N E
Vol. 39, No. 3
2011
M A R C H
CONTENTS
2
News
Curtiss Robin . . .
a few barnstormers. . .and a young girl named Pearl
by Sparky Barnes Sargent
14
18
22
26
30
Mystery Plane
by H.G. Frautschy
32
35
Classified Ads
36
STAFF
EAA Publisher
Director of EAA Publications
Executive Director/Editor
Production/Special Project
Photography
Copy Editor
Senior Art Director
EAA Chairman of the Board
Rod Hightower
Mary Jones
H.G. Frautschy
Kathleen Witman
Jim Koepnick
Colleen Walsh
Olivia P. Trabbold
Tom Poberezny
Publication Advertising:
Manager/Domestic, Sue Anderson
Tel: 920-426-6127
Email: sanderson@eaa.org
Fax: 920-426-4828
COVERS
sion, now the Vintage Aircraft Association. Throughout the next two years well highlight some of the
people, airplanes, and events that have been a part of our history. This shot of Ed Skeeter Carlsons Curtiss JN-4C Canuck, the Canadian version of the venerable Curtiss Jenny, was taken in front
of the Red Barn while it was a part of the Jennys to Jets celebration during EAA Oshkosh 1989. EAA
photo by Jim Koepnick.
BACK COVER: Continuing our series of old magazine covers, this issue of Air Trails, like last
months issue, features cover artwork by Frank Tinsley. Tinsleys well-drawn art must be considered interpretive; the final details dont always match the real aircraft! The Aeronca on floats
on this July 1937 issue, like the illustration on last months issue, is a great example. Its a
combination of a C-3 nose and a pre-war Chief tail, with a bit of the K model mixed in. See page
34 for our attempt at identifying the airplanes on this issue. (Except for the little one on the left
side, in the center. If defies identification!)
FRONT COVER: 2012 marks the 40th anniversary of the founding of EAAs Antique/Classic Divi-
VINTAGE AIRPLANE 1
Planning Ahead
With the Centennial of Naval
Aviation and of U.S. Air Mail service,
EAA and VAA are putting together
celebrations for AirVenture where you
can visit some amazing displays of
aviation history. The Centennial of
U.S. Air Mail display will be set up in
the Vintage area, and the lineup of
aircraft will include everything from
a Jenny to a Stearman mailplane. The
Bleriot XI planned for this display is
a recently completed replica aircraft
built by EAA volunteers and staff, and
it looks likely that well have a second
original Bleriot on display as well!
There are plans being made to fly
the EAA Bleriot during AirVenture;
that will be a sight to see and hear!
Other aircraft to be included in this
display are EAAs Pitcairn Mailwing,
the Swallow, a Fairchild FC-2,
and Ron Alexanders C3B Model
Stearman. We encourage owners of
antique aircraft having a direct link
to early air mail who may wish to
participate in this event to contact us
at vintageaircraft@eaa.org.
These early aircraft played a
significant role in the advancement
of aviation. There will also be many
other attractions and activities
planned around this celebration
with volunteers dressed in period
clothing re-enacting the business
of air mail. A special Theatre in the
Woods program is also being planned
to provide unique insight into the
exciting world of early air mail
activities. Our volunteer construction
crew in the Vintage area is planning
the construction of an early air mail
station where young and old alike
will have an opportunity to send a
commemorative letter or card from
Oshkosh to their family members
back home via air mail that will
2 MARCH 2011
Drive one.
EAA members are eligible for special pricing on Ford Motor Company
vehicles through Fords Partner Recognition Program. To learn more
on this exclusive opportunity for EAA members to save on a new Ford
vehicle, please visit www.eaa.org/ford.
BONNIE KRATZ
VAA NEWS
Les Whittleseys award-winning Lockheed Model 12A NC18906 will be at AirVenture to mark the types 75th anniversary.
4 MARCH 2011
Vintage Aircraft Data ReleaseOne provision would require the FAA to retain data for
early vintage aircraft and release
that data to the public when the
type certificate is no longer being
supported. This will help vintage
aircraft owners and restorers to
maintain, repair, and restore their
aircraft. EAA has been working
closely with the FAA and Congress
on this language for years.
Through-the-Fence Agreements (TTF)A proposed revision to TTF regulations, partially
drafted by EAA, would allow residential (noncommercial) throughthe-fence operations at the
discretion of the local airport sponsor (rather than at a national level)
without compromising the ability of the airport to receive federal
funds. Residents would be required
to maintain the access at their expense and pay the going rate for
similar on-airport access.
