Professional Documents
Culture Documents
VOL. 32 , NO . 3
""""
2
AEROMAIL
22 PASS IT TO BUCK
SKIPLANE FLY-IN / Buck Hilbert
NEW MEMBERS
28 CLASSIFIED ADS
29 CALENDAR
Publisher
Editor-in-Ch ief
Executive Ed itor
News Editor
Photography Staff
Advertising Coordinator
Advertising Sales
Advertisin g/ Ed itorial Assistant
Copy Ed iting
TOM POBEREZNY
scon SPANGLER
MIKE DIFRISCO
RIC REYNOLDS
JIM KOEPNICK
JULIE RUSSO
LOY HICKMAN
913-268-6646
ISABELLE WISKE
COLLEEN WALSH
KATHLEEN WITMAN
VINTAGE AIRPLANE
HENRY G. FRAUTSCHY
THERESA BOOKS
BUDD DAVISSON
DOUG STEWART
JOHN MILLER
Front Cover: With a determined look on his face, Dr. Kevin Kochersberger does
his best to lift EAA's 1903 Wright Flyer off the launching rail during the first
flight attempt on December 17 , 2003. As witnessed by Edsel Ford II (left) and
Erik Lindbergh, the Flyer just barely flew off the launching truck . The Wright
Experience built the new Flyer to exactly reproduce the airplane built by the
Wright Brothers, and so it's performance also paralleled the original-which
meant at least 10-12 knots of headwind was needed to launch off a rail of limit
ed length.
Just as the airplane was released , the meager headwind fell off to less than 6
knots , far less than was needed to fly the Flyer more that a few feet. VAA photo
by H.G. Frautschy, shot with a Canon EOS 060 and a Canon 80-200 IS lens .
Back Cover: Terry Bolger's Fleet biplane is resp lendent in its bright red and
cream color scheme. Powered by a 125 hp Kinner B-5, the Fl eet needed a total
restoration to be brought up to the condition members saw during EAA
AirVenture Oshkosh 2003 . EAA photo by Jim Koepnick. EAA photo plane flown
by Bruce Moore .
STRAIGHT
Be
EL
will be able to do
exactly that if you plan
on attending the first
major fly-in of 2004.
Getting back to my story, one of
the best parts about Piedmont Avi
ation was their huge aircraft parts
department. They kept wind
shields, props, ribs, fabric, dope,
instruments, and hardware for all
sorts of airplanes.
I got to know all of the guys over
the years, and they would just let
me come behind the counter to
pick out what ever I needed to use
on my projects. I had to pay for it
all, but it sure was handy to go
rummaging around to pick out the
good stuff. Today, ordering parts
over the Internet with credit card
is great. It's a whole lot better than
having to mail an order and wait
for the check to clear. I feel privi
leged to have known these times
and the people at the original Pied
VINTAGE AIRPLANE
VAA N EWS
An EAA AirVenture
Place to Stay
Traditionally, reservations at
Oshkosh hotels for EAA AirVenture
Oshkosh fill early, but that doesn't
mean you won't be able to find
someplace to stay during your
visit. If you're planning your first
pilgrimage to EAA AirVenture, the
best place to discover your options
is at the Oshkosh Convention and
Visitors Bureau (OCVB), which
runs the EAA Housing Hotline
2
MARCH 2004
(920-235-3007)
and
website
(www.oshkoshcvb.org/eaa.c{m).
Aerobatic Legend
Duane Cole Passes Away
Longtime EAA member, air
show performer, and aerobatic in
structor Duane Cole passed away
of natural causes on February 3 in
Burleson, Texas, at age 89. Duane,
who held membership card EAA
8, earned his private ticket in 1938
and his instructor rating in 1940.
That year he flew his first air show
and for the next 15 years taught
aerobatics to Civilian Pilot Train-
AEROMAIL
MORE ON MMO
I can attest to Mr. Hurry's claims
of the profound effect Marvel Mys
tery Oil (MMO) does to the
performance and maintenance of
our aircraft. I too have had great
success with MMO by adding it to
my 100LL fuel since 1993 in Miss
Pearl that has a 0-320B2B Ly
coming power plant. The engine
now has approximately 1,200
hours. With the ratio of 4
ounces/lO gallons of avgas, the
valves have never stuck and the
compression tests over the ensuing
years have been a constant 80/80. I
doubted these figures and per
formed the same test with a
different tester-the results were
the same . In addition, I use the
STC'd Avblend (automotive Zmax)
in the engine oil which is changed
every 40 hours. (1.5 quarts oil us
age between oil changes.) An oil
analysis is performed every other
oil change by Blackstone Labs of
Ft. Wayne, Indiana, and the results
are always normal to below nor
mal in all categories of metal wear.
