Vintage Airplane - Mar 2012

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MARCH 2012

 

The Henley’s Mark, Tanner, and Johnathan Mark is an ATP and has been a pilot since 1976

■ 

Tanner is a student pilot who flies every chance she gets ■ Jonathan  Jonatha n is 18 and has been ■ 

a private pilot for one year 

Our L-4 was based in the US During WWII from 1943 to 1945. We bought it early this year and have enjoyed every minute of it. The stearman was built in 1942 during WWII and we have owned it since 1975. Owning and operating antique aircraft has been a part of our family for 3 generations going back to 1963 when my father Tom bought a Piper Tri-  pacer. Our family has owned aircraft ever since. Our aviation roots run deep in this family, and that is why we choose AUA as our agency. They have a long distinguished record of service with the types of aircraft we operate, and understand our problems and concerns. 

a   n   s  A   U   !  

— Mark Henley   AUA is Vintage Aircraft Association approved. To To become a member of VAA call 800-843-3612. 800-843-3612.

 Avia  A viati tion on ins insur uran ance ce wi with th th the e EA EAA Vin Vinta tage ge Pr Progr ogram am offe offers rs:  :  Lower premiums with payment options

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Additional coverages

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Flexibility on the use of your aircraft

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Experienced agents

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On-line quote request available

AUA is licensed in all states

Remember, We’re Better Together! 

The best is affordable. Give AUA a call – it’s FREE!

800-727-3823 Fly with the pros… fly with AUA Inc. www.auaonline.com  

A I R P L A N E

Vol. 40, No. 3

M A R C H

2012

CONTENTS 2

   

Cubs2Oshkosh and FAA funding by Geoff Robison

 

  News

3 6

Friends of the Red Barn

9

Travel Air: Performance and Dependability

   

The excitement of sharing it with people by Sparky Barnes Sargent 14

     

Breaking Through the Clouds: The First Women’s Nation National al Air Derby

The story of grassroots aviation pioneers by a grassroots independent film producer by Sparky Barnes Sargent

16

   

   

Straight and Level

Achtung, Baby! Prague E.114M Air Baby HB-UAF restored to flying condition by Stefan Degraef 

20

Light Plane Heritage Exploring the Parasol Monoplane by Bob Whittier

28

   

The Vintage Mechanic Wood defects: Compression failure, shakes, checks, longitudinal cracks by Robert G. Lock

34

 

16

The Vintage Instructor A Proud Moment

9

   36

 

Director of EAA Publications Executive Director/Edit Director/Editor or Business Manager

Mystery Plane by H.G. Frautschy

 38 28

   

S TAFF EAA Publisher

by Steve Krog, CFI

Classifieds

28

Rod Hightower J. Mac McClellan H.G. Frautschy Kathleen Witman

Publication Advertising: Manager/Domestic, Sue Anderson Tel: 920-426-61 920-426-6127 27 Email: [email protected]  Fax: 920-426-4828 Senior Business Relations Mgr, Trevor Trevor Janz Tel: 920-426-68 920-426-6809 09 Email: [email protected] 

I Fly With The Best “Wearing” the airpla airplane ne S. Michelle Souder

Classified Advertising Coordinator, Jo Ann Cody Simons Tel: 920-426-61 920-426-6169 69 Email: [email protected] 

CO VE RS FRONT COVER: Joe Santana fl ares out as as he gets r eady to tickle the grass airstrip at EAA Air-

Venture Oshkosh Venture Oshkosh with his his T ravel Air Air 3000. 3000. T urn to page page nine for for Sparky Sparky Bar nes Sar gent’ gent’s s ar ticle on this beautifully r estor ed example, which was was on display during the 2011 2011 salute to the cen-

For missing or replacement magazines, or any other membership-related questions, please call EAA Member Services at 800- JOIN-EAA (564-6322).

tenniall of U.S. tennia U.S. Air Mail. V AA photo photo by H.G. Frautsc Frautschy hy . BACK COVER: An alpine meadow isn’t often the setting for an airplane in the pages of Vintage

Airplane, so Airplane, so we we’r we’r e quite quite pleased pleased to bring you you the stor y of a rar e Praga Praga E.114M E.114M Air Air Baby Baby . Stefan DeGraef DeGraef sent sent us the the stor y of this fi ne ne Swiss-r Swiss-r egiste egisterr ed example example fr fr om his home in Eur ope. Photo by Edwin Bor reman remans. s. VINTAGE AIRPLANE

 

STRAIGHT & LEVEL Geoff Robison EXECUTIVE DIRECTOR, VAA

1

Cubs2Oshkosh and FAA funding  irVenture 2012 is now a mere five months down

ers who are also planning to make the trip. Be sure to click on the

House and Senate conferees have now managed to work out their dif-

the road! Wow, there is so much going on right now, and so much to accomplish before  July sneaks up on o n us yet again. ag ain. Every year I tell our Vintage volunteer group that the goal is to always outdo ourselves from one year to the next. The volunteer work weekends

A

“Cubs Location” link and check out the map that shows where all of the Cubs will be coming from. A number of individuals are already planning to hook up with other Cub pilots traveling from the same general area en route to Oshkosh. VAA Director/CFI Steve Krog, who

ferences recently finalized the languageand in the bill. The U.S. Senate overwhelmingly passed the FAA Reauthorization Bill, 75-20, on February 6, so it’s now headed to the president’ss desk for signature. If the president’ president signs the bill, the FAA will have its first long-term funding plan

are already completely planned out, and we’re ready to launch into yet another year of accomplishment on the grounds at EAA. It’s going to be another great year at Oshkosh, so I hope you will be able to join us for another exciting event full of aviation and excitement.

owns and operates several Cubs out of the Hartford, Wisconsin, Municipal Airport (HXF), has graciously reached out to the community of Hartford and has already experienced a large interest from them desiring to participate as a host community/gathering spot for the many

since 2007. This will finally end the string of 23 short-term funding extensions that have kept the FAA operating since 2007, and will allow the agency to plan and implement some of its key projects and initiatives. EAA and other aviation groups have long worked hard to have lan-

Planning for the Cubs2Oshkosh event is already gaining a fair amount of steam. This will certainly be an event to remember. With the exception of the wonderful yearly Sentimental Journey fly-in that takes place in Lock Haven, Pennsylvania, I don’t believe you could ever

dozens of Piper Cubs en route to AirVenture Oshkosh. Hartford, Wisconsin, is conveniently located 33 miles northwest of Milwaukee and is a convenient short 60-mile flight to Oshkosh. Hartford has a grass strip (2,250 feet), and self-serve fuel is available. Several other airports

guage included that benefits GA in a variety of areas, including no user fees or aviation fuel tax increases, funding for airport improvement projects and the NextGen air traffic control system, as well as progress for vintage aircraft data and airport through-the-fence through-the-f ence agreements. This

see a bigger field of yellow Cubs; it will be a magnificent thing to see. I have been really impressed with the number of folks who have already committed to participating in the 75th anniversary of the beloved Piper J-3 Cub. It all really makes me

around the country are also planning to host our Cub pilots while en route to Oshkosh, and that information will be kept updated on the forums area of the Cubs2Oshkosh website. The parking/camping arrangements at Oshkosh will be ide-

effort toward a full FAA reauthorization bill was the result of GA groups being stronger together to represent our members and all aviators. But, it’s not all good news for our local airports that may now experience their local share on federally

want to just go out and buy one!

ally located in and around the Type

funded airport improvement proj-

Be sure to stay connected to the official website (www.Cubs2Oshkosh. org ) to stay abreast of the latest information on how to participate in this very special event. As our plans come together, we’ll get the word out via that website and EAA and VAA’ AA’ss official offi cial communications.

Club parking area. Be assured that EAA and VAA are planning to make your visit to this anniversary event very special. Hope to see you there with your Cub! There’s finally some long-awaited news from inside the beltway regarding the extensive efforts to get

ects increase from 2.5 percent to 7.5 percent. This is going be painful for some small airports that just simply don’t have those kinds of local funds available to implement a large-scale airport construction project. Remember, we are better together.. Join us and have it all. gether

 Join the forum forumss area ar ea on o n the th e site s ite and share your enthusiasm for this once-in-a-lifetime event with oth-

a long-term FAA reauthorization bill through Congress, which would fund the agency for several years.