Unleaded Aviation Fuel Research ProgramEAA is helping Congress develop language that
would raise the priority of the unleaded avgas research program at
the FAA. This program supports all
EAA members, regardless of aircraft
or engine type by ensuring a viable
and sustainable supply of aviation
fuel well into the future.
Volunteer Pilot Liability ProtectionAn EAA-supported amendment in the Senate version of the bill
would provide personal liability protection for pilots conducting medical
airlift and similar flights, affording
protection to members who extend
their talents and resources for the
betterment of society.
These initiatives have a direct
impact on individual EAA members and large segments of the aviation community. EAAs presence in
Washington, D.C. advances issues
like these that have significant local/individual impact.
Dates
City
Airport
www.AirVenture.org
May 26-30
Racine, Wis.
June 2-5
Bloomington, Ind.
June 6-8
June 9-12
Urbana, Ill.
June 13-15
Greenwood, Ind.
June 16-19
Columbus, Ind.
June 20-22
Urbana, Ohio
June 23-26
Cincinnati, Ohio
www.Copperstate.org
June 27-29
Akron, Ohio
www.COSportAviation.org
Mid-Eastern Regional Fly-In
July 5-7
Jackson, Mich.
July 8-10
Elkhart, Ind.
Copperstate Fly-In
www.SERFI.org
For details on hundreds of upcoming aviation happenings, including EAA chapter fly-ins,
Young Eagles rallies, and other local aviation
events, visit the EAA Calendar of Events located at www.EAA.org/calendar.
VINTAGE AIRPLANE 5
6 MARCH 2011
Diamond
$1000
Platinum
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Gold
$500
2 people/Full
Week
2 people/2
Days
2 people/1
Day
Full Week
Full Week
2 Days
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2 Tickets
2 Tickets
2 Tickets
1 Ticket
2 People
Full Wk
2 People
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2 People
Full Wk
1 Person
Full Wk
Silver
$250
Bronze
$100
Loyal
Supporter
$99 & Under
VAA FORB
PO Box 3086
OSHKOSH, WI 54903-3086
VINTAGE AIRPLANE 7
BY
a Few Barnstormers
. . . and a young girl named Pearl
Aviation Heritage
David is proud of his familial aviation heritage, which is a bit unique
in several respects. Elaborating on it,
he shares, My dad was a bombardier on a B-17 in World War II, and
then he bought a J-3 Cub when he
got out of the service, so I grew up
in the 1950s flying off a grass strip
in Mississippi. And one of the reasons Ive always been a fan of Curtiss is because I have an ancestor,
named J.C. Bud Mars, who was an
exhibition pilot for Curtiss. Indeed,
J.C. Bud Mars was taught to fly by
Glenn Curtiss, and he made numerous first-time flights in a wide variety
of locations during 1910, including
Curtiss biplane flights in Fort Smith,
Arkansas, in May; Sioux City, Iowa,
in June; and Hawaii in December.
VINTAGE AIRPLANE 9
David Mars with his Robin, which was the leading aircraft in Pearl.
Makingand
RevitalizingHistory
As David mentioned, brothers Al
and Fred Key set an endurance record over Meridian, Mississippi, in
1935. They flew Ole Miss, a highly
modified Robin, and stayed aloft
for 653 hours and 34 minutes.
Their record far surpassed Dale
Jackson and Forrest OBrines 1929
record of 17.5 days aloft in the St.
Louis Robin. Additionally, Douglas
10 MARCH 2011
ing Tour about shooting some footage of their airplanes, with the
pilots and bystanders dressed in period clothing. We contacted Clay
Adams, recounts Donna, in her
soft, gentle tone, and he indicated
that another movie was supposed
to be shooting their barnstorming tour that summer. So I checked
back with them a few weeks later,
when I was sure that we had the
green light for the project. Clay said
they hadnt heard from the other
movie company and invited us to
come on up. And still at that point,
we werent sure if we were going to
be able to pull it offbut as soon
as [our production people] went up
there and saw all the planes, they
knew this was a done deal!