As for the adding of MMO to the
tank at fill up time, pump the gas
and add the MMO at the same
time to get a uniform mix. In addi
tion, the 1985 Maxima I bought
new indicates close to 300,000
miles on the engine using the same
MMO regimen. (Substitute 1 quart
MMO for motor oil.)
Frank Sperandeo
Fayetteville, Arkansas
I enjoyed the nice letter from
Lee Hurry. I haven't heard from
Lee in quite some time.
I have been using Marvel Mys4
MARCH 2004
SEPTEMBER MYSTERY
PLANE EXTRA
From My Files on Each and
Every Ryan/Mahoney Airplane
Ryan B-1 "Brougham," sin 158,
registra t ion number NC7211.
Manufacturing date September 4,
1928. Engine Wright J-5A "Whirl
wind" of 220 horsepower. Engine
sin B-9135.
Manufactured by the B.P. Ma
honey Aircraft Corp, San Diego,
California.
This airplane had been tested on
Edo Model E floats in 1928. First
owner appears to have been W. H.
Royle of Oakland, California.
It went t hrough several owners
in the Bay area, then down to
Yu ma, Arizona, and other Arizona
betwmt
there were
great hopes that flxed-wing light air
planes would be developed. I don't
consider the future development of the
autogiro to be a retrograde, but a needed
advancement. We are obviously never
going to get the public to take on fixed
wing aircraft. I have been surrounded
by hundreds ofnearby neighbors here
for 83 years, but NONE will consider
airplanes, although they have seen me
flying safely for years. A new direction
has to be taken. This article is not a de
traction of the Bonanza or any other
aircraft, but a solution to the problem
ofgetting more people into the air.
(John)
Many World War I surplus air
planes and engines were used during
the 1920s, but a few slightly more
modern open cockpit biplanes were
developed in those times before avi
ation regulations were adopted in
1927, and they provided design
standards for aircraft and rules for
training and certification of pilots
and mechanics.
The engineers began graduating
from their fixation on the old bi
plane types and began to build
monoplanes of the cabin types,
some following the path of pioneer
Anthony Fokker's stressed-skin type
monoplane wings, but in alu
minum alloy instead of wood
veneer and plywood, and his
welded steel tube structures. Few
aviation people now are even
aware of the influence Fokker's
ideas had on airplane design.
However, aviation did not gain
wide acceptance by the public, partly
to it expense, limlted
ness, dangers, lack of adequa
airfields, and the absence of advan
tages that are common now,
including air navigation aids, air
ports, and many other conveniences.
Of course, the severe depression of
the 1930s was disastrous to general
aviation.
THE AUTOGIRO,
WITH ITS
OUTSTANDING
FEATURE (SAFETY
ABOVE ALL ELSE)
HAS BEEN SITTING
IN THE SHADOW OF
ITS HELICOPTER
OFFSPRING,
WAITING TO BE
REMEMBERED AND
REVIVED.
The airlines did expand rapidly in
the later 1930s, especially with the
stimulus of virtual subsidies in the
form of airmail contracts and the
advent of the modern airliners such
as the Boeing 247, Douglas DC-2
and DC-3, all of very advanced all
metal designs. Of course, World War
II accelerated aircraft design rapidly,
and general aviation has inherited
much of that.
However, general aviation still
has not been widely accepted by
the public. Fixed-wing aircraft are
very expensive to own and to oper
MARCH 2004
With
modern
navigation systems
having moving maps,
terrain depictions
and warnings, cou
pled to autopilots,
amateur pilots could
find their ways to
desired destinations
as simply as they
now operate their
personal computers
and automobiles. At
low altitudes and vi
sual flying, they
should be of little
danger to fixed
wing controlled
traffic. There are
now night vision
goggles available, and terrain de
pictions reflected on look-through
windshields are under develop
ment. Such things are in the
future but are inevitable.