2  MARCH 2012

 

VAA NEWS  Vintage  Vint age Aircra Aircraft ft Data Data Newly signed FAA reauthorization reauthorization bill allows for release of abandoned data

ing data relating to aircraft that were certificated between 1927 and 1939, and precludes the destruction of any such airworthiness and historically significant documentation. Te amendment also eliminates the ability of type certificate holders from that period to force the FAA to withhold such data under the

SOME VINTAGE AIRCRAFT OWNERS got a big win in the FAA reauthorization bill signed in early February by President Obama, as the measure included an EAA-supported provision that authorizes the FAA to release certain type certi󿬁cate and design data for aircraft no longer supported by a manufacturer. Te speci󿬁c element of the bill (Section 302) provides that the FAA can release “abandoned” data that is essential to safely maintain and operate vintage aircraft. Tat includes data for aircraft such as those built by longdefunct companies whose type certificates were not acquired or maintained. Tree years is the initial threshold for inactivity. It also gives the FAA the authority to declare that data as abandoned, or releasable to the public if aviation safety will be enhanced by the information for aircraft, engines, propellers, and other aircraft appliances. “Tis is great progress for those t hose who own and restore vintage aircraft and preserve our aviation legacy,” said H.G. Frautschy, executive director of the Vintage Aircraft  Associa  Ass ociation tion,, a spec special ial inte interest rest group with within in EA EAA. A. “EA “EAA A and VAA have been working for many years to eliminate this dilemma for those who want to own, 󿬂y, and display these magnificent aircraft. We have previously sought and implemented policy and regulatory solutions to this dilemma. Each effort has failed under legal pressure on the FAA not to release solutions that could be considered

claims of “trade secrets.” Te amendment was proposed by longtime EAA member Greg Herrick, an owner and restorer of numerous vintage aircraft, and included in the legislation le gislation by Rep. Sam Graves (R-Missouri). (R-Missouri). “There are two initial and complementary victories contained in the nearly decade-long eff ort: ort: the preservation and release of historically significant documentation necessary to restore and maintain truly antique prewar aircraft contained in the Herrick Amendment, and the EAA initiative giving the FAA authority to release the design and airworthiness data for both pre- and post-World War II general aviation aircraft that are no longer supported by a manufacturer,” said Doug Macnair, EAA vice president of government relations. “These e fforts do not give completely unfettered unfettered access to design data,” continued Macnair, “ but they do go a long way toward helping owners of antique and vintage aircraft maintain these beautiful 󿬂ying pieces of history. Te EAA eff ort ort also seeks to protect not only owners of aircraft that are no longer supported by a manufacturer, but also those that may not be supported in the future, making this a long-term protection for all general aviation owners. We are very grateful to the FAA for their collaboration in this effort and their willingness to introduce the original language into the early drafts of the reauthorization bill on behalf of EAA and all who own and 󿬂y vintage aircraft.”  As with all new laws, laws, time will show how eff ective ective these measures prove to be in obtaining cert i󿬁cation and design data for older aircraft. EAA will be monitoring how this process unfolds and is prepared to pursue additional remedies should they become necessary. For now, however, owners of vintage aircraft have an opportunity to seek data by filing a Freedom of Information Act request to

proprietary or intellectual property. It was clear that a legislative solution would be required.”  An additi a dditional onal amendme a mendment nt to t o the th e reauthori rea uthorizatio zation n bill bi ll

the FAA (visit the FAA FOIA office website at www.faa.  gov/fo  gov /foia ia ) for the information necessary to restore and maintain their aircraft, and those owners have a 󿬁 ghting

(Section 816) requires the FAA to maintain engineer-

chance of actually obtaining it. VINTAGE AIRPLANE

3

 

User Fees: Good News, Bad News

CALL FOR VINTAGE AIRCRAFT ASSOCIATION

Nominations

Nominate your favorite vintage aviator for the EAA Vintage Aircraft Association H all of Fame. Fam e. A gr eat honor could could be besto besto wed upon that man or woman woman wor king next to y ou on your airplane, sitting next to you in the chapter meeting, meetin g, or walking next to to y ou at EAA AirAir-

have occurred between 1950 and the pr esent day. His or her contribution can be in the areas of 󿬂ying, design, mechanical or aer odynamic developments, developmen ts, administration, writing, some other vital and relevant 󿬁eld, or any combination of 󿬁elds that support aviation. Te person

Venture Oshkosh. Tink about the people in your circle of aviation aviation friends friends:: the the mechani mechanic, c, historian, photographer, or pilot who has shared innumerable tips with you and with many others. Tey could be the next VAA Hall of Fame inductee—but only if they are nominated. Te person you nominate can be a citiz en

you nominate nominate must must be or hav hav e been a memmember of the Vintage Aircraft Association or the  Antique/C  Antiq ue/Classi lassicc Division of EAA, and pr pr efer efer-ence is given to those whose actions have hav e contributed to the VAA in some some way way , perhaps as a volunteer, a restorer who shares his expertise  with other others, s, a writ writer, er, a photogra photographer pher,, or a pilot pilot

The possibility possibilit y of GA user fees just won’t go away, despite more than a decade of congressional opposition from both parties and overwhelming negative responses from the aviation community. Already in early 2012 we have heard good news and bad news onFirst the subject. the good news: T he final language in the first full FAA reauthorization bill in five years passed both houses of Congress in early February and was signed by President Obama on Feb. 14. It contains no provision for user fees and no increase the contr aviation fuel tax, is GA’sinfair ibution to which FAA’ss FAA’ funding. The reauthorization bill was a goal of EAA’s advocacy efforts, as it stabilizes the agency’s funding and planning through 2015 and al-

of any country and may be living or deceased; his or her involv involvement ement in vintage aviation must

sharing stories, preserving aviation history, and encouraging new pilots and enthusiasts.

To nominate someone is easy. It just takes a little time and a little reminiscing on your part. •Tink of a person; think of his or her contributions to vintage aviation. •Write those contributions in the various categories of the nomination form. •Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view. •If at all possible, have another individual (or more) complete a form or write a letter about this person, con󿬁rming why the person is a good candidate for induction. Tis year’s induction ceremony will be held near the end of October. We’ll have follow-up information once the date has been 󿬁nalized.  Wee would  W would like like to take this opport opportunity unity to mention mention that if you you have have nominate nominated d someone someone for for the VAA Hall of Fame; nominations for the honor are kept on 󿬁le for 3 years, after which the nomination must be resubmitted. Mail nominating materials to: VAA Hall of Fame, c/o Charles W. Harris, Transportation Leasing Corp.   PO Box 470350   Tulsa, OK 7414 74147 7   E-mail: [email protected] Remember,, your “contemporary” may be a candidate; nominate someone today! Remember Find the nomination form at www.VintageAircraft.org , or call the V   AA offi ce for a copy (920-426-6110), or on your own sheet of paper, simply include the following information: • Date submitted. • Name of person nominated. • Address and phone number of nominee. • E-mail address of nominee. • Date of birth of nominee. If deceased, date of death. • Name and relationship of nominee’s closest living relative. • Address and phone of nominee’s closest living relative. • VAA and EAA number, if known. k nown. (Nominee must have been or is a VAA member.) • Time span (dates) of the nominee’s contributions to vintage aviation. (Must be between 1950 to present day.) • Area(s) of contributions to aviation. • Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame. • Describe achievements the nominee has made in other r elated 󿬁elds in aviation. • Has the nominee already been honored for his or her involvement in aviation and/or the contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received. • Any additional supporting information. • Submitter’s address and phone number, plus e-mail address. • Include any supporting material with your petition. 4  MARCH 2012

lows major initiatives such as NextGen and airport improvements to move N o forward. w for the bad ne ws: The Obama administration’s proposed Fiscal Year 2013 budget includes a $100-per-flight user fee for selected GA aircraft fl ying within controlled airspace. While the budget proposal would exempt all piston aircraft, military aircraft, public aircraft, air ambulances, aircraft operating outside of controlled airspace, and Canadato-Canada flights, the plan would create additional financial burdens for GA and require new bureaucracy to administer user fee collection. It also opens the door to an eventual expansion of user fees to other private aircraft and GA operations. EAA and fellow GA groups responded immediately to the budget proposal. The leadership of GA caucuses in the House and Senate has been alerted to the need to again oppose the user-fee plan. User fees is an issue wher e the concept of “stronger together” is essential. It is the unified strength of aviators and their representative groups such as EAA, AOPA, and others fighting a specific proposal when it emerges in Washington that will prevail.

