Vintage Airplane - Aug 2006

Published on February 2017 | Categories: Documents | Downloads: 51 | Comments: 0 | Views: 266
of 44
Download PDF   Embed   Report

Comments

Content

VOL. 34, NO.8

LANE
2006

A U G U 5 T

CONTENTS

1

Straight & Level
by Geoff Robison

2

VAA News

4

Wing Dolly
Keeping it off the floor and easy to work on
by Donald D. Watt Sr.

6

Restoration Corner
Inspection and storage
by E.E. "Buck" Hilbert

8

A 1947 Global Flyer-The City of the Angels
First Iightplane to fly around the world
by Sparky Barnes Sargent

16

Member Stories-Highlighting Individuals
Harold G. Scheck
by Robert G. Kroll

18

Five-One Foxtrot
Dean Richardson's Grand Champion Contemporary
by H.G. Frautschy

26

What Our Members Are Restoring

28

The Vintage Instructor
Gettin' old
by Doug Stewart

30

Shock Cords
Know when to change them
by H.G. Frautschy

34

Pass It to Buck
One more turn on turnbuckles
by E.E. "Buck" Hilbert

36

Mystery Plane
by H.G. Frautschy

38

Calendar

40

Classified Ads

COVERS

FRONT COVER: Sparkling above the scattered clouds near Oshkosh, Dean Richardson flies his
2005 EM AirVenture Oshkosh Grand Champion Contemporary 1966 Cessna 180H for EM's cam­
era plane. EM photo by Brett Brock.
BACK COVER: Harry Mutter's beautiful restoration of the 1947 Piper Super Cruiser" The City of the
Angels" is backlit as it flies towards a Florida sunset just prior to the Sun 'n Fun Fly-In in Lakeland,
Florida. The airplane, the same one flown by George Truman during his record-setting around-the­
world flight (accompanied by Clifford Evans in an identical Super Cruiser), was the flagship of this
past spring's 70th anniversary recreation of the Cub Convoy. EM photo by David Carlson.

STAFF

EAA Publisher
EAA Editor·in·Chief
Executive Director/Editor
Administrative Assistant
Managing Editor
News Editor
Photography

Tom Poberezny
Scott Spangler
H.G. Frautschy
Jennifer Lehl
Kathleen Witman
Ric Reynolds
Jim Koepnick
Bonnie Bartel Kratz
Advertising Coordinator
Sue Anderson
Classified Ad Coordinator
Louise Schoenike
Copy Editor
Colleen Walsh
Director of Advertising
Katrina Bradshaw
Display Advertising Representatives:

Northeast: Allen Murray
Phone 609-265-1666, FAX 609-265-1661, e-mail: al/[email protected]
Southeast Chester Baumgartner
Phone 727-573-0586, FAX 727-556-0177, e-mail: cbcllImlJ i @lIIillcisprillg.colII
Central: Todd Reese
Phone 800-444-9932, FAX 816-741-6458, e-ma il: [email protected]
Mountain &: Pacific: Keith Knowlton &: Associates
Phone 770-516-2743. e-mail: [email protected]

GEOFF ROBISON
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

AirVenture is coming

This month's column is being writ­
ten from the grounds of EAA Air­
Venture Oshkosh. We are now at the
starting gate for AirVenture 2006, and
the gun is about to go off. For those
of you who were in attendance, I
trust you had a great adventure.
As most of you are likely already
aware, we start planning for next
year's event the day after AirVenture
closes. So please, while the memo­
ries are fresh in your mind, let us
know what your thoughts are about
improving upon the Vintage Aircraft
Association side of the world's great­
est aviation extravaganza. Although
we routinely get a good number of
positive comments mixed in with a
small number of real concerns, we
really want to hear all of the good,
the bad, and the ugly. The adage
"We can't fix it if we don't know
it's broken" really holds true here at
VAA. If you are so inclined to share
your thoughts with us, please feel
free to contact us via e-mail at Vin­
[email protected] or my personal e-mail
at Chief7025@ao/.com.
Many thanks to the VAA staff,
the board of directors and staff at
EAA, as well, for yet another excel­
lent year. Most importantly, special
thanks are owed to all of the won­
derful volunteers, whose enthusiasm,
endurance, and strong backs are in­
valuable to the success that EAA/VAA
enjoys each year.
While we're thanking people, an­
other special group of "volunteers"
who deserve special thanks and rec­
ognition are those valued members
who are supporting our VAA con­

vention efforts with monetary do­
nations to the VAA Friends of the
Red Barn fund-raising initiative. The
most amazing dynamic of this pro­
gram has been the number of sus ­
taining donors.

. . . special thanks
and recognition to
those valued
members who are
supporting our VAA
convention efforts
with monetary
donations to the
VAA Friends of the
Red Barn
fund-raising
initiative.
The list of donors is rea ll y rich
with these individuals who have
continuously supported this initia­
tive from the beginning of the pro­
gram. Be assured that all donations
are sincerely appreciated, but those
of you who support this program
year after year are especially appreci­
ated . The 2005/2006 Red Barn pro­
gram was again successful in raising
some serious cash that goes directly

to supporting the various initiatives
and programs of the VAA during each
year's AirVenture. Thanks, folks!
Speaking of friends, a dynamic that
continues to amaze me each year is
the many friendships renewed and
the new friendships forged at Air­
Venture. This really is the best part
of the adventure for me. Aviation,
for me at least, is to be credited (my
wife sometimes says blamed) for
all these interesting and oftentimes
long-term friendships I have accu­
mulated through my now 24 years
of affiliation with the EAA.
When it comes to friends, avia­
tion is a lot like an ice cream churn.
It just keeps turning out a wonder­
ful concoction known as friend­
ships. The longer you stay at it, the
better the concoction.
Let me give you a recent example
of what I'm talking about. A couple
of weeks ago on a Saturday morn­
ing, I was sitting in the hangar with
the door open when I heard the dis­
tinct sound of an old Kinner. When
I looked up I cou ld see a Bird bi­
plane entering the pattern here at
Smith Field (SMD). The driver calls
out his downwind leg over the ra ­
dio, circles to land, clears the main
runway, and taxis up to the FBO area.
Having never seen a Bird at SMD, I as­
sumed he was in need of some gas to
get going on his way.
When I saw the line boy assisting
the Bird driver in getting the aircraft
to the main hangar, I went over and
introduced myself to a gentleman by
the name of Sam Dodge. Sam is from
continued on page 33
VINTAGE AIRPLANE

EAA Voices Objections to
Proposed Renewable
Fuel Legislation
Two bills submitted in the U.S.
Congress Wednesday, July 12, would
amend the Clean Air Act to require
all gasoline sold for use in motor ve­
hicles to contain 10 percent renewable
fuel by the year 2010. These days re­
newable fuel means ethanol, and EAA
and other organizations contend that
would create a dilemma for aircraft
owners and operators, as avgas and
auto fuel used by certain aircraft own­
ers would fall under the legislation.
Separate studies by EAA, Cessna,
and the FAA have proven that eth­
anol-blended fuels are harmful to
recreational and general aviation
aircraft and their fuel system com­
ponents (rubber lines, fuel pumps,
rubber seals, and fuel tanks) . Vapor
lock is also a critical flight safety issue
caused by the use of ethanol-blended
auto fuel in aircraft engines.
In separate letters to Rep. Ralph M.
Hall (R-Texas), chairman, Subcom­
mittee on Energy and Air Quality,
and Sen. James Inhofe (R-Oklahoma),
chairman, Senate Environment and
Public Works Committee, EAA Pres­
ident Tom Poberezny made it clear
that such a move would be harmful
to aviation.
"Despite several attempts by EAA
and others, ethanol-blended gasoline,
all grades, has not been able to meet
the FAA flight safety fuel certification
standards," he wrote. As a result, the
FAA prohibits these STC holders from
using auto fuel containing ethanol."
EAA and Petersen Aviation have
issued 57,600 FAA-approved supple­
mental type certificates (STC) to
type-certificated aircraft owners au­
thorizing the use of auto fuel as their
primary fuel.
Both bills (H.R. 4357, Senate Bill
3553) exempt collector vehicles from
the fuel mandate but do not address or
exempt other types of recreational vehi­
cle operators, including aircraft. Nor do
the bills provide a means for exempted
II

2

AUGUST 2006

operators to receive non-blended fuels.
Gas station operators and gasoline dis­
tributors are not encouraged to provide
non-renewable blended fuel to the end
"exempted" users.
EAA recommends two modifica­
tions to the bills, which mirror rec­
ommendations made to individual
states that have considered renewable
fuel mandates: Exempt unleaded pre­
mium grade gasoline with an anti­
knock index number of 91 or greater
from the fuel mandate, and exempt
all grades of aviation gasoline (i.e.,
avgas) from the requirements of the
10 percent renewable fuel mandate.
EAA further recommends the ex­
emptions remain in place until the
Department of Transportation can
document that the industry-chosen
renewable fuel is safe to operate in the
engines and fuel systems in all modes
of transportation, recreational vehi­
cles, aircraft, and other equipment.

EAA's Auto Fuel Alcohol Test Kit
With more states welcoming and
even mandating ethanol in motor fu­
els for automobiles, EAA is helping
pilots who use auto fuel in their air­
planes stay safe with a new alcohol
test kit available through EAA.
For more than 30 years, EAA's auto
fuel supplemental type certificates
(STCs) for a variety of manufactured
aircraft have saved aircraft own­
ers money by allowing them to use
unleaded auto fuel. Such fuel with­
out ethanol is safe and effective for
aircraft use, based on more than 30
years of thorough testing.
The addition of ethanol, however,
creates chemical properties that are
harmful to aircraft engines and fuel­
ing systems. It is critical for aircraft
owners using auto fuel to know if the
gasoline being used in their aircraft is
pure. Some states do not require the
marking of gas pumps indicating eth­
anol is present in the fuel, so EAA rec­
ommends that all auto fuel be tested
before fueling an aircraft.
EAA's auto fuel alcohol test kit al­

lows a pilot or aircraft maintenance
technician to make preventive tests
on auto fuel, even before fuel is pur­
chased for an aircraft. Simply pour wa­
ter and then auto fuel in the included
test tube, and shake it to mix the con­
tents. When the mixture has settled
within five to 10 minutes, a gauge on
the test tube indicates whether the
water level has risen. An increase in
the amount of water on the gauge
indicates that alcohol is present in
the fuel. The gauge will also indicate
the percentage of alcohol. EAA's test
method is simpler than the previous
remedies, as much less fuel is used to
make a determination.
EAA's auto fuel test kit is a nec­
essary tool for every auto fuel STC
holder, and it's just $15, including
shipping via U.S. Postal Service Prior­
ity Mail. The kit includes padded in­
sulation for the test tube, so you can
keep it in your aircraft without wor­
rying about breakage. The test kit is
easy to use and will last as long as the
glass does.
The test kit can be ordered from
EAA by calling 920-426-4843 or e­
mailing [email protected].

FAA Offers SAIB
Subscription Service
Now anyone can be notified in­
stantly via e-mail when the FAA
issues a special airworthiness infor­
mation bulletin (SAlB). Visit www.
FAA .gov/aircraft/safety/alerts/SAIB,
click on "Subscribe to this page,"
and enter your e-mail address.
Then when a new SAIB is issued,
you'll receive an e-mail alert.
SAIBs alert, educate, and make
recommendations to the aviation
community. Unlike airworthiness di­
rectives (AD), which are legally en­
forceable rules that apply to aircraft,
aircraft engines, propellers, and appli­
ances, SAIBs contain non-regulatory
information and guidance regarding
specific situations.
SAIBs have existed for decades, but
their use was resurrected significantly

in the late 1990s in an effort to head
off what the recreational/general avi­
ation community often perceived as
the unnecessary issuance of ADs. By
subscribing to the FAA's SAIB page,
owners of certificated aircraft are en­
sured instant notification of potential

safety concerns with their aircraft.
Aircraft owners can help avoid fu­
ture ADs by addressing the issues high­
lighted in SAlEs that affect their aircraft.
Because of this, and for our own safety,
EAA and VAA encourage members to
subscribe to this FAA service.

Late Summer Is for Pioneer Airport
Two growing events at EAA AirVenture Museum's Pioneer Airport are ap­
proaching, one that harkens back to aviation's golden age and the other, a dual
celebration of flight and ground-based transportation.

EAA Wings and Wheels
Cars and motorcycles join Pioneer's pristine airplanes for this popular late­
summer event September 9. Cars and motorcycles of all makes, models, and
years are welcome. EAA will also have several airplanes from its collection along
the flightline, and photo opportunities will be available with these airplanes right
next to the runway.
Flights in one of EAA's vintage Pioneer-based aircraft will also be available,
and kids ages 8-17 can take a free Young Eagles flight in aircraft operating
throughout the day.
Registration for cars/cycles is $10 and runs from 8 to 11 a.m. Museum ad­
mission is included for all occupants of the vehicle. (This is a non-judging, just­
for-fun show.)
To register, call 920-426-6880 or e-mail [email protected] more information.

Relive Aviation's Good 01' Days
Step back in time when we celebrate the annual Good 01' Days of aviation
August 19-20. You'll be transported back to the golden age of aviation as staff
members in period costume bring the excitement and adventure of early flight
back to life.
Good 01' Days activities include a children's activity center, where kids will
have the opportunity to experience hands-on games that were popular during the
golden age of aviation.
See a variety of vintage vehicles on display, or take a free ride around the EAA
grounds in a vintage pre-WWII vehicle. Visitors can tryout telegraph equipment
by sending messages between two Pioneer Airport buildings.
Airplane rides will be available throughout the weekend in the 1929 Ford Tri-Motor,
1929 Travel Air biplane, 1927 Swallow biplane, and several Young Eagles airplanes.
Visit www.AirVentureMuseum.orgfor more information. And remember, admis­
sion is always free for EAA members.