David recalls that the producers
met the American Barnstorming
Tour in Great Bend, Kansas. They
asked if we had a Curtiss Robin in
our midst, and it was known that I
had the only Robin in our group
I dont barnstorm in it, but I did
have it, so it worked out fine, he
says. And that fall, we went to El
Reno, Oklahoma. Ted Davis and
Chris Price brought their New Standard, and Clay Adams brought his
1929 Travel Air 4000, and I took my
Robin there, where we filmed the
Ted Davis takes actress Angela Gair and head writer Donna Carlton up for a ride over Blakesburg,
Iowa, in his New Standard.
VINTAGE AIRPLANE 11
Bringing the
Story to Life
The experience of flying his
Curtiss Robin for the movie and
helping to bring Pearls story to
thousands of individuals has been
extremely rewarding for David.
The thing Ive enjoyed the most,
he shares, is bringing Pearls
story to life. All of us in the movie
are really passionate about this era
of aviation, and we want to keep
aviation history alivewhether
its about the airplanes or the pilots. I consider myself somewhat
of an aviation historian, and Id
never heard of Pearls story. And
when I heard that a Curtiss Robin
was involved, that was great! So I
enjoy helping keep history alive
by bringing this story to life, and
of course, I enjoy the camaraderie
of being there and flying with my
friends in the movie. That was a
lot of fun; I enjoyed it so much.
As an interesting side note,
when the movie premiered on May
4, 2010, at the historic Warren Theatre in Moore, Oklahoma, David
flew his Robin to Moore, and the
airplane was showcased in the theatres parking lot. They found a
750-foot patch of grass close to the
cinema that they thought I could
land in, so I went up and looked
at it, but it was just too unsafe.
We found a fi eld 3 miles south of
there, where I could land and then
taxi on the highway with a police escort to the cinema parking
lot. As preparation for the landing, Chet Peek [a local pilot and
aviation historian] and I walked
over the field. We marked all the
bad spots in the field with toilet
paper, but there was one spot that
was a foxholeso we agreed that
Chet was going to stand in that
12 MARCH 2011
in Blakesburg, Iowa,
during the 2010 Antique Airplane Association/Air Power
Museum Invitational
Fly-in, and pilots David Mars, Ted Davis,
Chris Price, and Clay
Adams attended with
their airplanes, along
SPARKY BARNES SARGENT
with Donna and acfoxhole when I landed, so Id be tress Angela Gair, who played Lucy
sure to miss it. I turned final, and I Carter. Now that the movie is nearkind of fishtailed a couple of times ing the end of its promo tour, Pearl
when I landed, and I planned to should be available on DVD by
roll out just to the east of him. early November. As an extra perk
I thought I was doing just fine, to the AAA/APM fl y-in screening,
says this southern aviator with a Davids Robin won the Antique
laugh, until I looked out the side Pre-1936 Sweepstakes Award.
window and I saw Chet bolt and
run, leaving the field. So then Im Phenomenal Aviation
on my rollout, and Im thinking Community
maybe Im going in the hole, since
Just as the spirited young Pearl
hes running away! So I kind of put discovered more than 80 years ago,
it into a right turn and got it to powerful and transformational
a stopI think he thought that I events can unfold when ones life
was going to run over him. I saw is touched by aviation. Donna dishim; he just didnt know that I saw covered this for herself during the
him! Defending his actions with production and screenings of the
characteristically good-natured movie and conveys this message: I
humor, Chet explains, When you have to say that the aviation comsee a big Curtiss Robin headed munity has been absolutely phestraight at you from a hundred nomenal: fun-loving, passionate,
yards away, you dont ponder the genuine, warm, welcoming, and
situation . . . you bolt and run!
generous. I never knew such a large,
For screenwriter Donna, the unified group of good-hearted peocreation of Pearl was an especially ple existed. Its very encouraging
gratifying experience. It was very to know that there are so many
special, and the pilots spread the people like this at the core of this
word about the movie, and now country. They love God, America,
everyone wants to see it. We want and the principles on which it was
to have family movies that we can founded. My trips throughout the
show that are educational, that Midwest have brought me so much
are true, and are a good story. joy, because the aviation enthusiPearl had a real passion for avia- asts Ive met seem to stand for all
tion, and we did receive her fam- thats good and right. How unforilys stamp of approval for the tunate for the future of our country
film, shares Carlton. In fact, the that the mainstream media, by and
family came on the set as well, large, ignores this huge segment of
and theyre actually extras in the our population.
movie. We were excited about
A refreshing and uplifting exscreening Pearl at Oshkosh, be- perience yielding new perspeccause some of the staff and the t i v e s t h a t s j u s t p a r t o f t h e
crew joined us there, and it was transformation that occurs when
like old home week for us.
you bring together a Curtiss Robin,
Additionally, the Taylor family a few barnstormers, and a young
invited the crew to hold a screening girl named Pearl.