 

EAA Skiplane Fly-In Like so many locations here in the northern half of the United States, the winter has been unusually mild (yes, we consider 25 degrees F to be a mild winter!) and very dry, with little snowfall. Happily, there’s been exactly one Saturday when the annual EAA Skiplane Fly-In at Pioneer Airport could have accommodated skiplanes, and that was Saturday, January 21. With just the right amount of snow on the ground, 33 skiplanes flew in and participated, joining hundreds of attendees on the ground. A last-minute snowfall the day before covered Pioneer’s runway, drawing planes from three states. Te gathering was also a celebration of  Audrey Poberezny’s birthday, and attendees enjoyed celebratory chili, soup, and birthday cake inside one of the Pioneer Airport hangars. EAA’ss Sweepstakes Cub sporting new EAA’ TrickAir wheel-penetration skis was a popular participant, prompting several attendees to enter the sweepstakes on the spot. A list of attending skiplanes appears at www. SportAviation.org . Right: Rick Kluver’s Piper J3C-65 painted up as a NE-1, the Navy’s version of the L-4. L4. His NE-1 isn’t knock-kneed, it’s just

EAA’s grand prize Piper Cub was on hand, complete with a new set of TrickAir Skis. You You can win this Cub this summer when it’s awarded to some lucky EAA Sweepstakes supporter. s upporter. For more information, visit the “Win the Cub” Sweepstakes website at www.AirVenture.org/sweepstakes , or see the insert in the April issue of Sport Aviation.

that the port ski has stuck with its nose in the same position it was in while the Cub rested on the ground. When a ski is stuck in this way, while it’s not the preferred way to have a ski hang up, all is well as long as a “wheel landing” isn’t attempted. Normally, a length of cable and bungee cord will keep the tips slightly up in relation to the centerline of the airplane, like the position of the starboard ski.

What Our Members Are Restoring Are you nearing nearing comp completi letion on of a r esto estoratio ration? n? Or is it done done and you’re you’re busy flying and showin showing g it it of of f? If so, so, we’d we’d like to hear from you. Send Send us us a 4-by-64-by-6-inch inch print fr om a commercial source (no home print printers, ers, plea please—t se—those hose prin prints ts just don’ don’tt scan well) or a 4-by4-by-6-inc 6-inch, h, 300-dpi 300-dpi digit digital al photo. photo. A JPG fr om your 2.5-megapixel (or higher) higher) digital digital camera camera is fi ne. You can burn photos photos to a CD, CD, or or if you’ you’rr e on a high-s high-spee peed d Inter Inter net connection, connect ion, you can e-mail e-mail them along with a text-only text-only or Word document document describin describing g your airplane airplane.. (If your e-mail e-mail program progr am asks if you’ you’d d like like to make the phot photos os smalle smallerr , say no.) For more more tips on cr eatin eating g photos we can publi publish, sh, visit VAA’s website at www.VintageAircraft.org . Check the News page for a hyperlink hyperlink to W ant To Send Us A Photograph? Photograph?

For more information, you can also e-mail us at [email protected]   or call us at 920-426-4825. VINTAGE AIRPLANE

 

5

Friends Fri Friends ends of of the the Red Red Barn Barn 2012 2 12 Each year at EAA AirVenture Oshkosh the largest single space for the

structures. There’s never a shortage of windows that need caulking, doors

AirVenture Oshkosh. From parking airplanes to feeding people at the Tall

display of enthusiasts’ aircraft is the Vintage parking and camping area. For four decades it’s been not only a picturesque scene of the finest restored airplanes in this country, but also a gathering place for aviation people and their magnificent machines to share knowledge and friendship. Each day during the convention, we

that need to be replaced, and roofs that need to be repaired. To be certain, almost all of the labor involved is performed by our dedicated and talented volunteers, but what about the cost of supplies and hardware? That’s where our Friends of the Red Barn campaign comes in—it provides all of us, who wish, the opportunity to

Pines Café and Red Barn, volunteers do it all. Some may ask, “If volunteers are providing the services, where is the expense?” Glad you asked. The scooters for the flightline crew need repair and batteries, and the Red Barn needs paint, new windowsills, updated wiring, and other sundry repairs, plus we love to care for

get to see the widest variety possible of airplanes, including a few one-of-a-kind aircraft. Don’t forget the special Type Club parking area, where we host many examples of a particular manufacturer’s airplane. From replica race planes to the American Barnstormers Tour, the amazing colors and outlines of the golden age of aviation are on display for all to see each year. All of this is possible through the efforts of the nearly 500 VAA volunteers, the volunteer VAA board of directors, and the VAA staff. Their passion is what makes it a great place to be throughout the week of AirVenture, and it’s why so many visitors and aviation enthusiasts come back year after year to work, relax, and

assist in the vital financial support of the VAA’s activities. We’re most appreciative of the contributions made by hundreds of VAAers who see the tangible benefits of supporting their fellow VAA members in this manner. As a critical part of the VAA budget, the fund pays for such diverse items as VAA awards presented during the annual EAA Vintage Aircraft Awards program, special recognition for our many volunteers, and expenses associated with our special displays, forums, and educational areas such as the VAA Workshop and Type Club areas in the Vintage Hangar. Your annual contribution made in the first half of 2012 will directly ben-

our volunteers with special recognition caps and a pizza party. The list really could go on and on, but no matter how many expenses we can point out, the need remains constant. The Friends of the Red Barn fund helps pay for the VAA expenses at EAA AirVenture, and it’s a crucial part of the Vintage Aircraft Association budget. Please help the VAA and our nearly 500 dedicated volunteers make this an unforgettable experience for our many EAA AirVenture guests. Your contribution now really does make a difference. There are seven levels of gifts and gift recognition. Thank you for whatever you can do. Here are some of the many activi-

enjoy aviation’s premier event. It’s a place to rekindle old friendships and make new ones. A time to relax and enjoy aviation, learn something new, and rub elbows with our fellow aviators. As you can imagine, it takes some fairly substantial financial resources to underwrite such an event, and the Vintage

efit this year’s convention activities and VAA programs throughout the year. Please consider actively participating in the 2012 VAA Friends of the Red Barn Campaign. Your donation may be tax-deductible to the extent allowed by law, and you can enhance your participation if you work for a matching gift

area at EAA AirVenture no exception. The Vintage AircraftisAssociation has, by necessity, elected to underwrite a portion of its yearlong activities with funds other than members’ dues. The proceeds from this fund pay for all sorts of volunteer activities and improvements to the VAA area, as well as supporting VAA advocacy

company. can form do soincluded by copying and filling You out the on these pages, by filling out and sending in the form included in the mailing that will arrive in many of your mailboxes in April, or by donating online at www.VintageAircraft.org/programs/  redbarn.html . If you desire more information concerning the VAA Friends of

•Flightline Parking Scooters and Supplies • Breakfast for Past Grand Champions •Volunteer Booth Administrative Supplies •Membership Booth Administrative Supplies •Signs Throughout the Vintage Area •Red Barn’s and Other Buildings’

efforts and educational endeavors. It serves as working capital for improvements such as the Vintage Hangar, the VAA Flightline Safety Operations Center as well as for upkeep of many

the Red Barn Campaign, feel free to call us at 920-426-6110. We’d be happy to speak with you! Many services are provided to vintage aircraft enthusiasts at EAA

Maintenance •Tall Pines Cafe Tent Rental and Kitchen Updates •Flightline Safety Operations Center •And More!



ties the Friends of the Red Barn fund underwrites: • Red Barn Information Desk Supplies •Participant Plaques and Supplies •Toni’s Red Carpet Express Van and Radio Rental •Caps for VAA Volunteers •Pizza Party for VAA Volunteers

MARCH 2012

 

Become a Friend of the Red Barn. Help the VAA make EAA AirVenture Oshkosh an unforgettable experience for our many guests.