EAA Young Eagles to Soar
Higher, Thanks to
ConocoPhillips
ConocoPhillips, which has sup­
ported the EAA Young Eagles pro­
gram for more than a decade, will
provide even more assistance over
the next five years, allowing the
program to expand Young Eagles
flight activities. The added support
will enhance the curriculum of
EAA's web-delivered aero sciences
program; augment the offerings of
EAA's accredited residential avia­
tion-learning camp in Oshkosh;
offer more scholarships to provide
young people with flight train­
ing, higher education, and career
opportunities; and develop addi­
tional programs.
Since the Young Eagles program's
inception in 1992, EAA-member
pilots have provided first-flight ex­
periences to 1.25 million youth
ages 8 to 17. Throughout the year,
EAA's 1,000 local chapters conduct
Young Eagles flight rallies, and in­
dividual EAA members regularly fly
Young Eagles.
"EAA's Young Eagles and other
youth-oriented programs impart
solid values, motivate achievement,
and make the study of math, sci­
ence, and geography fun," said Jim
Mulva, chairman and CEO of Cono­
coPhillips. "ConocoPhillips is com­
mitted to exposing young people to
these types of engaging and fulfill­
ing educational opportunities while
experiencing the thrill of flight."
The EAA Young Eagles program
is made possible through the efforts
of many EAA volunteers, both pi­
lots and ground-support personnel.
"Our EAA members donate their
time, talents, and enthusiasm. They
pay for the fuel and refreshments.
They are the lifeblood of this pro­
gram, which wouldn't exist without
their generosity," said EAA Presi­
dent Tom Poberezny.
In addition to providing program
support, ConocoPhillips offers pilots
flying EAA Young Eagles a $l-per­
gallon rebate when they use their
Phillips 66 credit card to purchase
fuel for Young Eagles flights. .......
VINTAGE AIRPLANE

3

Keeping it off the floor and easy to work on
BY DONALD D. WATT SR.

have enjoyed being a member of your organiza­
tion and reading Vintage Airplane. When I rebuilt my
Stearman I designed a dolly for the wings and center
section. It was made of wood, was inexpensive, and
required a minimum of welding. At a chapter meeting a

I

friend mentioned he needed something to support his
wings. I sketched out the dolly, and he made one.
He gave it to the chapter when he no longer needed
it. I lent mine to another member who was rebuilding
a Taylorcraft.

/
( 5/16" lock bolt

(Jf"

-

+~ JJ ~~:T:t~~k~

~wer leg longer
than top)

3/4XS"
bolt

4

AUGUST 2006

L - bolts from

I have enclosed a drawing with my remarks about the
construction. I'm no draftsman. Maybe you have someone
who can improve on the drawing. (We sure do. Tom Chipley
did a great job for us, in the same vein as the IIWordless Work­
shop" drawings from Popular Mechanics.-Ed.)
The Stearman Restorers Association published the
drawings in their magazine in 1996, and they have given
permission for you to publish them in Vintage Airplane. A
chapter could easily make the dolly in a day.
I was tired of asking my wife or a neighbor to help me
move a wing in and out of my garage and turn it over on
the sawhorses. The diagram shows my solution.
The support for the large wheels (mine came from a fer­
tilizer spreader-use whatever you can get your hands on)
is two 2-by-4s, each 4 feet long. I bolted them together
and drilled a 9/ 16­
inch hole to tightly
clamp the 5/8-inch
axles (use whatever
axle size works for
Padding
your wheels).
Then I drilled
through the top 2­
by-4 into the axle
and drove a nail to
secure the axle. A
hole for a cotter pin
was drilled to hold
each wheel in place.
The top 2-by-4 has a
cutout for the 4-by­
4 vertical support,
which is braced as
shown. (We'd sug­
gest power-driven deck
screws with pilot holes
drilled for adding the
industrial casters
l-by-4 bracing.-Ed.)
The padded cradle
supports the leading
edge of the wing and
is not attached to the
long rail-it simply
slides up and down
the long rail. The 3­
inch swivel wheels at
the open end allow
the unit to be moved
with ease by pushing
on the wingtip. Buy
the ones with a lock­
ing function so it
, cotterpin
doesn't scoot all over
the floor when you
~
"""OiiiO
want it to stay put.
(
The only welding
required was to secure

~




the washers on the L-shaped rods. On two of the large wash­
ers, drill a hole for a nail so that when the units are lined up
on the 2-by-4 support, a nail through the washer will main­
tain alignment. (We didn't show that on the drawing.-Ed.)
I installed the longer of the "L" bolts on the bottom so
the forward spar can be started first. The spacing of the
"L" bolts is for a Stearman and will have to be adjusted for
planes with different dimensions between the spars. A nut
is installed finger-tight on one of the "L" bolts to secure
the spar in place. The movable support swivels on a 3/4­
foot-by-8-inch bolt with a pipe nipple installed for spac­
ing to clear the end of the "L" bolts.
At the upper section of the 4-by-4, drill a 3/8-inch hole
through the 4-by-4 support for a long 5/16-inch bolt to
lock the support in the vertical position. You don't lock it
in the horizontal position-the wingtip is held in place by
a sawhorse or two.
The vertical position is great for rib stitching and lay­
ing on the rib tapes.
A friend rebuilt a Cub Cruiser. He used the dolly for
another covering purpose. He removed the "L" bolts and
bolted the front of the fuselage to the swivel 2-inch-by­
4-inch, supported the rear, and turned the fuselage as he
shrank the fabric and applied the dope.
Here's my list of parts. You can adjust your list by the
size you need for your dolly. Remember, the long rail
should not extend all the way to the wingtip; three-quar­
ters of the way out is about right.
1-Z" x 4" x 12' board-main beam
1_1" x 4" x 8' board-side brace for 4 x 4 x 4
1-1" x 4" x 12' board-end brace, plus saddle wood
1-2" x 4" x 10' board-axle support, caster support
1_2" x 4" x 44"-long support for wing
1_4" x 4" x 4' board
1-5/16" x 8" hex head bolt-lock bolt
1-3/4" x 8" hex head bolt-pivot bolt
4-3/4" flat washers
6-3/8" flat washers
2_6" shelf brackets (not shown-use to brace 4 x 4
post if needed)
1-1" dia. x 1-1/2" pipe nipple
2_10" wheels (from old fertilizer spreader)
1-2' shaft for wheels (cut in two) 12" axles
2-3" lockable casters
8-5/16" x 2-1/2" bolts for casters with washers, lock
washers and nuts
8-1/4" x 3_1/2" hex bolts with washers, lock washers
and nuts
4-3/8" nuts
4-nails (to lock axles and "L" bolt locations)
Note: If this dolly is used for wings with attach bolts
less than 1/2 inch in diameter, the L-shaped support rods
must be made a size smaller than the attach bolt. For the
Stearman, I used two 3/8-inch rods, one 10 inches long
and the other 9 inches.
......
VINTAGE AIRPLANE

5

Current Editor's Note: This issue of Vintage Airplane contains one of a series of nine articles pertaining to the res­
toration of antique and classic airplanes. Directors of the then-named Antique/Classic Division of EAA originally
wrote them in the mid-1980s, but they are still relevant for today's vintage aircraft enthusiasts. Our members have
years of experience and a tremendous amount of talent; however, it's likely everyone will learn something new from
each article. Please let us hear from you; write to H.G. Frautschy, Editor, Vintage Airplane, P.O. Box 3086, Oshkosh,
WI 54903-3086, or e-maiJ VintageAircra([email protected]. -HGF

Inspection and storage

BY

E.E.

"BUCK" HILBERT

EAA 21, Ale 5)
Inspection ranges from that casual
walk-around that first got you inter­
ested in this project at the beginning
to a complete disassembly and maybe
the use of special tools and procedures.
Since we've already seen the previous
articles on the walk-around, and we've
now toted it home or to a place where
we can work on it or store it, we'll pick
up the series from there.

Paperwork
Paperwork. Keep it orderly and in a
safe place!
Hopefully the logs check out and the
paperwork and airworthiness directive
(AD) notes are in order. Start a file and
keep records of what and how you went
about inspecting each part, and make
notes on what you found and how it
should be redone.
If it's a current airframe for which
erection and maintenance manuals are
on hand or available, you have it made.
If it's an antique or a one-of-a-kind and
there is little or no existing information
available, then the burden is on you .
You'll need a system of record keeping
with notes, pictures, and diagrams to re­
mind yourself what the aircraft looked
like before you took it apart, where the
parts are in the big picture, and how the
subassemblies go back together.
I can't emphasize enough the impor­
tance of keeping notes and pictures so
when the time for rework and reassem­
bly comes, you have this information
in front of you. Also note any major
defects, and remember that what may
seem like a shocking deficiency to you

may be an everyday routine item to
someone running a shop. A few words
from a knowledgeable individual may
make a little hump out of a mountain­
ous problem.
If there is a type club for your air­
plane, apply immediately for member­
ship. The concentration of knowledge
as well as a source for scarce parts will re­
pay your investment many times over.
Don't focus too tightly on details in
all the photographs you take. You'll be
amazed at how helpful an overall piC­
ture can be when reassembly time comes.
Problems of location, position, routing,
attachment methods, etc. don't occur to
you before disassembly, and they can be­
come a senseless jigsaw puzzle when reas­
sembly time comes, perhaps years later.
This is when a picture truly becomes
worth the proverbial thousand words.

Manuals
EAA has how-to publications that
cover almost everything related to air­
craft. A complete listing of these publi­
cations is free for the asking, and these
publications are also available on the
EAA store website at www.EAA.org. Ob­
tain the listing and purchase the appro­
priate manual(s). They will answer a lot
of questions for you.
Your local FAA General Aviation Dis­
trict Office (GADO) or the Government
Printing Office Book Store has an FAA
Advisory Circular (AC) list available,
too. (Now also available on the web at
www.FAA.gov.) These circulars pertain to
iiPowerplant" and iiAirframe" and are
available from:
REPRINTED FROM

6

AUGUST 2006

Vintage Airplane

MAY 1986

Supt. of Documents
DOT Publications Section
M-4431 Washington, D.C. 20590
Ask for FAA Advisory Circular check­
list AC 00-2 at the GADO. There is a
wide range of information available
here, and the price is right! Even better,
now you can download many of the ad­
visory circulars right to your computer.
If you want to save them, burn them to
a CD and keep it handy.

Get Help
Regarding the inspection and storage
of your project, I must tell you that spe­
cialized experience and skills may have
to come into the picture. At this point
I can't do much more than try to guide
you. The actual inspection and the proce­
dure you follow are up to you. If you re­
motely suspect you need help to evaluate
something, get a mechanic with an in­
spection authorization (IA) to assist you.

Factors to Consider
Weather is an important consider­
ation . Did this airplane come from the
coast (saltwater) or the frozen north
or a desert area where the atmosphere
is kind? Was it exposed to acid rain or
other air pollutants? These environ­
ments can be very detrimental. Parts
can and will oxidize and corrode. Sun
exposure will rot fabric and upholstery.
Moisture will provide the medium for
electrolytic action and raise havoc. !t'll
cause dry rot in wood. These are some
of the insidious causes of deterioration
and are often more serious than every­
day wear and tear or damage from pre-

vious accidents.
The scratches and dents resulting
from everyday use are usually appar­
ent, as are pop rivet repairs, stop drilled
holes, tool marks, etc. Note and record
all of these marks of routine mainte­
nance to keep the airplane flying. You
can decide later how much attention
they will require.

What to Do With All These Pieces
Realistically, before you get to this
point you should already know where
you are going to store the parts. You
should have an overall plan dependent
on what type of storage is available,
when you plan to begin work, what
your shop facility is like, and how much
time you have to devote to the project.
We've already said a few words about
weather and its effects. Temperature
changes promote condensation and
that, added to the contaminants in the
air, causes electrolysis. That means cor­
rosion, rust, and in drastic cases severe
and sometimes irreversible damage.
I recently visited a friend I hadn't seen
in years. Fred had acquired a Cessna 120
about 18 years ago. His idea was to fix
up the ground loop damage it had sus­
tained, and then he'd have an airplane
to fly and share with his wife and kids.
In the meantime, the kids grew up and
left home. The wife and he have gained
so much weight there is no way they
could even get into a Cessna 120 much
less get it off the ground.
But the horror part of this story is
that corroded mass of aluminum junk
sitting in the corner of the horse corral
that vaguely resembles a Cessna 120.
The engine compartment is still cov­
ered with a soggy horse blanket, and
the wings, still attached, have shred­
ded fabric dangling. The Cleco fasten­
ers are rusted in place where the repair
to the wingtip was begun those many
years ago. The mire and horse manure
have made shambles of everything. The
wheels are buried in manure, and the
horse, now 14 years old, uses the little
alcove between the wing, fuselage, and
barn for shelter from the wind.
Sounds dreadful, doesn't it? It's a cry­
ing shame that this once proud, less
than 800 hours' total time machine had
to give way to the pressures of everyday

living. A job transfer, lack of time and
money, and finally loss of interest were
all contributory factors.
I can relate other examples, too! I
know where there is a Stinson V-77 and
a Stearman duster-at an airport-in
similar condition. And the man who
owns the V-77 has three Stinson 108s in
his garage and backyard. The one in the
garage only needs final assembly; that'll
never happen! He now has a heart con­
dition, and one day all this stuff will be
carried off to the dump. So many times
we have seen this happen. The precau­
tions weren't taken to properly store the
airframe and its components in a safe
and dry place.
Where do we put it? Garage? Base­
ment? Attic? Hangar or loft? If you have
a choice, pick the driest, highest place
you can find and then prepare racks and
supports to hold the parts in a safe and
secure manner so as to preserve them.
The wings can be stored flat against the
wall up high on brackets with the lead­
ing edges down. Or they can be racked
on "H" frames and hung from the rafters
or joists. I find this to be the best way.
The wings for my Swallow project
back I did back in the 1970s" all four of
them, were stored up high this way in a
commercial trucking garage. They sur­
vived more than 40 years to be used again
with only minor repairs and, of course, a
re-cover. This method gets them up and
away from the mice and the destruction
they cause. The tail feathers also can be
stored in the same manner.
The fuselage presents more of a
problem. With the engine and gear at­
tached, it takes up a lot of room. It can
take up more than one stall in a two-car
garage, leaving precious little working
area. I stored a PT-23 fuselage, without
the center section, up on the back wall
crosswise above the car hoods, by hang­
ing it from the rafters. I worked on the
wings in the basement laundry room
and then stored them in the loft of my
rented hangar until the center section
was done. Then the fuselage went into
the shop, and later the whole thing was
assembled in the hangar.
Often times, of necessity, we store
our airplane parts helter-skelter. You're
going to get back to it real soon, when
you have the time, right? I presently

have 11 Stearman bare bones fuselages
stored here at the farm. They're stacked
four high against the far wall with the
tail feathers, gas tanks, landing gears,
wheels, and all kinds of stuff wedged
and stuffed in between and around.
This was to be temporary and a favor
to a friend almost four years ago. Ev­
erything is high and dry and subject
to minimum weather conditions. We
used some planning when we stored
the stuff, and as a result we can still
get vehicles in and out. There is even
room for a Hummer Ultralight, a motor
home, and some other stuff.
Hard and fast rules are hard to dic­
tate. I can't stress one thing enough­
don't cover an aircraft or its parts with
wool blankets or tarps that capture and
hold moisture. Dust covers are nice, but
in this case, it's sometimes better to just
leave components in the open air.
Hang the prop horizontally from the
hub. Don't stand it in a corner! Engine
and steel parts are best protected in a
dry atmosphere with a light coating of
grease or oil. Frequent checks should
be made to assure no rusting is occur­
ring. Spray can technology has given
preservation a break. LPS-3 in an aero­
sol container provides an easily applied
protective film good for at least a couple
of years of normal storage. An engine
with several hundred hours on it will
withstand storage much better than a
zero-timer. For any kind of storage, long
or short, get out the book and follow
the manufacturer's recommendations.
Don't expect to run an engine im­
mediately after a long period of storage.
It at least will need some tender loving
care and maybe even a top overhaul
because the valve stems, springs, rings,
etc. could have lost tension or become
stuck. You could put a huge dent in
your pocketbook if you try to run one
without taking proper precautions after
it's been stored for an extended period.
In summary, use common sense! If
you haven't looked at your project or
have done little more than think about
it for several years, the chances are you
are only kidding yourself that you will
ever complete it. If you have stagnated
on a project, why not consider making
it available to someone who will take a
crack at it.
.......
VINTAGE AIRPLANE

7

hen the new model PA-12 began rolling off
the production line at Piper Aircraft Corp. in
Lock Haven, Pennsylvania, in 1946, it was
dubbed the "Super Cruiser"-yet little did
anyone guess that the following year a pair
of these lightplanes would add new meaning to that name
by making a super cruise all the way around the globe.
George Truman and Clifford Evans were both Army
Air Corps veterans working as flight instructors at Brinck­
erhoff Flying Service in College Park, Maryland, in 1946.
The story goes that one day a new PA-12 taxied by them
at the airport, and someone said that aircraft could be

W
8

AUGUST 2006

flown around the world. A seed was planted in the fer­
tile imaginations of these pilots, and 39-year-old Truman
teamed with 27-year-old Evans to secretly hatch a plan to
do just that.
They were both married with two young daughters
each and didn't have money to spare-but they didn't let
their lack of personal funding hinder their dream. They
approached Piper Aircraft Corp., and William T. Piper Sf.
agreed to mortgage two used Super Cruisers to them, with
the promise that if their flight was successful, he'd write
the mortgage off and give them the airplanes. The PA-12s
were then modified by installing two 50-gallon fuel tanks

Cliff Evans (left) and George Truman (right) with the PA-12
Super Cruiser at Lock Haven, Pennsylvania, when they picked
up their aircraft from Piper Aircraft Corp. (and before the
McCauley metal prop was installed). The City of the Angels
had previously been used in the Piper Taxicub service.