Only when the people are as
sured that violent danger is
unlikely or eliminated in case of
power failure, by the nonstall and
parachute-like ability of the auto
giro rotor, will larger numbers of
people accept private flying.
One important item that must
be developed is a simpler and
longer-life engine, and I am con
fident it will be the Wankel type,
fueled with ordinary automobile
gasoline, or pOSSibly using a
Diesel cycle and fuel. Of course, I
am predicting the future when I
will be gone to the forever and
won't see it, I'm sorry to say.
Reprinted from the September 2003
www.bonanza.org.
John welcomes comments. Write
him at 201 Kingwood Park, Pough
keepsie, New York, 12601.
A wonderful compilation ofJohn's
stories is available in the book Flying
Stories. The cost of$50 provides funds
for the ABS nonprofit Air Safety Foun
dation. It is available from the ABS
Company Store, 316-945-1700. It's a
great coffee table page-turner.
......
VINTAGE AIRPLANE
N~v/(omm
EVAN M CCOMBS
MARCH 2004
The [com radio mounted on my instrument paneL with the switch box
mounted beside the radio.
COAX INPUT
(FROM RADIO)
TYPICAL TWO
POSITION SPDT
SWITCH.
COAX OUTPUT
(NAV ANTENNA*)
SHORT GROUNDING
COAX OUTPUT
(COMM ANTENNA*)
NST
DOUG STEWART
IIN
pulling back on
the stick. That's
want to go flying
0,
10
MARCH 2004
themselves getting queasy or having headaches. It cer more than one pilot, finding their airplane inverted
tainly is a challenge to fly around the axes' with after a wake turbulence encounter, had opted to split
enough situational awareness to even know which S out of the upset, only to become much more upset
way is up, but when one can start to gain precision in when the wings departed the aircraft as a result of the
these maneuvers one also gains a wonderful sense of speeds well in excess of VNE that were reached before
control was regained. But if a pilot has never had aer
accomplishment.
I know that for me, one of the most rewarding obatic training would they know that the roll is the
things about flying is that there is a/ways something safest way to recover from the upset? And would they
more to learn, something more to perfect. I love the know to roll to the left (assuming an American engine
challenge of always trying to make my flying better. I up front)? Would they know that the split-S would
think that if I ever get to the point where I can say lead to excessively high airspeeds, and that if they did
that there is nothing more to learn or perfect in my keep the wings on the airplane, they might very well
flying, it will be time to hand in my certificates and impact the ground if the upset occurred on the latter
take up crocheting. So for me seeking that ever-elu stages of an ILS?
sive perfection in my flying gets even more difficult
The only way that we as pilots can gain the some
times counter intuitive skills one needs to recover
when the blue side is no longer necessarily up.
But there is also another reason for every pilot to get from these kinds of upsets is through aerobatic, or up
some aerobatic training. Even if you are a pilot that set recovery, training. Might one experience some
dislikes banks in excess of 30 degrees , even if you motion sickness during the training? Yup! Is the
never pitch up or down beyond 10 degrees , there adrenalin valve going to be wide open? You betcha!
might very well come a time in your flying when the But even if you only receive one hour of aerobatic
blue side is down, not up. And it probably didn't get training you will be much better prepared to recover
from an upset, if it ever happens to you. You will
there because of something you did on purpose.
I remember when I was taking my initial Mal know how to get the blue side back on top if you ever
ibu/Mirage training with Attitudes International. It find it down. And you will be taking yet another step
was my final day of training. The simulator that I in the transition from good pilot to grea t pilot.
Read more about Doug's work at www.dsf/ight.com.........
www.lakelandairservice.net
VINTAGE AIRPLANE
11
Reuben Fleet's
BUDD DAVISSON
12
MARCH 2004
13
Terry Bolger
15
.,ltl~mence
IM
VINTAGE AIRPLANE
17
MARCH 2004
George W Bush, president of the United States, spoke during the morning cere
monies honoring the Wrights.
U.s. Air Force Academy Cadet Mike Heddinger holds Aurora, one of the
Academy's mascot falcons. Aurora is a rare white Gyr falcon, one offive
species offalcons in North America. The Academy's presence at the Cen
tennial ofFIight celebration was just one ofmany organizations that
highlighted the width and breadth ofaviation.