Diamond Plus $1500

EAA VIP Center

Diamond $1000

Platinum $750

Gold $500

Bronze $100

Loyal Supporter $99 & Under

2 People/Full Wk

 VIP Airshow Seating Seating

2 People/2 Days

2 People/1 Day

Close Auto Parking

Full Week

Full Week

2 Days

2 Tickets

2 Tickets

2 Tickets

1 Ticket

2 Peo Peopl ple/ e/Fu Full ll Wk

2 Peo Peopl ple/ e/Fu Full ll Wk

2 Peo Peopl ple/ e/Fu Full ll Wk

1 Per Perso son/ n/Fu Full ll Wk

 

Two Tickets to VAA Picnic Tri Motor Certificate Breakfast at Tall Pines Cafe

Silver $250

     

Special FORB Cap Two Passes to VAA Volunteer Party 

Special FORB Badge Access to Volunteer Center

   

Donor Appreciation Certificate Name Listed: Vintage Airplane   Magazine, Website and Sign at Red Barn

 

 

This star represents qualifying tribute for level of participation.



 VAA Friend Fr iends s of o f the th e Red Re d Barn B arn

Name______________________________________________________________________EAA #___________ VAA #___________ Address______________________________________________________________________________________________________ City/State/Zip________________________________________________________________________________________________ Phone___________________________________________________E-Mail______________________________________________ Please choose your level of participation:  ____ Diamond Plus $1,500.00

 ____ Silver Level Gift - $250.00

 ____ Diamond Level Gift - $1,000.00

 ____ Bronze Level Gift - $100.00

 ____ Platinum Level Gift - $750.00

 ____ Loyal Supporter Gift - ($99.00 or under) $_______

 ____ Gold Level Gift - $500.00 ■

 

Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.)

Amount

Mail your contribution to:  VAA FORB FORB

■ Please

Charge my credit card (below)

Credit Card Number _____________________________ Expiration Date _________

PO Box 3086 OSHKOSH, WI 54903-3086

Signature_________________________________________ *Do you or your spouse work for a matching gift company? If so, this gift may qualify for a matching donation. Please ask your Human Resources department for the appropriate form.

Name of Company __________________________________________________________________ BRONZE LEVEL AND ABOVE No badge wanted for this year. ■ Yes, prepare a name badge to read: __________________________________________________________________ ■

First M.

Last (Please print just as you wish your badge to read)

The Vintage Aircraft Association is a non-profit educational organization under IRS 501c3 rules. Under Federal Law, the deduction from Federal Income tax for charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed exceeds the value of the goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons. VINTAGE AIRPLANE

 

7

        What’s on       AirVenture bucket list?

Go to AirVenture.org/bucket to share your list with others and buy your AirVenture AirVenture 2012 2012 tickets today. today. Or call 1-800-56 1-800 -5644-6322 6322 to speak with an EAA E AA Member Services representative. representative.

The World’s Greatest Aviation Celebration

|  July 23-29, 201 2012 2 Copyright ©2012 EAA

 

Tra vel Air : Performance and Dependability by Spark Sparkyy B a rne rness Sargen Sargentt

 The excitement of sharing it with with people! SPARKY BARNES SARGENT 

VINTAGE AIRPLANE

9

 

COURTESY JOE SANTANA

Wing to fuselage fit, rear view.

The 1928 Travel Air was flown for re-creation scenes for the film.

   A    N    A    T    N    A    S    E    O    J    Y    S    E    T    R    U    O    C

Aft cockpit seat.

COURTESY HEATHER TAYLOR

gleaming new Travel Air Model 3000 (C-5427, s/n 516) climbed aloft in the summer skies above Wichita, Kansas, for its first flight in 1928. Powered by a water-cooled, 8e-cylinder Hispano-Suiza “Hisso” Model E 180-hp engine, its wings embraced the sky as its “elephant-ear” ailerons created a distinctive silhouette on the tips of its 34foot, 8-inch wingspan (lower span 28 feet 8 inches). The new three-place biplane measured 24 feet, 3 inches from its wood prop to tailskid. It carried 42 gallons of fuel and could cruise at 100 mph with a range of more than 400 miles. A perusal of this Travel Air’s records is a glance back into



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routes. They constitute major proportion commercial planes in service in theaUnited States. Andofinalldistance and speed contests, these planes capture firsts with a regularity that is almost monotonous” (Country (Country Life, April Life, April 1930). Speaking of contests, it was pioneering aviatrix Louise Thaden who cheerfully focused the media spotlight on Travel Airs. She was an employee of Douglas C. Warren, the West Coast Travel Air dealer, and her employer encouraged her

Empennage.

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Instrument panel. 10 MARCH 2012

 

familiar aviation history. The first document in its airworthiness file is the manufacturer’s affidavit, which states that the airplane was manufactured on June 7, 1928, in conformity to ATC No. 31 and was signed by Walter H. Beech and notarized by Olive Mellor of Travel Air Manufacturing Co. Inc. The Travel Air Manufacturing Company of Wichita, Kansas, touted its new biplane as “typical of the proverbial brilliant performance with dependability that characterizes all Travel Air Biplanes” ( Aero  Aero Dige Digest, st, April 1928). Two years later, the Travel Air Company Division of Curtiss-Wright advertised the Travel Air as: “A Plane for Every Purpose—Sportsmen Purpose— Sportsmen Penetrate the Wilds in Their Travel Airs. In commercial flying, Travel Airs daily ply their way over mail, transport, and business corporation

record-setting Louise set a efforts. women’s altitude record of 20,260 feet on December 7, 1928, in a Hisso-powered Travel Air (C-5425) at the Oakland Airport. In March 1929, she flew Travel Air C-5426 (sister ship to Joe’s C-5427) and set a solo endurance record of 22 hours, 3 minutes, 28 seconds—again at the Oakland Airport. The biplane was modified for the task, and featured “DC War-

Current Caretaker

(C-5427) was sold to D.C. Warren Company at Oakland Airport in San Francisco. In April 1929, the biplane was sold to W.J. Browne

strument panel of laminated birch plywood and a new aft cockpit panel of laminated birch and rosewood, as well as installing new seat

 Jo  J o e S a n California, t a n a g r e w uwhere p i n Shis acramento, neighbor first introduced him to aviation. “He had a homebuilt Stits Playboy at the airport, and he used to let me sit in it,” shares Joe. “After I soloed at 17 and earned my private that summer, he also took me

of Stockton, California, remained in the Golden and Stateit for years. In January 1943, the biplane landed in the hands of Harry Newell of Phoenix, Arizona. It stayed in The Grand Canyon state for nearly three decades. In 1945, the biplane was con-

belts and a shoulder harness in the aft cockpit. They replaced all of the woodwork on the fuselage, and fabricated new stainless steel control cables. The biplane was finished with Stits Aerothane in an elegant combination of dark green on the

to my first EAA meeting.”  Joe also spent a lot of time hanging around a duster strip just south of Sacramento. That’s where he started learning about the joys of old biplanes and the pilots who flew them. “Back in the early 1970s, my first airplane was a Luscombe, and I flew off

verted for use in crop dusting and seeding. A hopper, agitator, and gearbox were installed. The elevator controls were modified, and a center section fuel tank was installed. The Hisso was removed, and a 9-cylinder, 220-hp Wright Whirlwind J-5A was installed (changing

fuselage and cream-colored wings.  Joe took note of this hand handsom somee Travel Air during his PSA overnights in San Diego, and discovered that it had already been flown 105 hours since its restoration. He bought the biplane from then-registered owner Carolyn Jones of Alaska in Au-

a strip at Clarksburg. There was a person who restored dusters there, and they were using N3N Stearmans and Travel Airs for dusting. I used to sit around with those guys at the shop, and the old duster pilots used to tell me that a 220-hp Travel Air could outfly a 450-hp Stearman,” recollects recollects

the biplane to a Model 4000). In 1947, owners Wayne J. Kempainen and James A. Strand of Farm Aero Service in Phoenix had the Wright J-5A and motor mount removed, and a Lycoming motor mount and Lycoming R680-9 installed, along with a Stearman oil

gust 2004. “Then I flew it home to Waynesboro,” says Joe, smiling, “and have had the airplane ever since. I’ve probably put 220 hours on it, flying it mostly during the summers.”