George Truman (left) and Cliff Evans (right) with The City
of the Angels upon arrival at Anchorage, Alaska-note
their winter flying suits.
in place of the rear seat. This gave them 138 gallons of
fuel, yielding about a 2,400-mile range-and when the
tanks were filled to the brim, each aircraft was 430 pounds
over its normal gross weight. When Piper Sr. turned the
planes over to the pilots, he couldn't help but question
them as to why they wanted to "make a fool trip like
this." After all, the PA-12 just wasn't designed with such
an epic flight in mind.
Next, they purchased two new 100-hp Lycoming 0­
23S-C engines for the whopping sum of one dollar each.
McCauley gave them the first metal propellers to be used
on PA-12 models, and Kollsman, Sperry Gyroscope, and

Bendix Radio Corp. supplied (or lent) the necessary flight
instruments and radios. The PA-12s were instrument flight
rules (IFR) equipped, with heated pitot-static tubes and
drop-down Grimes landing lights. Goodyear gave them
two new sets of tires, and each pilot was supplied with the
Navy's air-sea safety and rescue kit.
Truman christened NX3671M The City of the Angels after
his adopted hometown of Los Angeles, and Evans named
NX236SM The City of Washington after his hometown.
Their plan was made viable, in part, by new airports that
had been built during World War II at strategic geographic
locations, such as Greenland and the Aleutian Islands. By
VINTAGE AIRPLANE

9

When Bill Piper Sr.
turned the planes
over to the pilots,
he couldn't help
but question them
as to why they
Restorer David Liebegott and owner Harry Mutter with The City of the Angels
at Plant City, Florida, in April 2006.
late summer 1947, they had prepared
themselves to become the first pilots
to circumnavigate the globe, crossing
both the Atlantic and Pacific oceans in
aircraft with 100-hp engines.

The Flight
Truman and Evans departed Teter­
boro, New Jersey, on August 9,1947,
with little more than small change jin­
gling in their pockets and an Esso Gas
credit card. Truman launched first,
and the two soon lost sight and radio
contact with each other on their first
leg and landed at Presque Isle, Maine.
The next day, they flew on to Goose
Bay, Labrador, where they encoun­
tered a weather delay. They landed
at Bluie West One, Greenland, on
August 12, where they were further
delayed when they became ill with
influenza. On August 24, they arrived
at Meeks Field in Reykjavik, Iceland,
and on August 28, they landed at
Newtonards, Ireland. The same day,
when they landed at Croydon Air­
port in London, England, they were
formally recognized as piloting the
smallest planes ever to cross the At­
lantic Ocean.
From London they flew on to Brus­
sels, Belgium, and then to Ypenburg,
Holland, on September 1, which
was a specially planned stop to visit
a Dutch family to whom the Evans
family had been sending food and
clothing since the war. On Septem­
ber 3, they arrived in Paris, France,
and later flew on to Rome, Italy, and
10

AUGUST 2006

Cairo, Egypt. On September 11, they
flew 808 miles from Farouk Field in
Cairo to Baghdad, Iraq. Then it was
on to Dhahran, Saudi Arabia, where
they were detained for six days by
authorities. They arrived in Karachi,
Pakistan, on September 19, and when
they arrived in Jodhpur, India, they
were treated as guests at the mahara­
jah's palace.
They reached the halfway point in
their flight around the world in seven
weeks' time, when they flew from Cal­
cutta, India, over the Burmese jungles
and arrived in Rangoon. Next, they
flew over the rugged mountain bor­
der from Burma into Bangkok, Siam,
and then on to Hanoi, Indochina. On
September 29, they arrived in Hong
Kong, where they were delayed by
typhoons until October 5. Later, Tru­
man and Evans found it necessary to
land in Amoy, China-an unplanned
stop-due to 80-mph head winds.
They arrived in Shanghai, China, on
October 9, stayed for a visit, and then
flew to Fukuoka, Japan. Onward from
there, they arrived in Tokyo on Octo­
ber 19, and soon after they made it
to Nemuro Field on Hokkaido Island
(still in Japan).
The next leg of their flight was
especially demanding and difficult.
They started on this 1,680-mile flight
over the north Pacific on October
28 and arrived at Shemya Island in
Alaska 13 hours and 35 minutes later,
despite IFR and icing conditions. Two
B-17 Flying Fortresses provided es-

wanted to "make a
fool trip like this."
cort for the Super Cruisers during the
flight-one out of]apan and the other
one out of the Aleutians. On October
31, Truman and Evans departed for
Adak Island, escorted once again by
a B-17, along with a Navy PBY Cata­
lina. On November 2, they arrived at
Fort Randall in Cold Bay, Alaska, and
they reached Anchorage on Novem­
ber 4. Snowstorms and strong winds
delayed them until November II.
Days later, the pair finally made it to
Lethbridge, Alberta, Canada.
The day before Thanksgiving, they
departed Lethbridge to fly about
1,200 miles nonstop to Los Angeles,
California-rolling their wheels on
mainland America once more. Since
Piper had dealers all across the coun­
try, Truman and Evans made stops
at Phoenix, Arizona; El Paso, Texas;
Hobbs, New Mexico; Amarillo, Texas;
El Reno and Oklahoma City, Okla­
homa; Kansas City, Missouri; Dayton,
Ohio; and Harrisburg, Pennsylvania,
until finally they arrived full circle at
Teterboro, New Jersey, on December
10. Truman landed first, thus techni­
cally allowing The City of the Angels
to claim the title of being the first
lightplane to fly around the world.
They completed their 25,162-mile
flight in 122 days, 23 hours, and 4
minutes and demonstrated to the
world the dependability and utility
of private airplanes.

David Liebegott, restorer, and Hall}' Mutter, owner, have flown legs of the original route of Truman and Evans' world flight
in Canada and the United States.

Parting Ways
The glory of Truman and Evans'
global flight soon faded, and the two
men pursued diverging pathways. Ev­
ans left his family and went to China
to fly for Maj. Gen . Chennault's air­
line in support of Chinese national­
ists; he passed away in 1975. Truman
became a military flight instructor
and passed away on January 28,
1986-the same day the space shuttle
Challenger exploded.
The pair of PA-12s also parted
ways, but unlike mere mortals, airThe right side of the fuselage bears the names of all the cities where Truman
and Evans landed on their world flight.

Above: Close-up view of the hand­
painted detail.
Right: A colorful world-flight collection
of hand-painted flags and insignias
adorns The City of the Angels.
VINTAGE AIRPLANE

11

The City of
the Angels is
equipped for
VFR flight today,
as opposed to its
IFR world-flight
configuration.

Truman's name is
painted on the door.

planes sometimes have a way of liv­
ing on. Piper Aircraft bought back
both Super Cruisers and donated The
City of Washington to the Smithson­
ian Institution in 1949. William T.
Piper Jr. kept Truman's plane, The City
of the Angels, flying it to air shows for
several years before selling it to the
Washington-Virginia Airport entity in
12

AUGUST 2006

1952. Ray Allison and
John Cornish bought it
in 1958, and the PA-12
stayed in Virginia with
them for years, slowly
fading into a closed
chapter of aviation his­
tory. Apparently this
historical airplane lan­
guished for decades,
and eventually its reg­
istration certificate was
revoked in 1971 be­
cause the FAA hadn't
received the required
aircraft registra tion
form. When Allison
and Cornish restored
the airplane to air­
worthy status in 1991,
they discovered that
the original registra­
tion number, N3671M,
had been reassigned, so
they requested and re­
ceived a new number,
N8671M, which remains with The
City of the Angels today.

Restoration and Preservation
Fifty years after the world flight,
the disposition of The City of the An­
gels would fall to Harry P. Mutter, his­
torian at the Piper Aviation Museum
and a retiree of Boeing Aircraft Corp.

Mutter, a self-described Pennsylvania
country boy, started building and fly­
ing model planes when he was 10 and
was hooked on aviation by the time
he was a teen. He and his classmates
hiked 6 miles from their school to New
Hanover Airport to see the airplanes.
Before he left the airport, he'd had his
first airplane ride, in a J-3 Cub, for the
mighty sum of one dollar. He learned
to fly through a Civil Air Patrol squad­
ron scholarship at Layfield Airport near
his hometown of Boyertown, Pennsyl­
vania, and soloed a Cub on May 22,
1946. He earned his private certificate
in August 24, 1947-just about two
weeks after Truman and Evans em­
barked on their global
flight adventure.
The years rolled
by, and

the fall of 1996
found Mutter busy mak­
ing plans to commemorate Truman
and Evans' flight with a Cubs Around
the World theme for the annual Sen­
timental Journey fly-in at Lock Ha­
ven, when he received a phone call
from Ray Allison of Fredericksburg,
Virginia. He wanted to know if the
museum planned anything special
for the 50th anniversary, and then he

Mutter donated this his­
toric Super Cruiser to the
Piper Aviation Museum
during the Sentimental
Journey fly-in this summer.

surprised Mutter with the news that
he owned The City of the Angels and
wanted it to be preserved in a mu­
seum, similar to its sister ship, The
City of Washington.
By January 1997, Mutter had pur­
chased The City of the An­
gels and was developing
a strategy to restore the
Super Cruiser to its post
world-flight appear­
ance (but not its entire
original configura­
tion) by appealing to
various companies
and individuals for
support. After all,
that was how Tru­
man and Evans
had acquired the
airplanes and
equipment

in the first
place . "The
secret to
gaining
corporate
sponsor­
ships,"

explains Mutter, "is not to ask for
money-you ask for components."
Mutter also knew the project
would require a talented individual
to complete the labor-intensive res­
toration , and he had just the man in
mind. He had met David Liebegott,
owner of Classic Magic Aviation in
Duncansville, Pennsylvania, at a pre­
vious Sentimental Journey fly-in and
listened closely when Liebegott, who
had completed several restorations,
commented, "Some day I'm going
to make a name for myself by restor­
ing a famous airplane. " Mutter tele­
phoned him as soon as he bought the
historical PA-12 and said, "Dave, do
you remember what you said? Well, I
have the airplane for you!"
Liebegott was "true to his word,
and ended up volunteering 1,500
man-hours of his time and talents
to restore that airplane to museum
quality," smiles Mutter, "and that's
why he gets to fly it. "
The PA-12 was flying when Mut­
ter purchased it, but when Liebegott
started inspecting it, he found the
headliner was shredded and a por­
tion of the lower longerons were
rusted through below the baggage
compartment. "At first, we were
just going to rejuvenate and repaint
it," recalls Liebegott, "but when we
found some problems, I said to Harry,
'Wait a minute, this is too important
an airplane to aviation history to just
do a whitewash on it. We're either

going to do it right, or I'm not going
to do it.' That was fine with him, so
we took it apart and made the neces­
sary repairs, and put a new nosebowl
and boot cowl on it. I covered it with
Ceconite 102 and used the Randolph
nitrate-butyrate dope system."
The airframe restoration progressed
pretty smoothly, but they were in for
another disappointment when the
engine was inspected. "My lA, Russ
Vicars, pulled the jugs off and found
out they were pitted on the inside,"
says Liebegott, " so I called Harry
and said, 'By the way, we 're going to
spend $5,200 of your money on new
cylinders and a carburetor.' Harry
called Lycoming, but they were on
strike at that time, and he couldn't
get through-so we went ahead and
bought the parts we needed."
Mutter shares an interesting side
note about the original engine, ex­
plaining, "After the Super Cruisers
completed their global flight, Lycom­
ing changed out the 0-235 engines so
they could examine the engine wear
incurred during the flight, since they
had been burning anything from 73
to 130 octane fuel. "
And then it was time for the fin­
ishing touch-on the left side of the
fuselage Liebegott hand-painted the
flags of all the countries and the in­
signias of all the military bases where
Truman and Evans had landed, and
on the right side , Charlie Bickel
hand-painted the names of all the
VINTAGE AIRPLANE

13

cities where the twosome landed, as
well as The City of the Angels on each
side of the nose.
If you closely examine the flags and
insignia, you might wonder just how
Liebegott painted them in such accu­
rate detail. The answer starts with Mut­
ter's visit to the Smithsonian National
Air & Space Museum, where the origi­
nal fabric panel from The City of Wash­
ington was preserved. "They pulled the
fabric out for me, and I had a view­
graph with a l/2-inch grid scale that I
photographed each flag with, and that
gave us the correct dimensions," ex­
plains Mutter. Then the photos were
sized on a computer and printed, and
Liebegott explains that he "put carbon
paper behind the photo and traced it
right onto the fuselage before painting
it with enamel."
And Mutter's visit to the museum
yielded another significant dividend.
"While I was there, they also brought
out the original logbook from the
around-the-world airplane. That log­
book was actually for my airplane,
and they didn't know that. N3671M
is written right on the front of it, and
14

AUGUST 2006

it's signed by Truman, not Evans. I
asked if I could have a copy of it, and
she ended up sending me the original
logbook. The Smithsonian has been
most generous with me. I found some
interesting things in it, too-such
as the receipt for overnight airplane
parking in Baghdad and the Calcutta
health certificate releasing Truman
and his airplane to leave Calcutta."