MONTE WILS
ON, www.W
ils
onAr tMedia
.com
m - the Ch
ickasaw
Nation
My Friend
Frank Rezich
Part VI
NASA/USAF
ROBERT G. LOCK
14 MARCH 2011
USAF
To get an idea of the volume inside the cockpit, an NAA photograph shows the XB-70 cockpit arrangement. This is the volume with which Frank was dealing and why it took so long to pump the
compartment with compressed air.
VINTAGE AIRPLANE 15
NASA
Look at this photograph of the XB-70 taxiing and look where the nose gear is located on the aircraft. Then look at where the cockpit is located in relation to the nose wheel.
and blew all over the hangar like
snow! Have you ever tried to sweep
up Styrofoam? Its almost impossible. It moves away from the broom.
Frank remembers, We tried vacuuming, but finally settled the problem by spraying water on the foam
from Hudson sprayers; then we
swept it up. It was a mess. We never
reached the 13-psid requirement.
Now, thats a funny story. As
Frank recalls, to build an aluminum
structure that could withstand 13
psid back in those days was unheard of: I dont remember what
we finally got to, maybe around
11 or 12 psid. But we kept blowing
something. I just knew the airplane
was supposed to fly at 70,000 to
80,000 feet. At 80,000 feet the atmospheric pressure is just a fraction
of 1 psi. Frank couldnt remember what altitude the crew cockpit
cabin was pressurized to, but if it
were 10,000 feet the pressure differential would be around 10.
The North American XB-70 was
rolled out of the Palmdale Plant 42
facility May 11, 1964. Although the
contract to build 60 aircraft had been
canceled, the flight-test program
continued, first by the Air Force and
then by NASA. The first flight was
September 21, 1964. The first Mach 3
flight was January 3, 1966. A mid-air
collision June 8, 1966, destroyed the
16 MARCH 2011
number 2 air vehicle, killing two pilots over the Mojave Desert.
The Air Force lost interest in the
XB-70, and the remaining aircraft
was turned over to NASA for continued flight-testing for data that
could be useful for the future supersonic transport (SST) design competition. The final flight for NAA
XB-70 was February 14, 1969, when
the first aircraft was flown from
Edwards Air Force Base (AFB) to
Wright-Patterson AFB for display
in the Air Force Museum of Flight.
The NASA test pilots were Fitz Fulton and Don Mallick.
As a side note, Fitz is a personal
friend, and I can recall I asked him
what the most unusual trait was of
the XB-70. He said, . . .it was when
you taxied the airplane. You sat so
far in front of the nose wheel that
it took an army of vehicles and
ground people to guide me to the
runway. When we made a turn the
nose was way over the edge of the
taxiway. If you turned too short the
nose gear would go off the taxi way
into the sand.
I was attending A&P mechanic
training at Northrop Institute of
Technology in Inglewood, California, from May 1960 to April 1961,
and the talk around campus was this
new Mach 3 bomber that was being
built at nearby North American Avia-
NASA
NAA/ROCKETDYNE
In this photograph, one last look at the North American XB-70A on a flight out of Edwards Air Force
Base on the Mojave Desert. Fitz Fulton and Don Mallick are in cockpit. Chase aircraft is in background.
The inside of the F-1 and J-2 engine build-up center in Canoga
Park, California.
During this phase of Franks career, as any person who worked in
the aerospace industry can attest,
layoffs became a way of life. There
were periods when he was out of
work for up to two years. The Rezich
family moved from a home in Canoga Park to nearby Woodland
Hills, both cities located in the San
Fernando Valley, where summers are
warm and winters are mild. Frank
recalls, There was a time when I
was laid off for two years that I managed an engine overhaul facility and
built boat engines to keep money
VINTAGE AIRPLANE 17
Wheel
Landings
Magnified
Fine tuning an art
BY
PHOTOS SUPPLIED BY AUTHOR, CREDITED
18 MARCH 2011
ERIC GOURLEY
forgiving airplanes the critical moment is brief enough that it may result only in a tailwheel shimmy and
some embarrassing zigzagging down
the runway.