 Joe, addi adding, ng, “I real really ly want wanted ed to get an tank and modified exhaust stack old biplane, and I decided I wanted a that extended over the top wing. Travel Air, because it cruises fast, flies In February 1970, NC5427 landed real well, and hauls a good load.” in the hands of PSA Captain SpenFinding that Travel Air would cer Nelson of San Diego. “Spence take a few decades, though. In the was very well-known in the Travel meantime, he tried college after Air world as a restorer,” explains high school, but just didn’t take to  Joe,  Jo e, “a “and nd he an and d PS PSA A me mech chan anic icss

ing time in 2004—including 3,500 hours of tailwheel time—the insurance company wanted Joe to log five hours of time with a flight instructor in the Travel Air in order to insure it. “It really worked out great,” shares Joe enthusiastically, elaborating, “Captain Dick Doll, who

ren – Northern California Distributor for Travel-Air” on the fuselage.

Flight Transition Despite his fairly extensive fly-

scholastic bookwork very well. So  Jim Ward Ward and Harry Somers Somers worked he obtained his A&P and CFI and with him to rebuild the biplane.” taught flying for a while. He worked After Spence died in a PSA midair for a Piper dealer in Sacramento and collision in September 1978, Jim and then started flying DC-3 freight- Harry continued with their Travel ers—and even flew as a fish and Air West restoration company. They game warden pilot, using a Beech sold NC5427 to Leland Jones of An18 to plant fish in the high Sierras. chorage [in 1983], with the agree-

was No. 1 on the PSA seniority list, did some of the flying on the airplane when it was first restored. Dick started out flying in dusters and raced P-51s at Reno, and I was never senior enough to fly with him on PSA—so I asked him if he’d check me out. He said, ‘Yeah, sure!’

In 1985, he was hired by Pacific Southwest Airlines (PSA). Today, Joe resides in the scenic Shenandoah Valley in Waynesboro, Virginia. He’s captain of an Airbus 320 and enjoys his ongoing long-term career with PSA (now merged with US Airways). In 2004, his long-held dream of owning a Travel Air became tangible.

What a pleasure that was! The first time we went out, he flew it from the back seat and put me up front, where there’s just a stick and throttle. He said, ‘Let’s go out and makes sure it stalls and falls through okay,’ because it hadn’t flown for a while. So we flew around for 15-20 minutes, and he shot a landing with it, and then we taxied back in. Then he puts me in the back seat and he gets in the front—we flew the five hours in two days and shot a bunch

Bit O’ History Twenty-seven years before Joe was born, a brand new Travel Air

ment that Travel Air West would continue the restoration work, which they finished in 1991. Jim and Harry put the overhauled Continental W-670 W-670 on it and converted it back to standard configuration. The biplane required extensive work; the men essentially rebuilt the entire aft fuselage, and replaced the old firewall with stainless steel, and installed new 3/8-inch birch plywood floorboards. They fabricated and installed a new front in-

VINTAGE AIRPLANE

11

 

built for three” across the country and sharing the experience with others. (And he’s currently treasurer of the Travel Air Restorers Association.) Of course, sharing starts at

about the First Women’s Transcontinental Air Derby of 1929. Andrew was aerial coordinator for the film, and Joe was happy to participate, along with several other antique airplane owners.

The photo planes were a Breezy

of landings. That was a real treat, because he’s such a great guy.” Exceptionally pleased with his Travel Air, Joe says, “It flies great! It lifts off around 55 mph, climbs right out, and cruises about 95-97 mph indicated, at low altitude. I fly final around 55-60 mph, and it’s pretty straightforward in a crosswind. It originally had a skid, but now it has a tail wheel. The 12-inch mechanical brakes are original for that airplane and work great. They’re ‘good enough,’ and that’s what you want on that airplane. It burns 12 gph at cruise and holds 68 gallons of fuel, with 26 in the center section and 42 in the main tank. The longest leg I’ve flown is 4 hours and 45 minutes, and it burned about 52 gallons before I landed—and it had 16 gallons left.”  Joe has hasn’t n’t had any mai mainten ntenanc ancee challenges with the Travel Air—but it has had a few repairs. Incidents can happen to any pilot, and Joe unabashedly admits that he “ground looped it at Oshkosh two years ago, so Ted Davis in Wisconsin repaired the lower left wing. That was a good opportunity to do some other work, so we had

home; he’s enjoyed taking his two sons up for early-evening flights in the Shenandoah Valley Valley.. (His youngest son, Peter, has just earned an instrument rating, and his older son, Paul, is a Blackhawk pilot with the National Guard in Iraq.) “The Travel Air is a great airplane, and we have a lot of fun with it,” shares Joe. His biplane was featured during the Vintage Aircraft Association’s centennial celebration of the first air mail flight in the United States, which was held during EAA AirVenture 2011. Though NC5427 was not owned by Pacific Air Transport, it was selected as an example of the type that flew the mail. “Andrew King of Virginia called me to see if I was interested in bringing the Travel Air for the air mail display at Oshkosh,” explains Joe, “and he was familiar with Pacific Air Transport—their planes were green and cream, and they did have a Travel Air. So my airplane was a good representation of that. We got some original pictures of a Travel Air 4000 that were taken at Pearson Field, which was one of their terminals in Vancouver. That’s how we replicated the Pacific Air Transport Air Mail graphics for the fuselage, which we put on just for Oshkosh.”

and a J-3 Cub. Describing the experience and the film itself, Joe explains, “Heather worked on this film, on her own, for 13 years. She gathered unbelievable amounts of archival footage about the women and the Air Derby, and includes that in the film. She filmed our airplanes because they were similar to ones that flew in the Air Derby, and that way she could include current color footage to bring the airplanes to life for the audience. We filmed for a couple of days, and we each flew about three hours.”

Built for Sharing   Joe has been been depositin depositing g numerous numerous experiences in his memory bank of favorite Travel Air flights since 2004. Though he’s enjoyed them all, there is one particular “annual deposit” that registers at the top of his account. “Probably the greatest thing we do with this airplane is taking it to the Dirksen’ss family farm in Winchester Dirksen’ Winchester,, Indiana. The year before last, I took three people up—and they were in their 30s, but they had never been in an airplane before in their life. We go to the Dirksen’s, and their kids are so excited to have us come, and they treat us so well!  “We get to land in their hayfield, and the whole town comes out, and we give rides. I mean, that’s  what it’s that’s what

the engine overhauled by Al Holloway in California. We also discovered that one wheel was cracked—which was

NC5427 also enjoyed a bit of “movie star status” during AirVenture, when independent film producer

all about, shares Joe exuberantly, “and to fly with Ted Davis, Andrew King, Jim Hammond, Steve Roth,

unrelated to the ground loop—so we and director HeatherThe Taylor’s Taylor’s Break  Breaking ing replaced that as well. Other than that, Through the Clouds: First Women’s the airplane hasn’t had any significant National Air Derby was screened. (www. (www. work done since the 1991 restoration  BreakingThro  BreakingThroughTheC ughTheClouds. louds.com, com, see see acby Travel Air West.” companying movie overview.) overview.) Back in 2009, Joe spent Memorial  Making  Mak ing Mod Modernern-day day Day weekend at the Golden Age Air History Museum’s airfield in Grimes, Penn-

and Coolbaugh is just such a treat.Bob Some of those guys are the best pilots I’ve ever seen, and I’ve been flying for many years. The excitement of having the Travel Air is being able to go out every summer and fly with those guys. That’s what it’s for—we share it with people!” [Note:

Truthfully, Joe is day barnstormer atreally heart.a modernThe reason is pretty simple: He derives the most joy from flying his “biplane

sylvania. again, it was Andrew Dirksen’s  Barnstorming—Friends farm is featured in the documentary Barnstorming—Friends documentary King whoOnce had extended a special in- The vitation to Joe—to fly his Travel Air  Really  Really Can Can Drop Drop Out Out of the Sky Sky.. Filmed during the filming of a documentary in 2009, it candidly describes the

12  12   MARCH 2012

 

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Applying Poly-Brush.