Full Circle
Liebegott test flew The City of the
Angels on May 13, 1998, and four
days later, he and Mutter took off for
a promotional flight to Alaska, re­
tracing a portion of Truman and Ev­
ans' flight along the Alaska Highway,
from Delta junction to Lethbridge,
Alberta, Canada. When they returned
to Pennsylvania, Liebegott confessed
to Mutter that he'd never flown a PA­
12 before.
"Dave and I are almost like father
and son," says Mutter with a chuckle,
elaborating about the time they've
shared, "We've retraced all of the Ca­
nadian and United States stops and
landed at the exact airports where

Truman and Evans landed. We flew
from Van Nuys, California, to Teter­
boro, New jersey, in 1999, and by
now we have about 350 hours on the
airplane. We've also been to Oshkosh
and Sun 'n Fun with it. We've had
our fun with it, haven't we, Dave?"
And last year, the two men shared
yet another significant milestone when
they attended the National Aviation
Heritage Invitational at Dayton, where
The City of the Angels won the presti­
gious Paul E. Garber Trophy 2005, East­
ern Region Winner for Best Classic.
But as we all come to know too well,
change is the one consistent thing in
life, and Mutter has decided the time
has come to relinquish his ownership
of this historic airplane. And for The
City of the Angels, what better place
to call home from now on than its
own hometown and birthplace? Dur­
ing the annual Sentimental journey
fly-in this summer, Mutter held a spe­
cial dedication ceremony to formally
announce his donation of the "first
lightplane to fly around the world" to
the Piper Aviation Museum in Lock
Haven, Pennsylvania.
.....

Icom's award-winning A24 now comes in a Li -ion battery version: The A24 Li.
Longer-lasting power = more juice! Pick your own A24 Li from an Icom dealer today.

THE NAME MORE PILOTS KNOW AND TRUST. SIMPLY THE BEST.

Harold G. Scheck
(EAA 9921, VAA 75)
BY ROBERT

f residents of Hasbrouck
Heights, New Jersey, looked to
the east in 1924 they might see,
200 feet below, a large expanse
of clear, flat land that was Teterboro
Airport. Still in its relative infancy, it
was bursting with the vigor of eager
young men who were bathing in the
excitement, the adventure, and the
glow of opportunity that energized
the place. This former marshland was
already a waypoint and destination for
many early pioneers of aviation and
hosted such personalities as Clarence
Chamberlin, Charles Lindbergh ,
Adm . Richard Byrd, Amelia Earhart,
Ed Gorski, Anthony Fokker, and the
Wittman brothers, along with scores
of others . Fortuitously, it was to
become the home of several aviationoriented industries. Chamberlin
had become famous for crossing the
Atlantic two weeks after Lindbergh
on a longer trip that ended in Berlin,
as well as for other record-breaking
achievements . Gorski was Amelia
Earhart's mechanic and accompanied
her on many trips.
Is there a little wonder that a child

G. KROLL

I

16

AUGUST 2006

Scheck (left) chats with Harold Krier, famed aerobatic pilot.

born into this environment would
be attracted to the barking sounds
of engines and the sight of winged
vehicles overhead. If you lived in
Hasbrouck Heights, your family
entertainment would be to picnic at
the field, enjoying the theater and
excitement of the Gates Flying Circus
with its daredevil aerobatic performers

and the breathtaking drama of wing­
walkers and parachute jumpers. It
was in this place that a young Harold
Scheck immersed himself in the
dream world of aviation. It was only a
few years later that there was no need
to wait for the weekend; any day, the
short walk down the hill could see
him at this place of wonder.

Left: Scheck expertise restoring
Fairchild 22s is well-known. Here's
his restoration of a 22 powered
with a Warner engine. It's currently
registered to Lee Pearson of
Plymouth, Massachusetts.

HIS PURCHASE
OF TWO PROPELLERS
THAT HAD BEEN
ADVERTISED BY
CLARENCE CHAMBERLIN
IN TRADE-A-PLANE
SPARKED A
FRIENDSHIP WITH HIS
LONGTIME HERO.
Like any airport kid, Scheck's
presence was accepted by the pilots
and mechanics, which engendered
an undying enthusiasm and curiosity
about airplanes and engines that
have persisted to this day. So it was
not surprising that when his teacher
assigned the class to write what they
would like to be when grown up, 12­
year-old Scheck wrote this poem as to
why he would like to be a pilot.
I want to be a pilot
For I love the whistling breeze.
And the roar of the turning motor,
As we soar o'er the trees.
I want to be a pilot
And fly all about
Without a map or highway
To guide me on my route.
And he stuck to that dream even
though, during the depreSSion , he
was forced to drop out of high school
after his sophomore year. In 1937,
Scheck received his first ride in a 37­
hp Aeronca K at Teterboro Airport.
World War Il ended the adolescent
dreams of many a young man and
woman. When Scheck returned from
service in the South Pacific, he realized
the need for a good machine shop.
With his meager savings of $2,000
and a driving ambition, he established
the H.G .S. Co ., which earned a

Clarence
(white jacket) and Harold
(second
right) in
front of a Menasco-powered Fairchild restored by Harold. The other men in the
photo are not identified.
reputation for diligently
serving the needs of
fixed base operators and
the burgeoning antique
aircraft restoration
movement.
His purchase of two
propellers tha thad
been advertised by
Clarence Chamberlin
in Trade-A-Plane
sparked a friendship
with his longtime
hero . Chamberlin was
particularly impressed
with Scheck's restoration Scheck pulls the prop through on his Menasco­
of a Fairchild 22.
powered Fairchild 22.
By 1951, Scheck had
earned his private pilot certificate and gained an airframe and engine
with Ed Gorski, who had taken over rating. He has owned or restored
Lincoln Park Airport in New Jersey. more than 35 antique aircraft: one of
He went on to add a seaplane and which, a Fairchild 24, was donated to
multiengine land and sea rating at the EAA AirVenture Museum.
North American Aviation on the
Along with Chuck Hohler, a pilot
Hackensack River in Little Ferry, of Eastern Air Lines, Scheck was
New Jersey. It was there that Scheck the founder of the Paramus Flying
became interested in restoring Club in 1950 at Teterboro Airport.
antique, open-cockpit aircraft. This That organization has remained in
led to his adapting the Menasco continuous existence and is now
engine to a Fairchild 22, for which based at Essex County Airport in
he was awarded the supplemental Caldwell, New Jersey. Scheck has been
type certificate. (See the cover of the recognized for his many achievements
November 2003 Vintage Airplane and and support of aviation organizations
the article about the Fairchild 22 by such as EAA and the Aviation Hall
Barry Schiff in the February 2001 of Fame of New Jersey, located at
AOPA Pilot.)
Teterboro airport. In 1992, he moved
Scheck was hired by Eastern to Pinehurst, North Carolina, where
Air Lines but resigned because the he shares his interest and experience
machine shop business required with EAA Chapter 1220 at Gilliam­
his full-time attention, although he McConnell Airfield in Carthage,
continued to restore antique aircraft North Carolina.
.......
VINTAGE AIRPLANE

17

o matter where you
stand on Mr. Darwin's
theory when it comes to
biology, there's no doubt
that evolution of a spe­
cies is evident in many product lines
throughout aviation history. From
Cessna's prolific production lines in
Wichita, Kansas, sprang the post­
World War II all-metal tailwheel air­
planes that included the Cessna 140
and its evolved progeny, the Cessna
170. The 170 started life as a relatively
low-powered, four-place airplane with
docile handling, equipped with fabric-

N
The air-to-air photos were taken be­
fore Dean Richardson tracked down
a pair of original Cessna wheel­
pants. The Jetstream wheelpants
look great, but they're not from the
Cessna factory.

covered, metal-structured wings.
As it evolved, the 170 developed a
more angular profile, with squared­
off all-metal wings. By 1953, the de­
sign saw a major jump, as the core
of the 170 design was morphed into
the Cessna 180, a 225-hp workhorse.
While the 170B continued in produc­
tion until the tri-gear 172 usurped it
in 1956, the 180 and its cousin the
185 were part of the Cessna product
line into the 1980s.
The 180 design saw the basic 170
structure revised with a set of squared­
off tail surfaces and a triangular dorsal
fin, along with a trimmable stabilizer
and reshaped windows. The biggest
change was engineering the new en­
gine installation, which saw the 180's
new cowling wrapping around a 225­
hp Continental 0-470-A driving a Mc­
Cauley constant-speed propeller.
The bigger, stronger, faster 180
soon became a favorite of business­
men and ranchers, who found the
utility airplane really lived up to its
category. It seemed capable of just
about anything those customers
could want. In fact, it still seems so
today-the 180 is a highly sought­
after airplane. Ranchers still want
it, as do bush pilots from Alaska to
South America, and anywhere else a
gutsy utility airplane is needed. On
VINTAGE AIRPLANE

19

skis, on floats, or on wheels, the 180
seems to have a lot of check marks in
the "can do it" column.
Dean Richardson of Madison, Wis­
consin, is a longtime VAA volunteer
and the chairman of VAA Classic
judging. He 's no stranger to Cessna
aircraft. Along with a few other air­
planes, he's owned and restored
award-winning copies of the 170 and
a 1952 Air Force LC-126-C (the mili­
tary version of the Cessna 195), both
of which were award winners at EAA
Oshkosh. The stone original 1952
170B took home the Best of Type
award in the Antique/Classic area
during the 1984 fly-in. It also pro­
vided a great learning experience for
what really had to be done to place in
the awards at the national event. Af­
ter selling the 170, he purchased the
LC-126-C and restored it to its mili­
tary configuration-as it would have
looked while serving as a unit hack
with the Air Force lO th Air Rescue
Group. The airplane was presented
with an Antique/Classic Horsepower
Award in 1987.
That was fun, and since he enjoys
working on airplanes so much, after
20

AUGUST 2006

that experience he didn't
stop, moving on to a Cessna
T-41 , restored to its original
military configuration.
This time , he set out
to do it right, all the way
down to the original mili­
tary radios and locking
inertia reel shoulder har­
nesses. It won the Best
Liaison Airplane in the
Warbirds area in 1989 and
a Silver Wrench Award
(the Gold Wrench that
year went to an Avro
Lancaster from Canada).
A couple of years later it Dean Richardson, proud caretaker and detailer of
won a preservation award Cessna 2451F.
from the Warbirds judges.
Still, it wasn't what he was looking Super Cub, and immediately prior to
for when he set out to buy a differ­ that, a Polish Wilga, so a pretty wide
ent airplane in 2004. He started look­ range of airplanes appealed to him.
ing at Howards, enamored with the
Now he wanted something with
big, high-powered monoplane that four seats in a comfortable setting,
seemed to be ready to leap over tall a fairly high cruise speed, reason­
cumuli at a single bound . But one able range, and some visual pizzazz.
that was "just right" never seemed to Then along came the 180, with its
cross his path when he was ready to 150-mph-plus cruise speed, four seats
buy, so Dean kept his options open. in a comfortable cabin, an all-metal
Prior to the 180, he'd owned a Piper structure that was well-known for its

Above: The instru­
ment panel of the
180 now features
a Gannin avionics
stack, but is oth­
erwise original.

Patience and persistence payoff for Dean Richard­
son, as he was able to track down a pair of pristine
original Cessna wheelpants after 51F had won the
Grand Champion Contemporary Lindy at EAA AirVen­
ture Oshkosh 2005. After liberating them from their
original Cessna packaging, Dean polished the pair
and installed them with little modification needed

The doorframes and sill plates were
are carefully reshot with the proper
paint color. The seat cushions are
original leather seating that was or­
dered when the airplane was new with
a bronze and tawny mist color scheme.
It was part of the deluxe interior op­
tion package.
Left: This extra
bit of 5/16-inch
wide plastic/
chrome trim, avail­
able at automo­
tive stores, helps
detail the edges of
the wheelpants.

durability and classic good looks.
While shopping for a good, clean
180, Dean took his time. He did his
homework on the airplane, refresh­
ing his memory regarding its history
and boning up on any trouble spots he
should look out for. He looked for de­
fects such as wrinkles around the land­
ing gear (indicating a hard landing or
a lot of operation on rough terrain) or
little dents and dings on the prop and
leading edges of the tail surfaces, which
would also indicate a hard life.

While he certainly wasn't afraid of
some work to get the right airplane
into shape, there didn't seem to be
much point in doing more than he
needed to do!
Finally, after searching and read­
ing, and plenty of e-mails and phone
calls to various owners, Dean found
himself talking to a pleasant fel­
low from Texas, a rancher who used
his 180 for duties around a pair of
ranches he owned, one in south­
eastern Colorado, the other in Pilot

POint, Texas. Bill Ambrosich has been
a pilot for most of his ranching life,
and the 180 was certainly a great tool
for working a pair of ranches in Colo­
rado and Texas. But he felt he needed
to go back to a different airplane, so
he was willing to part with his 180.
Bill and Dean came to an agree­
ment on the airplane over the phone,
contingent of course on Dean's in­
spection. Dean invited me to accom­
pany him on the trip to serve as a
second set of pilot eyes and hands
as he brought the 180 home to Wis­
consin. After a nice visit with the
Ambrosichs, Dean and I saddled up
at the Denton, Texas, airport and
cinched our belts up tight, for it was
very windy, and thanks to a very
strong southwesterly flow in advance
of a cold front over the great plains, it
was likely to be bumpy and windy all
the way home.
And how! We were rocking and
VINTAGE AIRPLANE

21

rolling nearly all of the trip, since a
moderately packed cloud deck kept
us under the cumuli for most of the
flight. We routinely saw groundspeeds
of well over 175 knots, which neither
one of us were used to, having flown
airplanes with true airspeeds around
100 mph or so! We zoomed home to
Madison with one fuel stop in Leba­

non, Missouri. The leading edge of
the cold front was well into central
Wisconsin by the time we reached
the Quad Cities near Moline, Illinois,
and by checking the weather ahead of
our projected course, we were able to
work our way north to the state line,
at which point the Madison airport
reported conditions that varied be­

tween marginal VFR and IFR. A call
to the Madison tower slipped us into
the airspace as the airport was report­
ing marginal VFR conditions, and we
landed with a total elapsed time of 4.7
hours (including a fuel stop of about
35-40 minutes), averaging 170 knots
over the ground. If we'd tried to make
the same trip in an airliner, from Den­
ton to Madison, we'd have
taken a lot longer!
Once home, Dean
started to make his list of
areas where the already
nice-looking and well-kept
Cessna could look even
better. Like most of us,
each time he and his wife,
Wendie, went back to look
at the airplane, the list
grew. There were just a few
non-original parts, such as
the Jetstream wheelpants,
which were great-looking
Left: Resting on the grass
of the Lodi airport near
Lodi, Wisconsin, you can
see the amazingly straight,
ding-free cowling and nose­
bowl of SlF.