Then how does the hapless pilot
keep the tail from swerving during
this phase? Pulling back on the stick
rapidly and forcing the tail to come
down may cause the plane to lift off
again barely under control. It may
also cause damage to the tail wheel,
especially on heavier aircraft.
The solution is to maintain directional control during this phase by
using differential braking when rudder is simply not enough. Braking
in such a manner is an art. It adds
a dimension to aircraft control that
requires quick attention to not only
steering straight but also applying
judicious use of the elevator.
For example, in a right crosswind,
the pilot must not only be using
more left brake and rudder to counter the yaw (tail swerve), but also
be careful not to let the nose pitch
forward. This requires not only the
correct amount of brake action but
also careful attention to what the at-
titude of the nose may be by correcting with elevator. Too much braking
and inattention to the nose pitching
forward may cause the plane to catch
the prop or, worse yet, nose over.
The Stearman, which has a lighter
tail than the Travel Air, is particularly
prone to this condition.
On the other hand, even with
very effective brakes, the Travel Air
has more aft CG and is less likely to
pitch forward suddenly. It is a delicate balancea crucial moment for
the pilot.
The Travel Air actually behaves
better if steady forward pressure is
kept on the stick, as the tail will come
down anyway. Sudden up elevator
will result in a resounding bang on
the tail wheel. The Stearman needs
to have the stick coming back as the
tail wheel touches. This peculiarity
made for a challenging transition for
this pilot when flying the Travel Air
for the first time after many hours in
the Stearman.
Add to all of this the fact that as
the tail comes down, that magnificent unobstructed view of the runway disappears. In the Travel Air,
VINTAGE AIRPLANE 19
20 MARCH 2011
yaw are hardest to see (feel), the pilot must step up to the plate quickly.
Performed correctly, taildraggers that
have greater lag time until the tail
wheel touches can be wheel landed
effectively in a crosswind. If the pilot
is unaware and not deft on all the
controls, then the proverbial ground
loop may well occur.
A word on drift here. Drift and
yaw corrections must be caught and
made instantaneously. The greater
amount of correction necessary to
overcome excessive yaw or drift will
almost always end up in increasingly
greater corrections, and it is best to
go around if this starts to occur. It
is not a pretty sight to see a resplendent antique starting to sway back
and forth getting more and more
phugoid every second, ultimately
ending in a nasty ground loop. Even
the best brakes in the world will not
save the day. Better to be ahead of
the game all the time or go around.
The post phase after the tail
wheel touches is also critical. Make
sure to keep the stick back so the
tail stays on the ground for direc-
ROBERT F. PAULEY
Editors Note: The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts
related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!HGF
22 MARCH 2011
24 MARCH 2011
Ford Flivver
35-hp
span
length
wing area
empty weight
gross weight
top speed
range
fl aps, and had good visibility because of the high seating position.
The top speed of the 500-pound
ship was approximately 90 mph,
and the landings were made at 30.
During 1927 a second version
of the Flivver was built, specifically designed for an attempt to
break the worlds long-distance record for lightplanes in the third
Anzani
22 feet
16 feet
100 square feet
350 pounds
580 pounds
85 mph
250 miles
category (single-seaters with an
empty weight between 440 and
880 pounds). This new plane
had a greater wingspan with
wing struts, a rounder and more
shapely rudder, and a longer nose
with a new Ford engine. This engine, designed by the chief engineer of the aviation division,
Harold Hicks, was a two-cylinder,
polyfiber.com
information@polyfiber.com
800-362-3490
VINTAGE AIRPLANE 25
Vintage
Mechanic
THE
BY ROBERT G. LOCK
FIGURE 1
26 MARCH 2011
FIGURE 2
Figure 3 shows a method of installing shock cord rings on a
landing gear. There are various installation tools currently available.
Ive even heard of folks installing
these rings with a modified bumper
jack, but that sounds too dangerous
for me.
Some aircraft left the factory
with a spring/oil shock strut. These
struts were very simple, consisting
of an outer cylinder made from steel
tubing. Inside was a heavy coiled
FIGURE 3
spring. On top of the spring was
a close-fitting piston drilled with
small orifice holes that was welded
to a long shaft. When the aircraft
left the ground the strut extended
and oil was displaced through the
orifice holes into the bottom of the
strut. When the aircraft lands, the
landing shock is absorbed by oil being displaced back through the orifice holes until the piston rests on
top of the spring. It was a simple
arrangement that used a pump seal
on the top under the gland nut.