BONNIE KRATZ

The sun rises and lights up Joe Santana’s Travel Air on the flight line at AAA’s fly-in at Blakesburg, Iowa.

unusual friendship formed between a farming family and aviators who first landed in their hay field in 1999. www.  Barnstorm  Barn stormingM ingMovie ovie.com .com]

ularly, and continues ularly, c ontinues bringing joy not only to its caretaker, but to many others across the country. And it’s still pleasing to the discerning eyes of aircraft judges

He also flies the Travel Air to Hagerstown, Indiana, for another fun gathering—the “Hagerstown Or Bust” Ford Model T and vintage airplane fly-in. fly-in. “Literally hundreds of Model T’s from across the country show up there on the fairgrounds,

at fly-ins. That’s quite understandable, since NC5427 still looks like it’s fresh out of restoration—even though it’s been 20 years. This handsome biplane received two awards to its credit this past year: the Silver Age (1928-1936) Champion—

and they have a nice grass field for the airplanes,” adds Joe, smiling, “We do a balloon bust there, a flour bomb drop, and Ted gives rides in the New Standard. We’ll also fly to Brodhead, Wisconsin, and Blakesburg, Iowa, for those fly-ins.”

Bronze Lindy at EAA AirVenture Oshkosh, and the Travel Air Type Club Award at the Antique Airplane Association’s annual invitational fly-in. Joe readily credits these awards to the restoration efforts of Travel Air West and recently affixed a tasteful

One thing is certain—when the Travel Air landed in Joe’s hands in 2004, it found a very good home, indeed. It flies reg-

brass plaque to the aft portion of the fuselage, as a way of paying homage to Jim Ward and Harry Somers.

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Engine assembly.

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Fabrication of turtledeck.

COURTESY HEATHER TAYLOR

Heather Taylor with Joe Santana, during the filming of Breaking Through the Clouds.

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 Tailfeathers in silver. VINTAGE AIRPLANE

 

13

Breaking Through the Clouds: 

The First Women’s

National Air Derby Te story of grassroots aviation pioneers by a grassroot grassrootss independent 󿬁lm producer by Spa Sparky rky B a rnes Sarg Sargent ent Tenacity, Tenacit y, ambition, spirited passion, personal conviction…these are some of the qualities that imbued the 20 participants in the First Women’s National Air Derby in 1929. Three-quarters of a century later,

heard about those women pilots who undertook that nine-day race across the country, and instantly felt a connection. Inspired by their accomplishments, and sharing those same personal qualities, Heather felt

the nearly forgotten stories of those Derby fliers. Those elements, combined with a burgeoning technical knowledge of filmmaking, led her on a 13-year quest to create a colorful documentary about them.

aspiring filmmaker Heather Taylor

an irresistible inner calling to convey

Heather grew up in an aviation fam-

ily, and her direct inspiration to create the documentary arose during a conversation with the legendary Evelyn Bryan Johnson in Morristown, Tennessee. Known as “Mama Bird,” Evelyn has logged 57,635.4 hours of flight time. Heather had the opportunity to meet Evelyn, and recalls asking her a few questions about the races and how they began. “As she talked,” says Heather Heather,,

lected by Aerial Coordinator Andrew King as representative of the types flown in the 1929 Air Derby: 1928 Travel Air 4000 (Joe Santana), 1929 Speedwing Travel Air B9-4000 (Bill Plecenik), 1930 Monocoupe 90 (Bob Coolbaugh), 1928 Monocoupe 70 and 1929 Waco GXE (Paul Dougherty), and 1930 Fleet 7 (Mike O’Neal). Ever attentive to detail, Heather

been given talents and gifts, and it is our responsibility, in my opinion, to nurture, develop, and explore those interests, no matter how irrational it may be. To do so means giving back to the world and making it a better place. The women in 1929 did this with gusto. I can only hope that by exploring my interest in these women and bringing their story for-

“something just clicked inside my ensured when audience sees gut, and I knew   this  this was the storyofI had archival that footage ofthe Louise Thaden’s been looking for.” Heather embraced Travel Air flying, they hear a Wright her own challenge and resigned from  J-5 engine e ngine and not some s ome other enher position with Discovery Communi- gine—and she did this as closely as cations in mid-2007, in order to devote possible with each aircraft. her full-time energy to the task. Watching this documentary makes Filmmaking can be a tedious un- it easy for viewers to feel as though

ward, will own inspire others to taketo a risk ofittheir and contribute the world in their own unique way.” Most any project comes bearing not only cloudy challenges, but the proverbial silver linings, as well. w ell. Heather thoughtfully reflects, “One perspective I gained in researching

dertaking. Heather’s case,restorer it was similar to a In first-time aircraft tackling a ground-up restoration. Heather shares that the most significant challenge she encountered while creating this film was likely her own confidence—or lack thereof. “I had been in the industry over

all about these women is that rather than seeing them as icons or legends per se, I realized they were just people too, doing something they felt called to do, and they went and did it. i t. In the end, I love…learning from those who have overcome their own personal obstacles to achieve something.”

14  MARCH 2012

 

a decade, had a master’s in produc-

they been personally introducedhave to each of the featured women

“I can only hope that . . . it will inspire others to take a risk of

Heather eloquently sums up her

ing film and video, but I had never produced my own film,” she admits, adding, “The other significant challenge was finding the right people to help work on the film. But in the end, I met some incredibly talented and gifted people and am grateful for

their own and contribute to the world in their own unique way way.” .” —Heather Taylor

unique mission in creating her film company,, Archetypal Images, with the company following statement: “…to produce films that explore and harness that light in the eyes of people who have found their calling in life, and share that sparkle with others who are still

what they brought to the project.” Though there were times when Heather really didn’t know how she was going to achieve her goal, that wasn’t a deterrent—in fact, it turned her personal resolve into tangible action. “I’d never written a script…and [eventually realized that] I had to be

pilots. The transitional graphics were searching to find their own passion.” It is clear that Heather has discovtastefully done, the clips of the original pilot licenses added even more ered her own calling in life, and her historical detail, and the personal in- passion for accuracy and authenterviews (especially with Pat Thaden tic detail was the catalyst for her Webb, Margaret Whitman Blair, and to achieve excellence in her work. Elinor Smith Sullivan) added great  Breaking  Breaking Through Through the the Clouds: Clouds: The First  has redepth to the documentary. Women’s National Air Derby  has

the one to write the film. [Another challenge] that took years to work through was how to actually begin such a vast subject,” says Heather, elaborating, “I credit story consultant Fernanda Rossi with helping me . . . break the project down into sizable portions and decide what I felt

Heather offers a bit more insight to the film, and her own personal philosophy, by sharing: “Even though the derby happened in 1929, the lessons, experiences, and courage the women displayed are life lessons for us today, and so I do not think of it as history. Rather, I think the women

was the most important.”  mas Breaking Through T hrough the Clouds Clouds masterfully threads modern color footage in with extensive archival footage. The new footage includes the following airplanes from the vintage/ antique community, which were se-

are role models for us all on how to history heartily applaud Heather’s efact when something excites you and forts and extend gratitude to her for captures your imagination imagination.. having the inner fortitude and vision “Once you find that energy, then to bring this documentary to fruition. you must have the passion and cour- For more information about the film age to follow through to bring these and ordering details, please visit www. ideas to the forefront. We all have  BreakingThroug  BreakingThroughTheClouds hTheClouds.com. .com.

ceived the National Aviation Hall of Fame’s 9th Annual Combs Gates Award, the Indie Award of Excellence, is an IDA/ABC News VideoSource Award finalist, and has been officially selected for numerous independent film festivals. Those of us who treasure aviation

VINTAGE AIRPLANE

 

15

Achtung,  Baby! Achtung, Praga E.114M Air Baby HB-UAF restored to flying status BY STEFAN DEGRAEF/PICTURES EDWIN BORREMANS

he Thunersee, a 12,000 acre lake locat ed in t he Swiss Berner Oberland region, dominates one of the country’s most stunning flying regions, dividing fertile wetlands on its northern border and various Alpine giants to the south in a most dramatic and eyecatching manner manner.. In summertime this heterogeneous airspace is crisscrossed by Switzerland’ss most unique pelicanSwitzerland’ shaped vintage aircraft, made airworthy only some few months ago: a blue/white colored Czech-built Praga E.114M Air Baby. This 1947 Air Baby,

T

16  MARCH 2012

 

registered HB-UAF for more than four decades, is the sole remaining flying specimen of its kind and a very welcome member of Switzerland’s vintage aircraft community.