22

AUGUST 2006

(and are the ones you see in the air­
to-air photos on these pages), but
they did not come with the airplane
from the factory.
The instrument panel and the
preserved interior were among the
features that tilted this airplane in
Dean's favor. It had all the original
instruments, including the direc­
tional and attitude gyros, along with
the original radios. One more factor
working for Dean was the airplane's
paperwork. Each of the previous
owners had kept all of the paperwork
for the airplane, including the Cessna
purchase agreement equipment list
from when the airplane was first de­
livered to a pipeline company. Most
likely it was used as its executive/em­
ployee transport to operations in the
field. The airplane shows very little
utility work wear, even though it's
spent a good portion of its lifetime
working for pipeline and machine
shop companies. On it were listed the
pOinted spinner, the deluxe interior

with green/brown leather seats, and
the exter ior courtesy lights in the
wings. It seemed to have just about
every option you could buy, with the
exception of a heated pitot tube.
The more Dean looked, the better
he felt about the project, and he real­
ized that if he really hit it hard, he
could have a show-quality Cessna by
the time the summer fly-in season ar­
rived. The exterior paint was good,
if a bit worn and faded, but a strong
polish job brightened it up consider­
ably. He spent time working on the
interior, having a new headliner in­
stalled by Eric Paradise (then of Wis­
consin Aviation, now in Reedsburg,
Wisconsin) that closely matched the
original and installing a set of much­
needed shoulder harnesses.
He also worked diligently to repair
the plastic side panels using a plastic
welding kit he picked up at his local
hardware store. After the plastic heat­
welding repair was done, to prevent
cracking again Dean backed up the

repair with a thin leather patch at­
tached with contact cement to the
back side of the repaired panel. He
has found that this works very well
over a long period of time.
Once they were repainted, along
with the small metal trim around the
windows and doorsills, the repairs
became invisible. The leather seats
needed a cleanup but were in other­
wise excellent condition. The origi­
nal tinted windshield didn't need too
much work, but quite a bit of time was
spent detailing the engine, and Wis­
consin Aviation helped out with a new
a radio package with a Garmin suite of
navigation/communication radios.
A few of the instruments were
overhauled and re-installed, helping
boost the personal score Dean had
given the airplane. He figured when
he bought it the interior was about
a 6 out of 10, and the exterior a 7
or 8. With the exception of an ad­
ditional logo on the tail, and the af­
termarket wheelpants, nothing else

AERO CLASSIC

"COLLECTOR SERIES"

- - - ­ 7k ---'--­

Vintage Tires

BUTYRATE

New USA Production
Show off your pride and joy with a
fresh set of Vintage Rubber. These
newly minted tires are FAA-TSO'd
and speed rated to 120 MPH. Some
things are better left the way they
were, and in the 40's and 50's, these tires were perfectly in
tune to the exciting times in aviation.
Not only do these tires set your vintage plane apart from
the rest, but also look exceptional on all General Aviation
aircraft. Deep 8/32nd tread depth offers above average
tread life and UV treated rubber resists aging.
First impressions last a lifetime, so put these jewels on and
bring back the good times .....
500 x 5, 600 x 6, 700 x 8

DESSER
Of Aviation Since

.

~

VINTAGE
LANES
Classic Finish for Classic Airplanes
Since 1949
Covering materials price for standard vintage aircraft: approximately $3500
)'urchase the enUre kit and receive a 10% discount.

Desser has the largest stock and
selection of Vintage and Warbird
tires in the world. Contact us
with

TIRE & RUBBER COMPANY

/(JIt -----f-'­

Many Origil1il Manufacturers colors are available. Give your Vintage
Aircraft an award-winning, original finish with unlimited color choices.

New General Aviation Sizes Available:

ffi

ESYSTEM

SUpernIte-

TelePhone: 800-247-8473 or
323-721-4900 FAX: 323-721-7888

3701 H1gtnray162
GranJte CIty, Ii. 112040
PII. 800-323. 11
Ph. 618-931 -5080

6900 Acco St. , Montebello, CA 90640
3400 Chelsea Ave, Memphis, TN 38106

www.desser.com
VINTAGE AIRPLANE

23

on the airplane would result in major
deduction points. The radio installa­
tion would not result in a deduction,
nor would the newer brakes (a safety
item) or the strobe lights (another
safety addition).
A bit of skin work did need to be
done on the flight control surfaces.
While not terrible, it was pretty obvi­
ous that at one point the airplane had
gotten caught outdoors during a hail­
storm. Dean had the ailerons, tops of
the elevators, and horizontal tail re­
skinned by a shop in Louisiana.
Having done all that, he left the air­
plane home when he came to Oshkosh
for AirVenture, unsure whether he
should bring it for judging. After all,
he'd been involved in Classic airplane
judging for many years, and even
though he wasn't involved in Con­
temporary judging, he didn't want to
put anyone in a difficult position.
Once he started showing other
VAAers photos of his new project, ev­
eryone encouraged him, both Con­
temporary judges and others, to go
to Madison and get the airplane so it
could be judged and put on display.
Now that some folks had talked
him into getting the airplane, he
brought it up on Wednesday of the
convention, and the following day
the Contemporary judges swarmed
over it. A number of remarkable
things came to light as they looked
it over. First, most commented later
about the condition of the nosebowl
and cowling.
The 180 has a smooth compound
curve cowl that shows dings and
dents quite readily, but Dean's cowl­
ing didn 't show any of that usual
24

AUGUST 2006

runway and maintenance rash. He'd
paid particular attention to the little
areas that always seem to show wear,
such as the door side panels, the
doorframe and door sill plates, and
the door seals, which needed to be
replaced. All were neatly touched up,
and the rest of the airplane showed
great attention to detail and was
original in its configuration. Three
days later, at the awards ceremony
in EAA's Theater in the Woods, Dean
was stunned to hear that he'd won
the Grand Champion Contemporary
Lindy for EAA AirVenture 200S.
After being recognized hands­
down as the most original Cessna 180
at EAA AirVenture 200S, you'd have
thought it might be time to relax. But
I know Dean pretty well and knew
that would never happen.
"I never leave well enough alone,
since I love working on airplanes, so I
kept wanting to get everything origi­
nal," he said.
The next item on his list?
Original Cessna wheel pants.
Dean placed a few ads in some of
the trade papers, including Vintage
Airplane, advertising for a set of good
original pants, just like those de­
livered on the earlier 180s. At least
a dozen callers responded, but one
caller in particular really made his
ears perk up. When Dean told him
that he was looking to have them in­
stalled and polished, not painted, he
asked the owner of the wheel pants
how they looked.
"I don't know," he responded.
"They're still in the boxes they came
in from Cessna years ago."
That sounded good to Dean!

A deal was struck, and a few days
later the delivery man dropped off
the boxes marked "Cessna Aircraft,"
and Dean very carefully op e ned
them, gently pulling the staples. As
he folded back the box tops, it was
like Christmas and the discovery of
King Tut's tomb all rolled into one.
There, peeking out from the packing
foam and blue plastic wrapping, was
a pair of never-installed Cessna fac­
tory wheel pants, along with the bits
and pieces for installation .
For days he carefully removed the
plastic wrap, which over the years had
deteriorated and was stuck more firmly
to the aluminum than was intended. A
bit of solvent tb loosen the light adhe­
sive on the plastic film did the trick,
and he was the proud papa of a pair of
perfect pantaloons for his Cessna.
There was one minor difference in
the pants as manufactured and their
installation on the 1966 180H-the
Cleveland double-puck brake caliper
on the later model was in front of the
landing gear, and these pants were set
up for the smaller Goodyear brakes
on the back. By swapping sides and
axles (and keeping the shims in place
for the proper toe-in) the pants were
a near perfect fit, with hardly any
trimming needed for fitting.
One more detail, after polishing,
was added to the pants . Dean has
never cared for the rather unfinished
look of the very edge on the bottom
of the Cessna wheelpants, but he
spotted something at an automotive
store that he knew would solve the
problem. It was a chrome-plated plas­
tic trim section (see photo) that has
a small amount of adhesive included
in it . You simply push the U-shaped
section onto the edge you're dress­
ing up and the adhesive will keep it
in place. When done with restraint,
it looks just as if the factory made it
that way.
I just smiled when I saw it, because
it was so Dean Richardson.
On his airplanes, or Chris-Craft
wooden boat, he always seems to
know just what needs to be done to
make something "just so." No won­
der he loves working on airplanes
so much!
......

Bob Gibbs & Dan Ramsey
Belpre, OH

• GIBBS - Ratings: Commercial,
Instrument, Flight Instructor
• RAMSEY - Ratings: Commercia/,
Single Engine, Multi-engine,
Instrument
• Owners:
1943 Stinson Reliant V-77 AT-19
1943 Stearman N-252 N67454

"AUA is my insurance company because they are dependable.
When I cali, a courteous and knowledgeable person answers
the phone and expedites the matter."

-Sob Gibbs
IN MEMORY OF DAN RAMSEY
August 16, 1928 -June 19,2006

AUA is Vintage Aircraft Association approved. To become a member of VAA call 8oo·843·36J2.

REARWIN SKYRANGER

Duane Wething, of Detroit Lakes,
Minnesota, just sent us this photo
of a 1942 Rearwin Skyranger. Duane
just completed the restoration last
fall for owner Jim Bortnem of Haw-

ley, Minnesota. Jim has owned the
Skyranger for almost 30 years, and
it was in storage for 20 years after
it was damaged in a windstorm. A
complete strip-down, inspection,

1948

LUSCOMBE

and repainting, including a Stits
Poly-Fiber cover job, were done by
the restorer, who also added new
glass and a neatly duplicated origi­
nal-style interior.

88
Doug Kingsley of Parker,
Colorado, owned this beau­
tiful Luscombe when it was
restored, and John Greiner of
Longmont, Colorado, now
owns it. It was restored by
Doug Orm and Bob Peterson,
who re-covered the wings,
painted the aircraft, and in­
stalled a new interior. The
Lycoming 0-145 engine was
replaced with a Continental
A-75 engine for better per­
formance at Colorado's high
altitudes. Evan McCombs of
Evan's Aircraft now maintains
the airplane; he was Doug's
EAA flight advisor for his tail­
wheel transition training.

26

AUGUST 2006

1963 BEECHCRAFT MUSKETEER 23

The contemporary owners
are really going to town with
some of their aircraft, and
owner Keith Greene of Alma,
Arkansas, has really got some­
thing fine to fly and show off.
His '63 Musketeer, N8748M,
serial number M-536, was a
training airplane until Keith's
purchase in 2004. Keith cred­
its Bill Gray of Gray's Aviation
with help dismantling and
rebuilding the airframe. Bill
Gray's son, Don, who owns a paint shop across the airport
from Bill's Aviation, was responsible for executing the sharp
reproduction of the Beechcraft color scheme. Keith also cred­
its the crew at Mena Aircraft Interiors for their help on the in­
terior work. He'd also like to thank all the other friends and
associates who helped him with his Beech.

send your photos to:

Vintage Aircraft Association

What Our Members Are Restoring, P.O. Box 3086

Oshkosh, WI 54903-3086


CESSNA 195


Pat Wilson of Albuquerque, New Mexico, sent
along these pictures of his 1953 Cessna 195, pow­
ered by a 275-hp Jacobs engine. The FAA registra­
tion database tells us it is serial number 16078. That
bronze-colored instrument panel and other cockpit
details certainly look classy!
VINTAGE AIRPLANE

27

BY DOUG STEWART


Gettin' old
"Gee . . . nice-looking airplane
you've got there, Doug. What year
is it?" I was asked the other day as
I stood atop a ladder, filling up the
tanks of my Super Cruiser at the self­
serve fuel pump at the Columbia
County Airport. "It's a '47" I replied
as I wriggled my nose to adjust my
bifocal glasses so that I could see the
meter on the pump . "It's four years
younger than I am," I continued as I
carefully climbed down, making sure
to not miss any rungs on the ladder.
This got me to thinking: You
know, it wasn't that many years ago
that climbing up the ladder was your
concern, what with your slight fear of
heights (a condition that I've found I
share with many another pilot). Now
you're more concerned with coming
down the ladder and the possibility
that you might trip and fall if you're
less than careful. You know, Stewart,
maybe your age is starting to show.
You're overcoming your phobias, and
you are also acting with less reckless
abandon than you've been known to
show in the past. Maybe that's a good
thing, and getting old, rather than
being a negative, is having a positive
influence on your life.
Perhaps this was true. I have found
that although I'm still not sure what
I want to be when I grow up, none­
theless those hazardous attitudes that
used to be so hard to subdue have
come more under control (although I
still have to be ever vigilant) as I age.
My flying has definitely taken on a
more conservative tone as my age re­
28

AUGUST 2006

minds me of my mortality. The old
adage about old pilots and bold pilots
takes on more significance with each
passing day. All these things, and
more, are some of the positive aspects
that come with aging.