It is necessary to use heavyweight oil in these struts, much
heavier than 5606 hydraulic fluid. I
use 90-weight gear oil, which gives
a better shock-absorbing action because the oil displaces through the
orifice holes much slower.
Unless the rope packing below
the gland nut leaks, these struts do
not need servicing, only at the 100hour inspection, or annual inspection interval. This particular strut
is on a New Standard D-25 aircraft
and has a very long stroke, making
for very soft three-point landings.
Take my word for it, as I have almost 5,000 landings on this type of
strut. Photograph 4 shows a typical
spring/oil-type shock strut.
PHOTO 4
The next revolution in landingshock struts was the air/oil or
oleo shock strut. This strut was
similar to the one shown above
except it had no spring inside but
rather hydraulic fluid and air. Inside the strut was a fixed orifice
and a tapered metering pin. With
air removed, the strut would
f u l l y c o m p r e s s . To c h e c k t h e
fluid level, one must first deflate,
then remove the high-pressure
air valve (Schrader valve), and fill
the strut with fluid until it is level
with the air valve hole. Then, reinstall the air valve and inflate
the strut until the correct extension can be measured.
In Photograph 5, you can see a
rare Curtiss-Wright Travel Air B14R with split-axle landing gear
and oleo shock struts. In this installation, the bright piston can
be seen below the outer cylinder.
The Schrader valve is the small dark
circle about halfway up the strut.
The strut was inflated by use of a
high-pressure strut pump that
boosted line pressure of 80-100 psi
to whatever was required to properly air the strut. Some of these
type struts used nitrogen in place
of compressed air, but most old aircraft used compressed air.
Figure 6 is a section drawing,
PHOTO 5
showing the fixed orifice (7) and the
tapered metering pin (8). The highpressure Schrader valve is identified
as (11) in the diagram. In the left
view of the sketch, the strut is completely deflated (all air removed).
With the air valve (11) removed, the
strut is filled with 5606 hydraulic
fluid until the fluid is level with the
air valve hole. The air valve is reinstalled and the strut pumped with
air to the inflated position shown to
the right of the sketch.
It is suggested that both struts be
aired to the same length so the ship
will sit level on the ground. Also it
is not a good idea to take off, land,
or taxi with deflated struts. Air/oil
shock struts can always be identified by a high-pressure (Schrader)
air valve, usually located at the top
of the strut. These shock struts can
be serviced with high-pressure air
or nitrogen. Servicing these struts
FIGURE 6
VINTAGE AIRPLANE 27
FIGURE 7
requires a special high-pressure air
pump that will boost compressed
air to a higher value than what the
compressor is rated.
Landing-gear alignment is important for good ground control.
FIGURE 9
Shock cords weaken with age and deteriorate when
soaked with engine oil or solvent. It is always best to keep
the shock cords covered, or at best cover the cords when
you are washing down the engine with solvent.
Photo 11 is a Command-Aire factory photo showing
a split-axle landing gear. Note the aluminum fairings
neatly covering the landing-gear shock cords, an important addition to keep the cords dry and away from the
damaging fluids from the engine. Replace the shock cord
rings when the landing gear feels soft and there is noticeable negative camber in the wheels, indicating the shock
cord has stretched.
The landing gear is a critical structural component of
the aircraft. I recommend at each annual inspection that
the aircraft be hoisted so the gear clears the hangar floor.
One should carefully inspect attachment points for wear
by gently shaking the gear. It may be necessary to bush
attach holes and/or replace hardware.
I use a nylon strap and wrap around it one side of the
engine mount. Then, using a forklift, I raise the ship un-
FIGURE 10
til one gear is off the hangar floor. Then I shake, looking
for any looseness. The process is repeated on the opposite
side, any looseness is noted, and if severe, its repaired.
PHOTO 11
VINTAGE AIRPLANE 29
by H.G. FRAUTSCHY
MYSTERY PLANE
This months Mystery Plane comes from W. Duffy Thompson of
Lakeland, Florida. The photo was part of a collection of shots
given to Duffy by Don O.W. Emerson.
30 MARCH 2011
did not fly very well, despite winning the efficiency prize. Fitted
with a 40-hp Lawrance radial, the
aircraft was known as the Lark B.