From Its Early Life . . . Praga E.114M Air Baby lightweight aircraft were manufactured starting in 1934 by the Ceskomoravska-Kolben-Danek Praga A.S (aka CKD-Praga) aircraft factory in Prague (Czechoslovakia). Production ceased during World War II. Following the German occupation and World War II, Praga restarted its aircraft-building activities immediately after the war’s

end. During this period, ending in 1948, 110 E.114D (with a 75-hp engine) and M models (powered by the Walter Walter Micron III 65-hp engine) were produced. The Walter Mikron III, developed in the mid-’30s and actually still in production, is a four-cylinder, air-cooled, inverted straight engine, optimized for use in light general aviation aircraft. The British firm F. Hills & Sons acquired a manufacturing license and built the E.114 as the Hillson Praga at its factory at Trafford Park, near Manchester. In total Hillson built 39 aircraft before World War II. Another 26 E.114Ms were built by the Rudy Letov company.

The Czech-built Praga E.114M Air Baby c/n 119 was constructed

dismantled and stored, predestined to be lost for eternity. In 1982 the

Overall assessment by Max Brugger, constructor of a Colibri MB

in 1947 and was immediately exported to southern France. After arrival at Cannes in November 1947, this factory-fresh single-engined

remains were purchased by Fritz Moser, who stored the wings of the aircraft in a barn at Suderen, located close to Thun. The fuselage

lightweight-built aircraft, proved to be positive and started the lengthy process of overhauling and restoring the aircraft’s remains, plus the

aircraft received its F-BCSN registration. Having spent some 10 years as part of the “Aeroclub du Var” at the French Riviera, the aircraft was sold mid-1957 to a Swiss owner, who based the aircraft at Thun and registered c/n 119 in its new Swiss HB-UAF identity identity..

and engine were stored in Moser’s garage at home. The peaceful but hibernal sleep of HB-UAF would last some two decades, before Fritz Moser and his son, Andre, showed a willingness to restore the aircraft to its former flying status. The long-lasting inactiv-

manufacture of missing parts. Some parts have not been available for decades, either in the market or within the vintage aircraft community.

Its Swiss flying career would only last 14 years. Soon after its last documented flight out of Thun on October 24, 1971, the aircraft was

ity of the aircraft, however, needed an in-depth evaluation of the overall condition of the wooden structure of the fuselage and wings.

Its wooden framework surprisingly in good condition, the aircraft was completely stripped down and almost rebuilt from scratch. The original

. . . To To Its Reincarnation

The restoration started in 2004 and would eventually last some six years.

VINTAGE AIRPLANE

 

17

formed by the well-known Airla vintage aircraft restoration company at Langenthal-Bleienbach Langenthal-Bleienbac h aerodrome in northwestern Switzerland, the work performed by Max Brugger. To comply with Swiss general aviation regulations, some modern avionics including a radio, transponder, and an ELT were installed in the wooden dashboard in the cockpit. With all parts overhauled and reinstalled, the aircraft was transported by car to Langenthal for its first flight and airworthiness validation by Gerhard Staude, owner of Airla, and officially licensed by the Swiss Walter Mikron III engine was sent for overhaul and revision to Parma Technic in the Czech Republic. In 1999 this Czech engine company received official approval from the Czech avia-

tion authorities to overhaul and repair these types of engines. Some of the parts of the aircraft including the brakes were rebuilt by Andre Moser. Additional overhaul was per-

Praga E.114 M General characteristics

Crew

2

Length

7.05 meters (23.12 feet)

Wingspan

11 meters (36 feet)

Wing area

16.20 square meters (174.375 square feet)

Empty weight

370 kilograms (815.7 pounds)

Max takeoff weight

585 kilograms (1,290 pounds)

Powerplant

W a l t e r M i k r o n I I I f o u r - c y l i n d e r, a i r -

Bundesamt fur Zivilluftfahrtl (BAZL) (i.e., Civil Aviation Authority) to deliver the much desired certificate of airworthiness. Pending its first flight since its restoration, various taxi tests and aborted takeoff runs were made to check the various characteristics and performances of the engine. Finally on September 9, 2009, Praga E.114M Air Baby HB-UAF made its second very successful and emotional maiden flight. With no flying manuals available, operating this Air Baby proved to be an “on the job” effort. The excellent gliding characteristics of the aircraft immediately became apparent, forcing Andre to

cooled, inverted straight engine (65 hp) Performance

Maximum speed

187 kph (116 mph)

Cruise speed

165 kph (102 mph)

Range

730 kilometers (454 miles)

Service ceiling 4,300 meters (14,107 feet) Climb to to 1,000 1,000 meters meters (3,280 (3,280 feet) 6 minu minutes tes 40 second secondss 18 

adjust its landing techniques since the aircraft has no external slats or any kind of air brakes. Nowadays this pristine and unique vintage aircraft is based at Flugplatz Reichenbach (LSGR), located in the Swiss region of Berner Oberland and close to some of the country’s most stunning flying areas.

MARCH 2012

 

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Light Plane Heritage  EAA Experimenter

published in

March 1993

EXPLORING THE PARASOL MONOPLANE BY  B OB  W HITTIER

EAA 1235

At any gathering of sport planes,

War II. The many informative books

“Historic” link in the menu at the top

one is likely to see at least a few monoplanes of the “parasol” type. Old-timers will have seen so many of them that they’re likely to take them quite for granted. And newcomers oft en have such scant knowledge of aviation’s long and involved history that to them a Loehle

and magazines published between around 1920 and 1940 are becoming increasingly hard for them to locate because both public and technical school libraries tend to discard or store away older literature to make room for new acquisitions. But since the older literature deals with air-

of the web page.—HGF]  My own collection of literature goes back to the 1930s, and I refer to it often when writing. Also, I live within an hour’s drive of the aeronautics library at MIT in Cambridge, Massachusetts. When starting work on this article I spent hours there

Parasol or Baby Ace is likely to be just another of a thoroughly bewildering array of flying machines. Actually, there’s much of interest and use that can be said about parasols. But before we explore this subject, a few words of wisdom. As the years go by, more and more of the people active in sport aviation were born during or after World

craft in the performance range to- leafing through such books as Jane’ as  Jane’ss   going back day associated with sport flying,  All the World’s Air Aircra cra ft  going much useful knowledge is today, to 1909, the U.S. Civil Aircraft Seregrettably, out of reach of more Figur ure e 1 Abov Above e — Pa Para raso sols ls hav have e been been and more enthusiasts.  [A  [Alt ltho houg ugh, h, Fig around nd for for a long time. time. Far Far man in in happily, much of this knowledge is arou being republished on the Internet; for France built this one in 1910. The ultimate te in visi visibili bility! ty! For For so some me obscur obscur e instance, the entire archive of the Brit- tima ish periodical Flight periodical Flight is now online at reas reason on the the Gnom Gnome e r otary engine engine was was www.FlightGlobal.com. Click on the mounted ahead of the pr opeller.

 Experimenter  enter  magazine Editor’s Note: The Light Plane Heritage series in EAA’s EAA’s Experim  magazine often touched on aircraft and concepts related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!—HGF 20  20  

 

MARCH 2012

Figure Figur e 2—As 2—As show shown n by thi this s Albat Albatrr os of of 1914, 1914, mil milita itarr y men men quick quickly ly r eal eal-ized their superior downwar downwar d visibility made parasol monoplanes monoplanes ideal for reconnaissance work. Rotar y engines belched a cloud of castor oil smoke smoke upon being star ted.

ries by Joseph P. Juptner, and the ries by  by the Aeronauti Aircraft Yearbooks Yearbooks by cal Chamber of Commerce. I was quite surprised at the large number of parasol types I found pictured and described in these old books. While many were obscure types, all were interesting to study with the question in mind, “Why did the designer do what he did?” A parasol monoplane is one on which the wing is mounted above and more or less clear of the fuselage. The word is derived from the

wing configurations were popular because these arrangements lent themselves to effectively arranging the many rigging wires needed to achieve structural rigidity rigidity..