"Say again . . "
becomes a
frequent phrase
in out
pilot/controller
vocabulary as
our hearing
diminishes.
But pilots, unlike fine wines, do
not necessarily improve with age. Al­
though the spirit might still be will­
ing, the flesh is indeed getting a little
weaker. Since many of us who belong
to the Vintage Airplane Association
are as old as, if not older than, the air­
planes we love and fly, it would prob­
ably behoove us all to take a look at
some of those things that can, and at

times do, impact our flying in a nega­
tive sense as we age.
Probably the first thing we notice
starting to go ... hang on here, I'll
remember what it was in just a sec­
ond ... oh, yeah, now I remember ...
is our vision. It isn't long after we see
the notation on our medical certifi­
cate stating" corrective lenses must
be carried in the cockpit" that we
find we actually have to start wear­
ing them, rather than just stuffing
them in the door pocket. Even be­
fore I found that the seat wouldn't go
far enough back in a Mooney Ranger
for me to be able to read the gauges
without glasses, I was cognizant that I
would have to start reluctantly wear­
ing those half-lens reading glasses to
see the instruments.
Now I'm wearing bifocal glasses
that help me out not only with read­
ing the gauges, but also for distance
vision as well. Rather than having to
squint out through the windshield to
try and make out the taxiway signs,
as I taxi " ... right on alpha, left on
Sierra, to Runway 24 ... " my glasses
now allow me ample warning about
those upcoming turns.
The need for corrective lenses for
both near and far vision as we age is
usually quite obvious, but there are
several other effects upon our vision
that come with age and are perhaps
a bit less obvious. Amongst these are
a diminishment of visual clarity and,
especially, night vision; a greater sen­
sitivity to light; peripheral vision can
become blurred; depth perception di­

minishes; it takes longer for the eyes
to adjust from near to far objects and
vice versa; the muscles of the eyes be­
come less responsive over time and
take longer to adjust to changes in
the environment as well as changes
when moving focal points between
near and far; and the eyes take longer
to adjust to dark because the weak­
ened muscles of the eyes cause the
eyes to dilate less quickly.
Vision is certainly not the only
thing to be affected by the aging
process. "Say again ... " becomes a
frequent phrase in out pilot/control­
ler vocabulary as our hearing dimin­
ishes. In most people a weakening of
the muscles is normal as they age. En­
durance is diminished. Oxygen is not
used as efficiently, and the muscles
lose their elasticity. Awareness of im­
pending risk is delayed. Eye and body
muscles react more slowly, resulting
in a delayed response time.
Space and distance are misjudged
more frequently, and our reaction
time slows. Responding to factors
may require more time and space,
because correct actions require per­
ception, evaluation, and motor
response (muscle) time. In fact, re­
acting to a hazard may take twice as
long for a pilot who has moved into
middle age (40-54) and up to four
times longer after age 5S or so.
lt is obvious how all these is­
sues will affect our flight safety, and
one might think a pilot would have
enough sense to be much more care­
ful and adjust his personal mini­
mums to compensate for the effects
of aging. But one of the insidious
things about all of these aging-re­
lated problems is that they don't
occur overnight. Rather, they occur
gradually over time, and the dete­
rioration might very well not be no­
ticed or, if noticed, rationalized away
through the process of denial.
For pilots operating with a rec­
reational or higher certificate, the
once-every-24-months medical
exam might catch some of the de­
terioration, but for the pilot with a
sport pilot certificate, the "driver's li­
cense" medical might not reveal any
of these potential problems . Thus

Your One

STOP Quality Shop

1-888-388-8803
1-780-447-5955
Call Today For Our New Catalog

Exhaust Systems
Carb Air Boxes
Structural Assemblies
Clamps & Hardware
Round Engine Exhausts
Engine Mounts
Fuel Cells
Heaters

All Makes & Models

it would seem that it sure would be
wise for all of us older pilots to have
annual medical checkups and, espe­
cially, annual eye checkups, includ­
ing checks for cataracts, glaucoma,
macular degeneration, diabetic reti­
nopathy, and other eye conditions
associated with aging.
Some other recommendations in­
clude using cockpit resource manage­
ment (CRM), especially passengers
to aid you in the job of "seeing and
avoiding;" keeping your windshield
clean; adjusting your seat to maxi­
mize visibility outside th e cockpit,
using cushions if the seat is not ad­
justable; avoiding tinted lenses at
night; wearing sunglasses when it is
bright out; and avoiding glasses with
wide frames or heavy temples, being
sure the frames do not inhibit side
vision or create difficulty in seeing
the entire field of vision.
Avoid being in a hurry, and don't
let air traffic control rush you (this
applies to all pilots regardless of age,
but especially to the older pilot).
Keep an active exercise regimen to
enhance flexibility, strength, and en­
durance; fitness is important at any
age. Ask a significant other if he or
she notices changes that might af­
fect safety in an airplane. Identifying
deterioration or weaknesses in other
areas of normal living that require
perceptual motor skill, whether in
the workshop, in the yard, or in the
kitchen, should be used as clues that
flying and airplane safety could also
be affected.
Lastly, and perhaps most impor­
tantly, get frequent recurrent train­

www.acomwelding.com

ing. Go beyond a flight review once
every 24 calendar months; go beyond
an annual Wings program. Do as the
airlines and air-taxi pilots do ... get
recurrent training every six months!
It is sometimes difficult for me to
accept some of the shortcomings the
aging process has inflicted upon me,
but I am cognizant of them and have
factored them into my personal mini­
mums, not only when I am flying,
but also in all the other wonderful
activities that I undertake. However,
I also know that the aging process is
not all a negative. I certainly have
much more patience, compassion,
and-I think I can say-wisdom than
I did not too many years ago.
Aging is not all bad. I certainly
know this when I visit EAA AirVen­
ture Oshkosh every year. For me, the
most beautiful and awe-inspiring air­
planes that fly to this aviation mecca
are all parked south of the Red Barn!
To all the wonderful Vintage pilots,
whether you are young or old, may
you be blessed with blue skies and
tail winds, and may the aging pro­
cess, whenever it occurs, be a posi­
tive one!

I would like to thank David Bennett,
one ofour VAA directors, for the inspira­
tion for this article, as well as providing
much of the information used.
Doug Stewart is the 2004 National
CFI of the Year, a NAFI Master Instruc­
tor, and a designated pilot examiner.
He operates DSFI Inc. (www.DSFlight.
com) based at the Co lumbia County
Airport (lBl).
.......
VINTAGE AIRPLANE

29

A serviceable cord r - - - - - - - - - - - - - - - - - - - - - .
arly on in the history of avi­
should have a
ation it became clear that a

smooth outer cover-

landing gear with some "give"
ing, with no bumps

or shock absorption capabilities was desirable. The early or disruptions to the

woven cover. This
Bleriot and other pioneer aircraft used
one
looks good, but
thin tires set on wire-spoked wheels, and
age
and repeated
while they were great for clearing the
landing
cycles have
humps and bumps of the local pasture,

taken
their toll.

they didn't soak up the bumps too well,
so a second level of shock absorption

was added-rubber shock cording.

For decades, woven fabric-covered shock cord (often called
bungee cord) was the most common of all shock absorbers.
In fact, it was so ubiquitous, used on so many different civil­
ian and military aircraft, that it was even the subject of a mili-

E

No, it's not some new exotic
pasta dish, or an undiscov­
ered sea creature. The outer
rubber strands show signs
of environmental aging, as
'ozone and airborne con­
taminants (including engine
exhaust chemicals) attack
the rubber. You can see how
the inner strands are less
affected. Again, this shock
cord didn't appear to be ex­
cessively worn when viewed
from the outside; the damage
was only obvious once the
covering was cut away.
30

AUGUST 2006

a

*

~.... SUPER.ll\!!IJR. ~m
AIR

PARTS.

INC .




Order On-Line 24n/365 www.aircraft-specialties.com

Aircraft Specialties Services is your complete one stop aircraft
parts and pilot supplies supercenter. You'll know we're serious by the
brands we keep; Superior Air Parts, Continental, Lycoming, ECI, Air
Support, Goodyear, Rapco, Gill, Brackett, Champion, Lord, 3M just to
name a few!
You can phone-in, fly-in , drive-in, or order online 24 hours a day,
seven days a week, 365 days a year. Aircraft Specialties Services is
located at 2680 North Sheridan Road in Tulsa, Oklahoma, just across
the street from the general aviation runway at Tulsa International. We
have sales people who average over 20 years experience. They can

help you find what you need when you need it. Because of our
central location in Tulsa, orders shipped with the major carriers arrive
in a very timely manner almost anywhere in the United States.
Aircraft Specialties Services goal is to keep general aviation alive
and well. So in addition to our machining division our parts and
supplies division is designed for timely service and convenience.
You can save big with our reconditioned parts then make sure you
have everything you need to get back in the air fast all in one
convenient stop, web visit or phone call.
'On all in-stock merchandise on orders received by 3:00 pm CDr

1·800·826·9252

Now The Exclusive Distributor For

AIRCRAFT SPECIALTIES SERVICES, 2860 N. Sheridan Road, Tulsa, OK 74115 Phone: 918-836-6872 Fax: 918-836-4419

This same cord showed some signs of abrasion damage to
the woven covering where the shock cord was in constant
contact with the landing gear structure.

This cord shows obvious signs of damage to the outer cover­
ing and to the rubber strands inside. The bumps and breaks
in the covering indicate many broken strands of rubber in­
side the shock cord. This cord must be replaced.

Most normal humans
would not be able to
pull on a 3/4-inch shock
cord and be able to
stretch it, but this cord
had deteriorated to such
possible for me to do so!

MIL C-5651D
Shock Cord Dating System
The color code repeats on
a five-year cycle.
First color stripe:
1997-Red
1998-B1ue
1999-Yellow
2000-B1ack
2001-Green
2OO2--Red
2003-8lue
2004-Yellow
200S-Black
2006-Green
2007--Red
The second stripe indicates the quarter of
manufacture:
January-March--Red
April-June-Blue
July­September-Green
October-December-Yellow
Some manufacturers add a
third color stripe not required
bv MIL-C-5651D.
32

AUGUS T 2006

Some aircraft use muHiple shock
cords. This is the upper end of the
landing gear of a Fokker Super Uni­
versal. A similar herringbone arrange­
ment was used on the Ryan NYP, Spirit
of St. louis.

tary speCification, MIL-C-S6S1D. It's still
commonly used in the military and for
civilian use. Double-covered shock cord
is Type I; shock rings with a double­
braided cover are Type II.
These cords are made with a core of
rubber threads and a layer of woven cot­
ton cording to protect the easily dam­
aged rubber. Shock cord used in aviation
applications has a pair of woven outer
layers. The actual diameter of the rub­
ber strip bu ndle is not the only factor
that controls how much force is needed
to stretch a cord. Made of heavy cotton
thread, the woven cover serves another
not-so-obvious function-it controls
the level of force required to stretch the
cord (the cord's "modulus"). The tighter
the cover is woven over the rubber strip,
the greater the force required to elon­
gate the cord. Manufacturers can also
vary the ratio of rubber strip and the
cover yarn to control the modulus of
the cord. That's why it's important to
keep the cover intact; it not only pro­
tects the rubber strip from premature
aging, but also is required to maintain
the shock cord's strength.
The rubber itself is high-grade rubber
strip, either natural latex rubber or syn­
thetic rubber, similar to that used when
golf balls were made with a wound rub­
ber strip core, only wider. (There are no
longer any manufacturers of wound rub­
ber core golf balls in the United States!)
While it exhibits great elasticity and du­
rability, the rubber is susceptible to en­
vironmenta l damage. When exposed
to air, ozone and other pollutants will
quickly deteriorate it. So will exposure to
engine oil and other chemicals, such as

exhaust residue. Keeping the outer cover
clean goes a long way toward keeping
the rubber from deteriorating. That's
why on a Cub or other similar landing
gear systems, leather or vinyl "boots"
are used to cover the shock cords.
If you've owned an airplane that is
equipped with shock cords as part of
the landing gear, you know how impor­
tant it is to check the cords, to avoid a
letdown feeling when one of the cords
lets go with a sharp report. But what
do you look for? How do you know it's
time for a replacement? Do you use the
calendar, the appearance of the cord, or
the cord's date of manufacture?
The answer is all three! While a cord
may look perfectly fine, if it's been sit­
ting unprotected on the shelf in a hot
hangar for years, odds are the rubber
strip inside has deteriorated to such
an extent that a few cycles of stretch­
ing will create a lumpy, useless mess.
You've probably seen what can happen
to a set of shock cords when an airplane
has been left sitting out in the open for
years. It doesn't seem to take very long
for the landing gear to begin to splay
outwards, and before you know it, the
gear is near collapse.
Do your best to obtain fresh shock
cords when it comes time to change out
a cord. Each outer layer of the woven
cord made to the exacting standards re­
quired for the mil spec will contain a pair
(or sometimes a trio) of colored treads,
which indicate the date of manufacture.
The mil spec defines the meaning of the
colored yarn. See the chart included in
this article for details. The military re­
quires a shock cord or ring be packaged
and delivered no later than six months
after manufacture; if stored properly,
the cord can last for many years.
During an annual or other peri­
odic inspection, check the shock cord
first by standing back and looking at
the airplane from the nose. Does it sit
high up on its landing gear? Or have
you noticed that the wing seems to be a
bit lower than it used to be (sometimes
evidenced by clanking your forehead
when you go to enter the cockpit)? Is
the inner portion of each of the tires
wearing excessively?
When you rock the wings with your
hands while on the ground, does the

landing gear seem excessively soft?
Even when the cords have been well
protected, the interior of the shock cords
will deteriorate over time and will need
replacement. Evidence of that wear is
most often seen in the form of surface
irregularities in the covering.
Bumps, tears, or other disruptions in
the smooth woven cover tell you some­
thing's amiss under that cotton wrap. Is
there discoloration on the cover, indi­
cating possible exposure to chemicals or
oil, or is it dirt and grime from a lifetime
of living on the belly of an airplane?
Take a look at the photos in this ar­
ticle. These shock cords had been in ser­
vice for 14 years on an Aeronca Sedan.
A pair of rings is used on each side, for
a total of four shock cord rings. I'd no­
ticed that the gear seemed rather soft
when the wings were rocked up and
down, and the gear seemed splayed out
more than normal. Also knowing that
the age of the cords was at least 14 years,
I made plans to change the cords during
the annual inspection. While one cord
looked pretty good, the other, manu­
factured four years earlier (evidenced by
different color-code cords in the woven
covering) had obvious defects.
Once the decision has been made to
replace the cords, caution must be ex­
ercised to prevent injury. These shock
cords can recoil with tremendous force
once stretched.
For the Piper Cub and its brethren, a
few enterprising companies have made
special tools for stretching and install­
ing the cords. In other cases, a special
tool is not needed, but do avoid the use
of sharp or pointed tools to lever or pry
the shock rings in place. Disrupting the
covering not only exposes the rubber to
the environment, but also can cause a
change in the cord's modulus in a small
area, weakening the cord and leading to
premature failure.
Once the cords have been replaced,
go out and enjoy that "new landing
gear feeling." But be careful-you'll be
amazed at how stiff the landing gear has
become, and you may need to adjust
your landing technique. But even if you
"sproing" a few of those first landings,
you'll have the peace of mind knowing
your bungee cords are up to soaking up
anything you can throw at them! ~

continued from page 1
Home, Washington, which is near Se­
attle. Now, I'm not going to reveal a
lot of detail here in this column, be­
cause there is a really neat story to be
told here, and I am hopeful that be­
tween Sam and H.G., our editor, you
will have the opportunity to read all
about this great adventure Sam was
on when he arrived at SMD in Fort
Wayne, Indiana.
But what I will reveal here is that
Sam had just purchased his second
1929 Bird in the Long Island, New
York, area nearly six weeks earlier.
You will likely learn about his first
Bird in the future article. So, here was
60-year "Young Sam Dodge" (this is
how he signs his e-mails) six weeks
into this adventure of getting his Bird
home to Home, Washington, from
Long Island, New York, with all of
25 hours of tailwheel time in his
logbook, forging his way across the
United States.
Now I have to tell you, this is one
interesting gentleman. Sam is a for­
mer Hollywood producer who left
the industry and became a stay-at­
home dad for his two sons some 20
years ago. Sam ended up spending
the whole July Fourth holiday with
us at SMD, and we had a great time
together. We assisted him with some
minor maintenance items on the
Bird and then sent my new friend on
his way to finish his great adventure.
As I write this column, Sam is in Bill­
ings, Montana, and he continues to
chronicle this great adventure. We
hope to share it with you soon.
EAA AirVenture Oshkosh 2007­
The World's Greatest Aviation Celebra­
tion-is coming July 23-29,2007. VAA
is about participation: Be a member!
Be a volunteer! Be there! Let's all pull
in the same direction for the good of
aviation. Remember, we are better to­
gether. Join us and have it all.