(It is unclear if there was a Lark
A, but this may be the aircraft depicted in the photo.)
Sold in 1922, the Lark B was
moved to Richards Field, Kansas City, Missouri, where it was
badly damaged in a landing accident. It was next purchased by
Lawrence Dewey Bonbrake and
Bert E. Thomas in 1924, and simply renamed the Lark, after extensive alteration and rebuilding. It
was flown at the 1924 Wichita Air
Meet by Blaine M. Tuxhorn, who
appears to have participated in the
redesign. During the rebuild, the
Lawrance radial was replaced by the
60-hp Wright L-4. At the time, Mr.
Bonbrake was employed as test pilot and engineer of the Unit Motor and Airplane Co. of Kansas City,
Missouri. He would later be involved in the design of the trigger
mechanisms of the first two American atomic bombs.
In its rebuilt form, the BonbrakeThomas Lark (or Tuxhorn Sport,
if you prefer) monoplane had a
span of 28 feet, a height of 7 feet,
and an overall length of 19 feet.
A fuel tank may have been added
to the dorsal center section of the
wing (this is unclear). The empty
weight was 615 pounds, and the
useful load was 430 pounds. The
VMAX was 95 mph, with a VMIN
VINTAGE AIRPLANE 31
Vintage
Instructor
THE
32 MARCH 2011
Lesson No. 1:
Get a good flight briefing.
Day two found us at the airport at sunrise and
ready for our fl ight to Ontario, California. The sun
was shining and there was not a cloud in the sky.
Our first fuel stop of the day was to be Salt Lake City,
Utah. Outwardly we both demonstrated confidence,
but inwardly we both had butterflies in our stomachs. Having learned to fly in the Midwest flatlands,
we were about to encounter our first taste of mountain flying.
Lesson No. 2:
Talk to some of the local pilots for advice.
The last mountain ridge before Salt Lake required
that we climb above 10,000 feet for about 30 minutes. Neither of us had been that high before. The
looming mountain peaks were huge, and from a
distance, it didnt appear that we could clear them.
Finally, after coaxing the Cherokee ever higher and
over the last ridge, we began a rapid descent into Salt
Lake. Talking on the radio was not a problem, but
wed previously flown in only one other towered environment. Practicing our best 10,000-hour captains
voice, we contacted Salt Lake Approach. The control-
Lesson No. 3:
Think about what you want to say and
practice it before hitting the transmit
button on the microphone.
After topping off the tanks and downing the usual
pilot lunch of a Coke and a Snickers bar, we were off
and headed for Delta, Utah. This leg was uneventful,
as well as a real confidence-builder. Another Coke
and Snickers bar and we launched from Delta on our
last leg to Ontario. Approaching the last mountain
range, we knew we were almost there. Another hour
or so of flying, and wed be on the ground in warm,
sunny California.
What a shock awaited us.
After clearing the last ridge, we faced what appeared to be IFR fl ying conditions. A few moments
of panic later we settled our nerves after realizing
it was sunny. Vertical visibility was unlimited, but
horizontal visibility was no more than 1 or 2 miles.
Neither of us had ever experienced flying in what is
known as California VFR conditions before. Our
previous limited cross-country experience had provided us with visibility never less than 20-30 miles.
Winter flying weather in South Dakota, where we
had trained, was usually severe clear, visibility unlimited, and cold.
We agreed that Step would concentrate on flying,
as this was his leg, and I would search for landmarks,
watch for traffic, and attempt to find our location
on the VFR sectional chart. Everything looked the
same, and then a beautiful Beech Staggerwing passed
immediately below us. Simultaneously, we agreed to
try contacting Ontario Approach and get some help.
They were helpful in trying to identify our location,
but we were too far away to get good radar contact
(no transponders in those days).
After a series of 90-degree turns, Ontario Approach
finally directed us to continue on a westerly heading
until we were over a north-south four-lane highway,
then turn north until spotting a large Union 76 gas
station. We spotted a Union 76 sign and contacted
Approach, who then told us to contact the tower. A
left turn to 270 degrees was called for, and we should
see the airport in 3 miles; contact tower when spotting the runway.
Three, 4, then 5 miles passed and no runway!
Tower directed us to keep looking and report the
airport in sight. Nearly 15 miles later we spotted
another north-south four-lane highway and Union
76 sign. Confusion reigned in the cockpit, but Step
continued flying while I searched for the airport. We
contacted the tower again, and they directed us to
Lesson No. 4:
When in need of help, dont hesitate to
contact someone for assistance.