While many were obscure types, all were interesting to

quent crashes of those days, pusher engines could tear loose and fly forward onto unfortunate airmen. Parasol monoplanes provided the answer. Fig. 2 shows a Germandesigned, Austrian-built Albatros of 1914. The good downward visibility is obvious. Note also the many brace wires. Bleriot and Morane Saulnier in France brought out similar-looking  similar-looking  designs, and two-seaters from the latter company were used by the French throughout that war. As the outcome of several incidents of the wings of wire-braced monoplanes collapsing under the strain of combat flight, other countries such as Britain stayed with the more rigidly trussed biplanes. Seeking more speed from available engines, late in the war the Germans developed monoplane fighters such as the Junkers and Fokker Triplanes. Triplanes. The latter had its cantilever wing mounted parasol-fashion above the fuselage to put it out of the way of aiming forward-firing machine guns. As the result of aerodynamic research begun during that war and carried on into the 1920s, thicker airfoils came into general use. These allowed the use of deeper wing spars, so multiple brace wires below and

Italian  pa  para rare re,, meaning to ward off,” and sole sole,, meaning “sun.” A lady’s parasol wards off the sun. Because a wing above the fuselage wards off the sun, the French seem to have been the first to apply the word “parasol” to airplanes. Fig. 1 shows a parasol monoplane built by Henri Farman in 1910. He was famous for his biplanes—perhaps

study with the question in mind, “Why did the designer do

above parasol wings gave way to simpler,, cleaner wing struts running simpler from fuselage lower longerons out to fittings on the undersides of wings. Strut-braced Strut-brace d low-wing monoplanes were also built but had disadvantages. Struts running from top longerons to fittings on the upper surfaces of wings disturbed airflow and hurt wings’ lifting qualities.

he cobbledabout up this parasol to learn something the characteristics of monoplanes. Most monoplanes of that time had their wings attached to the top longerons of their fuselages, so presumably the word “parasol” was adopted to describe this new arrangement.

But such planes soon showed themselves to have unacceptably poor downward visibility for military observation work. Pusher-type

Some low wings had struts running from awkward-looking landing gear trusses to fittings on the lower surfaces of wings. Sometimes this arrangement brought a plane’s center of drag so far below the propeller thrust line as to bring on trim or longitudinal stability problems.

When World War I began, planes were at first used only forairreconnaissance flights. The thin wing airfoils then in use obliged the use of shallow and therefore quite flexible wing spars, so biplane and mid-

biplanes tried,cockpits with observers riding in were the front of their nacelles to get good downward vision. But objects falling or blowing out of open cockpits could fly back into pusher propellers, and in the fre-

Browsing through from about through Jane’ l920 to  Jane’s 1940s volumes reveals a surprising number of both military and civilian parasol types. Some were handsome and others homely. Practically every European manu-

what he did?”

VINTAGE AIRPLANE

 

21

Figure 3—Ther Figure 3—Ther e are many many variati variations ons on the the paraso parasoll theme. theme. HighHigh-wing wing Lock Lockheed heed V ega, lower left, was r evise evised d to parasol, paras ol, upper upper left, to suit suit an airline’s airline’s needs. needs. Exter Exter nally the the English English Comper Comper Swift, Swift, above, looked looked like like a high-wing high-wing but str ucturally was a parasol. Its layout facilitated cockpit access. access. Small engine on long nose balanced pilot’s weight aft of the wing.

facturer built military observation and fighter planes of this type be-

headroom. Because of its shape, the single pilot’s seat up forward

ier and faster. Their weight so far aft balanced the extra 200 pounds of

cause of good visibility and simple, sturdy construction. When twin machine guns were mounted in fuselages, it was necessary to use interrupter mechanisms to halt their firing when propeller blades passed in front of the guns. Some 1920s parasol fighters moved the gu ns

intruded into cargo space at the forward end of the cabin. Pilots felt it would be hard to get out of the enclosed cabin should they have to take to their parachutes. In a crash, the cargo would come flying forward onto them. Lockheed engineers realized the

the 425-hp Pratt & Whitney engine that replaced the original Vega’ Vega’ss 220-hp Wright Whirlwind. When a mixed load was to be carried, cargo could be loaded into the front of the cabin with passengers behind it, affording them the best possible safety in a crash.

outboard to where struts met the undersides of their wings. Fairings enclosed the guns and at the same time cleaned up the airflow where struts met the wings. This allowed uninterrupted and therefore more deadly gun firing. The more designers studied para-

Vega’s wooden wing and fuselage Vega’s could easily enough be revised to create the parasol Air Express. Raising the wing clear of the fuselage got its deep spars out of the cabin headspace. Cargo area was increased at the front end of the cabin. Probably lift was increased by separating

This mention of the Air Express brings out the point that the parasol configuration lends itself to the simple and clean installation of one-piece wings, either strut-braced as in the Pietenpol, Fig. 7, or cantilever as on the Potez 60, Fig. 19. Such long wings can be awkward

sols, the more advantages they discovered. As originally produced, the sleek 1927 Lockheed Veg Vega, a, Fig.

the underside of the wing’s central portion from the fuselage, thus increasing the amount of working

in a homebuilder’s basement shop, but in factory-built planes save the weight and cost of center section

3, was a high-wing cabin monoplane. Western Air Express liked its speed but found things to complain about. The cantilever wing’s deep spars intruded into cabin

wing area. Accustomed to opencockpit biplanes, pilots had no trouble with poor forward visibility in the rearward-located open cockpit. They could bail out of it much eas-

fittings. Cutouts in the top or bottom of a fuselage are not needed. Because the weight of the fuselage, engine, occupants, and landing gear are all well below a parasol

Figure 4—The r elati Figure elationsh onship ip between between center center of lift lift and center center of gravit gravityy dif fers as as between between parasol parasol and low-w low-wing ing monoplane monop lanes, s, and as between between level level and steep-c steep-climbin limbing g fl ight. This This signifi signifi cant cantly ly af fects longit longitudin udinal al stability stability . 22  22   MARCH 2012

 

wing, what is called “pendulum stability” is good. Looking at a parasol monoplane from ahead or behind, it’s easy to visualize how all this weight below the wing will act to restore an upset plane to level attitude. But it’s easy to place more importance on this than is justified. If it has been well-designed and its pilot is normally alert, a low-wing plane will not suddenly roll over

Figure Figu re 5—Parasol 5—Parasols s can be ver ver y handsome, handsome, as as shown shown by this Menas Menascoco-

upside-down. However, it’s not as well-known as it deserves to be that parasols are very good in regard to longitudinal stability.. That is valuable in respect stability to behavior in steep climbs, s talls, and turbulent air. In Fig. 4A, note the relationship between the center of gravity (CG) and the center of lift (CL) in this parasol in level flight. It is standard practice to position the center of gravity ahead of the center of lift and to balance a plane with a download on the stabilizer. An appreciable nosing down-force, D, is then present. When the engine is throttled or quits, the plane will automatically nose down and begin to glide. In this drawing, the center of gravity’s forward position has been exaggerated in the interests of clarity. As this parasol noses up, Fig. 4B, the wing sort of “rotates” backward. This shifts the center of lift backward, too, and the force D becomes stronger. More backward stick force is needed to hold the nose up, which is a desirable characteristic. In level flight, a low-wing as in Fig. 4C has about the same force arrangement. But when it noses up, due to its lower position the CL does not rotate aft and so the nosing-down force D in Fig. 4D is therefore considerably less. In

powered Fairchild 22 of the early 1930s.

Figure 6—The Ross parasol was not handsome! High-set wing and low-set fuselage fuse lage facilit facilitated ated cockpi cockpitt entr y and exit. exit.

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