VINTAGE AIRPLANE

33

E.E. "BUCK" HILBERT

One more turn on turnbuckles

Dear Buck,
Your recent article on turnbuckles
struck another nerve, and I just have
to relate my turnbuckle experience to
you; nothing like yours-thank God!
When I first went to work in the
maintenance shop at AIRGO in June
1944-a couple of years back-I had
presented myself to the maintenance
chief, Mr. Ralph Bleke, as having
no experience but a strong desire to
learn. Evidently he liked that because
he hired me!
The first job I was assigned to
was helping to re-cover the wings of
a Stinson SR-9F, which took several
weeks. When that was completed we
busied ourselves with other less de­
manding jobs for a few days before
tackling another big one.
Walter Trask was chief pilot for the
MacMillan Feed Co. at Decatur, Indi­
ana, and they operated a Stinson SR­
8. This plane had a 260-hp Lycoming,
and it was well maintained.
The plane was scheduled for a trip
to Florida the following day, and Walt
wanted a 25-hour inspection done on
the engine before starting out. Mr.
Bleke assigned the job to our engine
shop mechanic, Jack Stroud, with
Bill Arthur to assist him. Jack and Bill
were good friends, and Bill was to be
married on the following Saturday, so
they had to leave early that day for
the wedding rehearsal; Jack was part
of the wedding party!
They managed to complete the
inspection but were running out of
time. Mr. Bleke told them to hang
the cowling on, and he would have
me finish installing it; I had never
34

AUGUST 2006

done this before!
With all the confidence of a 17­
year-old who thought he was in
heaven, I approached the task with
great gusto; after all, it couldn't be
too tough or I wouldn't have been
given the task.

After several turns
I checked the
alignment again;
all did not seem to
be as I thought it
should be.
You may be familiar with this type
of installation. The split line was on
the bottom of the cowling. There
were two brackets with turnbuck­
les that pulled the cowling together.
One end was permanently attached
so that it could swing down when the
turnbuckle was loosened. There were
aligning pins to keep the cowling
aligned fore and aft. At the bottom of
the engine were two horn-shaped in­
take tubes, which I assumed were for
the carburetor, and at the bottom of
the cowling were two funnel-shaped
tubes, which I assumed should fit
into the tubes on the engine; there
were screens on the cowling tubes!
I swung the turnbuckle clamps
into position, checked to see that
the aligning pins were in the proper
pOSition, and began to tighten the
turnbuckles to draw the cowling to­
gether. After several turns I checked
the alignment again; all did not seem

to be as I thought it should be. The
aligning pins were gradually begin­
ning to work into their assigned
holes, but the horn-shaped tubes at
the front of the cowling were not lin­
ing up the way I thought they would,
or should. I reasoned that if I contin­
ued tightening the turnbuckles, the
cowling would eventually snap into
alignment. I guess my biggest mistake
was assuming too much. Henceforth
I continued tightening, checking ev­
ery few turns to see if things were
going as I assumed they would. The
last time I checked it appeared that I
might be right, since there was some
indication that things were begin­
ning to move.
Thinking to myself that just a few
more turns should do the trick, I pro­
ceeded to tighten. Suddenly there was
a horrible sound! It was a ripping, tear­
ing, crunching noise I shall never for­
get! What was that? I began to search
for the source with considerable trepi­
dation; then my eyes fell upon the
fixed bracket that held it to the cowl­
ing. It was attached to a large hole. I
had tightened the turnbuckle so much
that it pulled the bracket right out of
the cowling; first my thoughts were,
0- M- G-! What have I done? My
next thoughts were, where might I
find future employment?
There was only one thing to do, so
I went in search of Mr. Bleke. When
I found him, my first words were
"Ralph, I really screwed up bad!/I
When he looked at my handy work
he was obviously distressed, but he
kept pretty cool, saying, "1'11 have to
get Ed Shenk to come out and help

me fix this tonight; the plane is leav­
ing for Florida early in the morning."
Right after that I went home for
the day, wondering what the atmo­
sphere would be tomorrow. Noth­
ing more was said, and I continued
with AIRGO for a couple more weeks.
They hired a new mechanic (experi­
enced), and one day Mr. Bleke asked
me to take the next week off; he'd
call when he needed me. I knew I
was getting the "bum's rush. " As I
was leaving, and feeling mighty low,
I passed by the Pierce shop, where
AIRGO's new mechanic had formerly
worked. It dawned on me that they
were now short a man. I walked over
to the boss and said, "You guys need
any new help?" "Do you know how
to lay tapes?" he asked . "Sure do," I
replied; I'd never laid a tape in my
life. "When can you start?" he asked.
"Right now," I said, "just as soon as I
clean out my locker at AIRGO." Re­
turning to the AIRGO shop I found
Ralph still there. Walking over to
him I said, "Ralph, I quit!" Aston­
ished he said, "You what?" And I re­
peated, "I quit-I can't afford to be
laid off, and I just got hired by Pierce.
Thanks for everything. I'll be seeing
you around."
That day I had my first experience
at laying tapes!
Over to you,
Edward E. "Ed" Beatty
VAA 6448

Aug. 12-1 3

Arlington, WA

• Fabric Covering • Sheet Metal Basics
• Electrical Systems & Avionics
• Introduction to Aircraft Building

Aug. 19-20

Indianapolis, IN

• Fabric Covering • Sheet Metal Basics
• Electrical Systems & Avionics
• Com
Construction
• Cas

ane
Sept. 8-10

Griffin,GA
(Atlanta Area)

Sept. 9-1

Corona, CA

• RV Assembly

Sept. 9-10

Denver, CO






Sounds like you had a tough day, Ed,
but I'll bet you learned quickly how to
ask questions {irst and then get to work.
Hey, all of you members out there,
we're going to start a column of Q&A
stuff, just as we intended this column to
be nearly two decades ago. So how about
it-drop us a note and let an expert an­
swer it. H.G. will send the questions out
to different folks each month, and we'll
get you an answer you can use. But it
only works if you ask questions, so have
at it! Send them to H.G. at either vin­
[email protected] or EAA, Vintage
Questions, P.O. Box 3086, Oshkosh, WI
54903-3086.
It's over to all of you,

-;Bu.J

Fabric Covering • Sheet Metal Basics
Electrical Systems & Avionics
Composite Construction
Introduction to Aircraft Buildi
ane

-

• Repairman (lSA) Inspection- Airplane

Oct 13-15

,"'""_.......

-'
;
......
.
TOOLS. £B

Griffin, GA

• TIC Welding

(Atlanta Area)

EM sporlAir

Sponsors:

KLEIN

., •



Aircraft Coattng.

www.klelntools.com

_polyfiber.com

www.alrcraftspruc:e.com

~ EAA . AI
./PJOllrJltJ'1I

1-800-WORKSHOP
WORKSHOPS
1-800-967-~746
___ ~'\
www.sportalr.com
EAA<

YOU CAN BUILD IT! LET EAA TEACH YOU HOW.
VINTAGE AIRPLANE

35

BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM HAL SWANSON'S COLLECTI ON.
Send your answer to
EAA, Vintage Airplane,

P.O. Box 3086, Oshkosh,
WL 54903 -3086. Your
answer needs to be in
no later than September
10 for inclusion in the
November 2006 issue of
Vintage Airplane.

You can also send
your response via e-mail.
Send your answer to
[email protected]. Be
sure to include your name,
city, and state in the body
of your note, and put
"(Month) Mystery Plane"
in the subject line.

MAY'S

T

MYSTERY

he May Mystery Plane, from Ted Businger, is
part of his John Sunyak collection. Here's our
first letter:

The May 2006 Mystery Plane is the Simplex R -2 -D
Red Arrow Dual Plane, also known as the Simplex
Racer as shown in your photo. The aircraft was built as
c/n 37-R, was registered as NR43M, and was flown with
race number 71 in its class at the 1929 National Air Races
in Cleveland by H.S . (Dick) Myhres, the factory pilot.
The Simplex Aircraft Co. was located in Defiance, Ohio.
The race number showed me by reference to pages 542­
545 of the EAA 1991 edition of Schmid and Weaver's The
Golden Age of Air Racing: Pre-1940 that it is the Simplex.
This was by process of elimination of the other "71" rac­
ing aircraft.
The information quoted below is given by Aerofiles .
com and on page 30 of Joe Juptner's T-Hangar Tales: Sto­
ries of th e Golden Age. The "Dual Plane" name is very
meaningful because it was built as the high-wing mono­
plane shown in your photo, but had a lower wing that
36

ANSWER


AUGUST 2006

could be mounted on the lower fuselage structure to in­
crease payload by flying as a biplane. Juptner has a photo
of the monoplane that was taken from directly behind
the aircraft. Aerofiles reports that the engine, as raced
and as a biplane, was a Wright J-6-7 (R-540) of 225 hp, al­
though a WrightJ-6-5 (R-760) of 165 hp could be installed
on the monoplane version. Aerofiles reports that the up­
per wingspan was 32 feet 9 inches and the lower span 24
feet . The payload was 700 pounds with a range of 600

Simplex R-2-D Red Arrow Dual Plane/Simplex Racer. These two photos sent by Ed Beatty and James Harvey show the Simplex
in two racing configurations-as a biplane without wheelpants, and as a monoplane with pants.
miles as a monoplane, and 1,325 pounds with a range of
700 miles as a biplane.
Jack Erickson
State College, Pennsylvania
Both Ed Beatty and james Harvey sent in photocopies
of their duplicate john Sunyak photos, which we'll try to
print. The quality of the photos is not great, but we'll give
it a go. Ed also had this postscript:
After looking a little closer, it became apparent that my
pictures were taken a little later than the one in the maga­
zine. NR numbers have been added to the rudder. Why

Travel Mug
Copper and black
create a stri ki ng
mug for "on the go"
flyers. A real class
act for enjoying
you r favorite
refreshment.
Coffee Mug
V03496 $9.99

of four or
even six.
VAA logo in
gold tone.

they would remove the wheel pants after installing the
lower wings is also a bit of a mystery; perhaps for weight
and balance? judging from the rolled-down stocking on
the young lady, this picture was probably taken in the
mid-1930s. (1929, at the NationaL Air Races in CLeveland, ac­
cording to Ted's notes on the back of the photo.-Ed.)
Other correct answers were received from Henry Komp,
Merriville, Indiana; Charles F. Schultz, Louisville, Ken­
tucky; Wayne Muxlow, Minneapolis, Minnesota; Russ
Brown, Lindhurst, Ohio; james Harvey, Highland, Illinois
(loved the Mono Aircraft stationary, james!); and Wayne
Van Valkenburgh, jasper, Georgia.
......

WI'VI
• •I'Y"

C• • • •

hese are thefirsttools you need
to buy when you re*cover your
T
airplane. Anyone who has used them
will tell you they're the next best
thing to having one of our staff right
beside you. The VHS tape and the
DVD will give you the Big Picture,
and the manual will walk you step
by step through every part of the
process. You're never on your own
when you're using Poly*Fiber.
www.polyfiber.com
e-mail: [email protected]
Aircraft Coatings

800-362-3490
VINTAGE AIRPLANE

37

The following list of coming events is furnished to our readers as a matter of information only and does not
constitute approval, sponsorship, involvement, control, or direction of any event (fly-in, seminars, fly market,
etc.) listed. To submit an event, send the information via mail to: Vintage Airplane, P.O. Box 3086, Oshkosh,
WI 54903-3086. Or e-mail the information to: [email protected]. Information should be received four
months prior to the event date.
AUGUST 12-Auburn, CA-Auburn Municipal
Airport (AUN). Thunder In The Sky. Info: www.
thunderinthesky.org
AUGUST 18-20-McMinnville, OR-McMinnville
Airport. McMinnville Antique Fly·ln. Info: www.
nwaac.com
AUGUST 18-20--Alliance, OH-Alliance·Barber
Airport (2Dl). 8th Annual Ohio Aeronca
Aviators Fly·ln. Info: Brian Matz 216-337-5643,
[email protected], www.oaafJy-in.com
AUGUST 20--Brookfield, WI-Capitol Drive Airport.
EAAjVAA Chapter 11 Ice Cream Social &
Lunch . Vintage Aircraft Display. Noon-5pm.
BBQ Chicken Lunch Noon-2pm
AUGUST 2S-2S-Long Island, NY-Bayport
Aerodome (23N). 2nd Annual Antique
Aeroplane Club Fly-In. All vintage, antique,
classic airplanes and pilots welcome.
For "Welcome to Bayport DVD " and Info:
[email protected] . www.AACGNY.org
AUGUST 2S-Niles, MI-Jerry Tyler Memorial
Airport (3TR). VAA Chapter 35 Fly-In Drive-In
Corn & Sausage Roast. llam-3pm. Rain
Date August 27th. Info: Len Jansen 269-684­
6566
SEPTEMBER 2-Zanesville, OH-Riverside Airport.
EAA Chapter 425 Pancake Breakfast Fly­
In, Drive-In Breakfast. 8am-2pm with lunch
items available after 11am. Info: Chuck
Bruckelmeyer 740-454-7487
SEPTEMBER 2-Prosser, WA-EAA Chapter 391's
23rd Annual Labor Day Weekend Prosser Fly­
In. Info: R.L. Shaub 509-735-7664
SEPTEMBER 2-Marion, IN-Marion Municipal
Airport (MZZ). 16th Annual Fly-In CruiseIn. Features antique, classic, homebuilt,
ultralight, & warbird aircraft as well as
vintage cars, trucks, motorcycles, & tractors.
AII-You-Can-Eat Pancake Breakfast is served.
Proceeds benefiting the local High School
Band. Info: Ray Johnson 765-664-2588.
www.FlylnCruiseln.com
SEPTEMBER 7-10--Greenville, ME-Greenville,
Maine 33rd Ann ual International FlyIn. Contests, poker runs, cruise on
Moosehead Lake, cookout, buffet,
demonstrations, and more. Info: Darralyn
Gauvin, PO Box 1289, Greenville, ME
04441 or email darralyn@ghslakers .org
SEPTEMBER 9-Blue Bell, PA-Wings Field

38

AU GUST 2006

(LOM). 17th Annual Vintage Aircraft
& Classic Car Show. 10am-3pm. Free

welcome. Sponsored by the Staggerwing
Museum Foundation, Staggerwing Club, Twin

Admission. $10 Automobile Parking. Food,
Music, Entertainment, & Exhibits. All net