Lesson No. 5:
Stay calm and keep flying the airplane.
Before making the return trip, we did do some
local VFR fl ying to better acclimate ourselves with
California VFR flying.
The return trip to South Dakota wasnt quite as
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VINTAGE AIRPLANE 33
Lesson No. 6:
If fl ying in unfamiliar conditions, dont be
34 MARCH 2011
VINTAGE
TRADER
S o m e t h i n g t o b u y,
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 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
reser ves the right to reject any adver tising in
conflict with its policies. Rates cover one insertion
per issue. Classified ads are not accepted via
phone. Payment must accompany order. Word
ads may be sent via fax (920-426-4828) or e-mail
(classads@eaa.org) using credit card payment
(all cards accepted). Include name on card,
complete address, type of card, card number,
and expiration date. Make checks payable to
EAA. Address adver tising correspondence to
EAA Publications Classified Ad Manager, P.O. Box
3086, Oshkosh, WI 54903-3086.
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VINTAGE AIRPLANE 35
NORMA JOYCE
Examples
You have a friend who has more total logged hours than you do, and more
time in type. You are sure he would be
fine to fly the aircraft.
You may be right, but read your
policy to ensure you have an open
pilot warranty; underwriters require specific amounts of logged
hours for a pilot to qualify for the
open pilot warranty. The most misunderstood term is when the policy
says make and model time.
This does not mean time in
type; it means actual make and
model. For instance, having 300
hours in a Bellanca 7ECA Citabria
will count toward the pilots total tailwheel time, but if he does
not have an appropriate amount
of time in a 7KCAB Decathlon, he
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Back in 1953 we started getting
together each year with a few of
our y-in friends. Now its AirVenture,
the Worlds Greatest Aviation
Celebration. Its gonna be a big
day. And night. All week long.
Monday, July 25
Opening Day Concert
Tuesday, July 26
Tribute to Bob Hoover
Wednesday, July 27
Navy Day
Thursday, July 28
Tribute to Burt Rutan
Friday, July 29
Salute to Veterans
Saturday, July 30
Night Air Show Returns
Sunday, July 31
Big Finale, the Military Scramble
VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
President
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
chief7025@aol.com
Vice-President
George Daubner
N57W34837 Pondview Ln
Oconomowoc, WI 53066
262-560-1949
gdaubner@eaa.org
Secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674
stnes2009@live.com
Treasurer
Dan Knutson
106 Tena Marie Circle
Lodi, WI 53555
608-592-7224
lodicub@charter.net
DIRECTORS
Steve Bender
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
sst10@comcast.net
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
dalefaye@msn.com
David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916-952-9449
antiquer@inreach.com
Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
815-943-7205
Jerry Brown
4605 Hickory Wood Row
Greenwood, IN 46143
317-422-9366
lbrown4906@aol.com
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317-839-4500
davecpd@att.net
John S. Copeland
1A Deacon Street
Northborough, MA 01532
508-393-4775
copeland1@juno.com
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
269-624-6490
rcoulson516@cs.com
DIRECTORS
EMERITUS
Robert C. Brauer
9345 S. Hoyne
Chicago, IL 60643
773-779-2105
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Charlie Harris
PO Box 470350
Tulsa, OK 74147
918-622-8400
cwh@hvsu.com
Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904
920-231-5002
GRCHA@charter.net
Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330
616-678-5012
rFritz@pathwaynet.com
Gene Morris
5936 Steve Court
Roanoke, TX 76262
817-491-9110
genemorris@charter.net
John Turgyan
PO Box 219
New Egypt, NJ 08533
609-758-2910
jrturgyan4@aol.com
TM
TM
airventure@eaa.org
sportpilot@eaa.org
stc@eaa.org
airacademy@eaa.org
scholarships@eaa.org
slurvey@eaa.org
membership@eaa.org
membership@eaa.org
vintage@eaa.org
tbooks@eaa.org
MEMBERSHIP INFORMATION
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membership is an additional $10 annually. All
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IAC
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Copyright 2011 by the EAA Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine,
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40 MARCH 2011
EAA members are eligible for special pricing on Ford Motor Company
vehicles through Fords Partner Recognition Program. To learn more
on this exclusive opportunity for EAA members to save on a new Ford
vehicle, please visit www.eaa.org/ford.