& Travel Air Division. Info: 931455-1794

proceeds will go to benefit Angel Flight
East. Rain Date: September 10th. Info :
Bonni 800-383-9464 xl06
SEPTEMBER 9-Newark , OH-Newark-Heath
Airport (VTA). Annual EAA Chapter 402
Fly-In Breakfast. Breakfast: pancakes,
eggs, sausage, juice, coffee. Vintage
and homebuilt aircraft. Young Eagles
Flights. Buckeye Chapter of RVAtors fly
over. Fly-ins and drive-ins we lcome. Info:
Tom Mc Fadden 740-587-2312 or
[email protected]
SEPTEMBER 9-Maxton, NC-Laurinburg-Maxton
Airport (M EB). Region 10 Ercoupe Owners
Club North-South Carolina Members &
Guests 3rd Annual" Spectacular September
Invitational" . Hosted by John Miller & William
McNeill. 10am-l0:45am Touch-Down. 11am­
Noon RC Demonstrations. Noon-1:15pm
Lunch & Awards. 1:30pm-3pm Fly-Out to
Local Grass Strip. 3pm-3:30pm Departure .
Info: Buck 336-342-5629,336-549-1936,
[email protected]
SEPTEMBER 22-23-Bartlesville, OK-Frank
Phillips Airfield. 50th Annual Tulsa Regional
Fly-In. Info: Charlie Harris 918-622-8400.
www.tulsafJyin.com
SEPTEMBER 24-Hinkley, IL-OC2. EAA Ch. 241
Breakfast on the Grass. 7:30am-Noon. Info:
847-888-2119
SEPTEMBER 3O--Hanover, IN-Lee Bottom Flying
Reid (641). 10th Annual Wood, Fabric, &
Tailwheels Fly-In. Come see what everyone
is talking about. If you love the good old
says, then you'll love this event. Info: www.
LeeBottom.com
SEPTEMBER 30--Topping, VA-Hummel Air Field.
The 11th Annual Car & Air Event. Featuring
Antique Cars & Planes. Plus Rre Apparatus,
Tractors & Engines, and Arts & Crafts
of all types . Info: 804-758-4330 or 804­
694-5995, [email protected], www.
wingsandwhee/s. us
OCTOBER 11-15-Tullahoma, TN-Beech Party
2006. StaggerwingjTwin Beech 18/Bonanza/
Baron/Beech owners & enthusiasts are

Beech 18 Society, Bonanza/Baron Museum,
OCTOBER 14-Georgetown, DE-Sussex County
Airport (GED). Delaware Aviation Museum
3rd Annua l Wings and Wheels Fly-In. Vintage,
Classic and Warbirds judging and awards. Fun
flying activities during the day. Rides available
for purchase in a 8-25 and PT-17. Antique and
vintage cars as well as street rods . Judging
and awards for cars also. Free admission
to the public. Donations appreciated. Info:
302-855-2355OCTOBER 29--Jean, NV-Jean
Airport. 18th Annual North Las Vegas
International Ercoupe Fly In and Halloween
party (EOC Region 8). Info: http://www.airnav.
com/airport/OLl

2006

MAJOR

FLy-INS
For details on EAA Chapter fly-ins and
other local aviation events, visit www.eaa.orgjevents

EAA Mid·Eastern Regional FIy·ln
Marion Municipal Airport (MNN)
Marion,OH
August 25-27,2006

Virginia Regional EAA FIy·ln
Dinwiddie County Airport (PTB)
Petersburg, VA
September 30-0ctober 1, 2006
www.vaeaa.org

EAA Southeast Regional Ay-In
Middleton Reid Airport (GZH)
Evergreen, AL
October 6-8, 2006
www.serfi.org

Copperstate Regional EAA FIy·ln
Casa Grande (AR) Municipal Airport (CGZ)
October 26-29, 2006
www.copperstate.org
For details on 'EM Chapter fty-ins and other local avia­
tion events, visit www.eaa.org/events

Membershi~ Services
VINTAGE

AIRCRAFT

ENJOY THE MANY BENE FITS OF EAA AND
ASSOCIATION
THE EAA VIN TAGE A IRCRA FT ASSOC IAT ION
OFFICERS
President
Geoff Robison
1521 E. MacG regor Dr.

New Haven, iN 46774
260-493-4724
cllief7025@tlo l.conl

Vice-Presid en t
George Daubner
2448 Lough Lane
Hartford, WI 53027
262-673 -5885

vaaflybo}'@7115n.com

secretary
Steve Ness€.'

Treasurer
Cha rl es W. Harris

2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674
[email protected]

7215 East 46th St.
Tulsa, OK 74147
918-622-8400

([email protected]

DIRECTORS
Steve Bender

Jeannie Hill

85 Brush Hill Road
Sherborn, MA 01770
508-653-7557

P.O . Box 328
Harvard, IL 60033-0328
815-943-7205

sst 100comcast.net

di"g}[email protected]

David Bennett

E.spie "Butch" Joyce


375 Killdeer Ct
Lincoln, CA 95648
9 16-645 -83 70

[email protected]

704 N. Regional Rd.

Greensboro, NC 27409

336-668-3650

[email protected]

John Berendt
7645 Echo Point Rd.
Cannon Falls, MN 55009
507-263-2414
[email protected]

Hartford, WI 53027
262-966-7627
sskrog(4'l101.com

Dave Clark
635 Vestal Lane
Plainfield, IN 461 68
317-839-4500
davecpd@iqllt'.H.l1e/

Steve Krog
1002 Heather Ln.

Robert D. "Bob" Lumley
1265 South 124th St.
Brookfield, WI 53005
262-782-2633
lllmper@ext!cpc.com

l A Deacon Street

Gene Morris
5936 Steve Court

Northborough, MA 01532
508-393-4775
cupelalld [email protected]

Roanoke, TX 76262
8 17-49 1-9 1 IO
[email protected]

john S. Copeland

Phil Coul son

Dean Richardson

28415 Springbrook D r.
Lawton, MI 49065
269-624-6490
rcoll/son516@cs.(um

1429 Kings Lynn Rd
Stoughton, WI 53589
608-877-8485
[email protected]

Dale A. Gustafson

S.H. "Wes" Schmid

7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
daie{i.lye(g)lnSll.com

2359 Lefeber Avenue
Wauwatosa, WI 532 13
414-771-1545
sJiscJiln;drs-"nilwpc.com

DIRECTORS

EMERITUS

Gene Chase

E.E. "Buck" Hilbert

2 159 Carlton Rd.
Oshkosh, WI 54904
920-23 1-5002
GRCHA@cJw rt er. llet

8102 Leech Rd.
Union, IL 60180
815-923-4591
[email protected]!t

Ronald C. Fritz
15401 Sparta Ave.
Kent C ity, MI 49330
616-678-5012
rFritl@pathway"et.com

Directory


~

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

Phone (920) 426-4800

Fax (920) 426-4873


Web Site: www.vintageaircraft.org and www.airventllre.org
EAA and Divisio n Membersh ip Services
800-843-3612 ........ FAX 920-426-6761
Monday-Friday CST)
(8:00 AM-7:00 PM
· New/renew membersh ips: EAA, Divi­
sions (Vintage Aircraft Association, lAC,
Warbirds), National Association of Flight
Instructors (NAFI)
•Address changes
•Merchandise sales

· Gift memberships

Programs and Activities
EAA AirVenture Fax-On-Demand Directory
...... . ... . ............. 732-885-6711
Auto Fuel STCs ............ 920-426-4843
Build/restore information ... 920-426-4821
Chapters: locating/organizing920-426-48 76
Education ......... . . .. .. . 888-322-3229
• EAA Air Academy
• EAA Scholarships

E-Mail: [email protected]


Flight Advisors information ..
Flight Instructor information
Flying Start Program ... .. ..
Library Services/Research . ...
Medical Questions ........ .
Technical Counselors .......
Young Eagles ..... . ... .. ..

920-426-6864
920-426-6801
920-426-6847
920-426-4848
920-426-6112
920-426-6864
877-806-8902

Benefits
AVA Vintage Insurance Plan. 800-727-3823
EAA Aircraft Insurance Plan . 866-647-4322
Term Life and Accidental. .. . 800-241-6103
Death Insurance (Harvey Watt & Company)
Editorial .. .. ... . ... . . . . . . 920-426-4825
Vintage . ......... . .. . FAX 920-426-6865
• Submitting article/photo
• Advertising information
EAA Aviation Foundation
Artifact Donations ........ 920-426-4877
Financial Support. ......... 800-236-1025

MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft
Association, Inc. is $40 for one year, includ­
ing 12 issues o£ SPORT AVIATION. Family
membersh ip ~s an additional $'LO annually.
Junior Membership (under 19 years of age)
is available at $23 annually. All major credit
cards accepted for membership. (A dd $16 for
Foreign Postage.)

EAA SPORT PILOT
Curren t EAA members may add EAA
SPORT PILOT magazine for an additional
$20 per year.
EAA Membersh ip a n d EAA SPORT
PILOT magazine is available for $40 per
year (SPORT AVIA TION magaZine not in­
cluded). (A dd $16 for Foreign Postage.)

VINTAGE AIRCRAFf ASSOCIATION
Current EAA m embers may join t he
Vin tage Aircraft Association and receive
VIN TA GE AIRPLANE magazine for an ad­
ditional $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). (A dd $7 for Foreign Postage.)

lAC

Current EAA members may join the
International Aeroba tic Clu b, Inc. Divi­
sion and receive SPOR T AEROBATICS
magazine for an additional $45 per year.
EAA Membership, SPORT AEROBAT­
I CS magazine and one year membership
in the lAC Division is available for $55
per year (SPORT A VIA TIO N magazine
not i ncluded). (A dd $ 18 f or Foreign
Post age.)

WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive
WARBIRDS magazine for an additional $45
per year.
EAA Membership, WARBIRDS maga­
zine and one year membership in the
Warbirds Division is avaiJable for $50 per
year (SPORT AVIATION magazine not in­
cluded). (Add $7 for Foreign Postage.)

FOREIGN MEMBERSHIPS
Please submit yo ur 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 ©2006 by the EM Vintage Aircraft Association
All rights reserved.
VINTAGE AIRPLANE (USPS 062-750: ISSN 0091-6943) is published and owned exclusively by the EM Vinlage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM
Aviation Center, 3000 Poberezny Rd. , PO Box 3086, Oshkosh, Wisconsin 54903·3086, e·mail: [email protected]. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POST­
MASTER: Send address changes 10 Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, Station A, PO Box 54, Windsor,
ON N9A 6J5, e-mail: [email protected]. FOREIGN AND APO ADDRESSES - p.,ase allow at leasl two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTIS­

ING - 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: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with
the conlributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.
EM® and EM SPORT AViATION®, the EM Logo® and Aeronautica'" are registered trademarks, trademarks, and service marks of the Experimental Aircraft Associalion.lnc. The use of Ihese trademarks and

service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.

VIN TA G E AIRPLA NE

39

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 discounts.
Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the
March issue). VAA reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue.
Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828)
or e-mail (c/[email protected]) using credit card payment (all cards accepted). Include n~me 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
Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE!

www.airplanetshirts.com
1-800-645-7739
Flying wires available. 1994 pricing.
Visit www.flyingwires.com or call
800-517-9278.
THERE'S JUST NOTHING LIKE IT

ON THE WEB!!

www.aviation-giftshop.com
A Website 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
Helton Lark and Aeronca C-3 project.
Find my name and address in the
Officers and Directors listing and call
evenings. E. E. "Buck" Hilbert.

A&P I.A.: Annual, 100 hr. inspections.

Wayne Forshey 740-472-1481

Ohio - statewide.

BABBITT BEARING SERVICE
- rod bearings, main bear ings,
bushings, master rods, valves ,
piston rings . Call us Toll Free 1-800­
233-6934, e-mail ramremfg@ag l.
com Website www.ramengine.com
VINTAGE ENGINE MACHINE WORKS,
N. 604 FREYA ST., SPOKANE, WA 99202
KNOW ANYONE WHO'S

INTO PLANES?

Distinctive Greeting Card Sets ­
Boxed for Gifts

BIRTHDAYS - FATHER'S DAY ­
HOLIDAYS - NOTE CARDS

Artistically Rendered Antique Aircraft

12 cards per set (4 1/4" by 5 1/2") ­
blank inside - $15

www.ClassyWings.com

WHAT OUR MEMBERS ARE RESTORING

LET BRENCO HELP YOU GET YOUR IA
CERTIFICATE-Brenco has a 25 year
history of training A&P's to obtain their
Inspection AuttlOrizat ion. Courses
are offered every year in Battle Creek
MI, Columbus OH, Kenosha WI and
Rockford IL. Call 1-800-584-1392 for
additional information
A+P Mechanic with Machining and
Fabrication experience, has time and
shop space available for your project
or restoration. Waukesha, Wisconsin.
Email [email protected] with
details and questions.
CUSTOM PRINTED T-SHIRTS for your
flying club, flight shop, museum. Free
samples. Call 1-800-645-7739 or 1-828­
654-9711
Monasco C-4125 HP complete. Includes
Hamilton Stardard 86' ground adjustable
prop. No logs. $6,000 OBO. Ken 909­
599-4164.
....

(SEE PAGE 26)
For many years, we ran a regular monthly feature called "What Our Members Are Restoring". Over the past couple of
years, the number of submissions for that feature has dwindled to a trickle, and we'd like you to help us give it a boost.
In the distant past, each new and renewing member of EAA and VAA received an "activity card" that gave the member the
opportunity to tell headquarters what airplanes they were working on. Since that card is no longer part of a new-member
packet, we have no way of knowing what you're up to, so here's our request.
Are you nearing completion of a restoration? Or is it done and you're busy flying and showing it off? If so, we'd like to
hear from you. Send us a 4-by-6-inch print from a commercial source Ino home printers, please-those prints just don't
scan well) or a 4-by-6-inch, 300-dpi digital photo. A JPG from your 2.5-megapixellor higher) digital camera is fine. You can
burn photos to a CD, or if you're on a high-speed Internet connection, you can e-mail them along with a text-only or Word
document describing your airplane. IIf your e-mail program asks if you'd like to make the photos smaller, say no.) For more
tips on creating photos we can publish, visit VAA's website at www.vintageaircraft.org. Check the News page for a hyperlink
to Want To Send Us A Photograph?
For more information, you can also e-mail us at [email protected] call us at 920-426-4825.
40

AUGUST 2006

From left to right:

Volvo XG90, Lincoln Zephyr, Ford F-150
and MAZDASPEED6

par~ner
ecognition
vEHICL E

PUR C HAS E P LAN

~"\

EAA/

Exclusive Pricing,
Except·lonaIIy S·ImpIe.I
Ford Motor Company, in association with EAA, is proud to offer their
members the opportunity to save on the purchase or lease from one
of their family of brands - Ford, Lincoln, Mercury, Mazda, Volvo,
Land Rover and Jaguar vehicles.

In more ways than one, it pays to be an EM member. Take advantage of the Ford Partner Recognition Vehicle Purchase Plan. The simple way
to save hundreds, even thousands of dollars on your next vehicle purchase.
Get your personal identification number (PIN) from the EM website (www.eaa.org) by clicking on the EANFord Program logo. You must be
an EM Member for one year to be eligible. This offer is available to residents of the United States and Canada.

Certain restrictions apply. Available at participating dealers. Please refer to www.eaa.org or call 800-843-3612.

~

VOLVO
LINCOLN

MERCURY

JAGUAR

~
~

Sponsor Documents

Or use your account on DocShare.tips

Hide

Forgot your password?

Or register your new account on DocShare.tips

Hide

Lost your password? Please enter your email address. You will receive a link to create a new password.

Back to log-in

Close