Terry Queijo, one of the two pilots who flew
the repro Flyer at the Kill Devil Hills site
prior to December 17th, chats with a young
lady who was interested in learning more
about the airplane. Terry did not fly on the
17th, choosing instead to act in a supporting
role for the attempted flights on the 100th
anniversary offlight.
The Wright brothers' great-grandniece Amanda
Wright Lane and great-grandnephew Steven
Wright are with Dr. Kevin Kochersberger, who
piloted the Flyer on two of the three flights
made prior to December 17th, and on the flight
attempt that morning.
VINTAGE AIRPLANE
19
MARCH 2004
These two photographs capture the first flight attempt, when the Flyer
left the rail briefly. In the first shot, Terry Queijo stands in for Wilbur
Wright as she runs alongside to steady the wingtip of the Flyer.
Unfortunately, the wind, which had been blowing at about 10 knots, fell
off to about 6 knots after the Flyer started down the rail. To fly, the Flyer
needed at least 10 knots ofheadwind to lift off the rail and fly any distance.
The brief leap was the best the day's weather would allow, as the wind con
ditions didn't improve enough later in the day to permit a second attempt.
CK
SIT
Skiplane fly-in
PHOTOS BY JIM KOEPNICK
22
MARCH 2004
...-
Mark Holiday flew over (romT ake Elmo, Minnesota, with his recently
acquired Piper PA-20 Pacer.
[mph?] cruise speed we'd catch
them before they got halfway
there. Ha! Think again.
We never saw them, and when
we arrived at Wittman and were
greeted at Basler Flight Service by a
super friendly line boy who then
gave us a ride over to Pioneer Air
port behind the EAA AirVenture
Museum, we knew we were in the
right place.
'lM''AnjIison-tn-law, arrived at
the Cessna 170A. More
more people drove in, and
the three Champs from home
came slipping in . Pretty soon
there was a pretty good lineup of
T HE JOURNAL OF
TH E EARLY AEROPLAN E
Leonard E. Opdycke,Editor
CONTAIN
*photog raph s
*workshop notes
SERVICES WE PROVID E
*early tec hni cal books, magaz ines
*copies of orig inal draw ings, manuals
*assistance in locating parts,
informati on
*back issues of the 2 Journals
*donated copies of early av iation books
*a worldwide networking service
MENTION T HI S A D!
WORLD WAR 1
~,
INC.
23
~.
24
MARCH 2004
Reuben Flee~~
continued from page 15
pleasure of meeting Keating for
the first time. He told me wonder
ful stories about his flight from
Florida to California in a very
beat up, ex-banner towing Fleet
without a functioning airspeed or
altimeter.
"At one point during the trip,
he got caught on top, low on gas,
and not sure where he was. He did
the airmail pilot trick of spinning
down through the overcast, hop
ing for a reasonable ceiling. He
popped out at 500 feet agl, broke
the spin, and landed in a farmer's
field. He says it took him 45 min
utes to get his bladder back under
control.
"At Oshkosh he climbed into
the airplane and sat in it for the
first time in SO years. A lot of pic
tures were clicked as we told
people of the historic meeting of
the pilot and his old airplane./1
After all the hard work, Terry
says he's happy with the final re
sult.
"It cruises at about 85 mph ,
which doesn't exactly make it a
speed demon, but you don 't fly
airplanes like this to go places.
You fly it for fun.
"I bring it down final at 60-65
mph and it's like most old biplanes
in that it bleeds off speed quickly
as you bring the nose up to flair.
Ground handling is excellent be
cause of its huge rudder, which is
almost as big as a Stearman's. It is
quick and responsive in crosswind
landings. It flies about 10 mph
slower than a Stearman but will
out-climb it and uses a lot less stick
and rudder travel to control it. Af
ter flying the Fleet for several
weeks, the Stearman looks and
feels as big as a 747./1
Having been bit hard by the
restoration bug, Terry is now restor
ing a 1946 7AC Champ. So, he has
come full circle to the type that got
him started in the first place. ....
BY
H.G.
FRAUTSCHY
EAA, VINTAGE
vintage@eaa. org .
25
*Quick D elivery
*Reasonable Prices
* Certification to MIL-T-6117
& MIL-C-5688A
*1 / 16" to 1/ 4"
*Certified Bulk Cable and
Fittings are Available
"'-...McFa,lane
Aviation Products
800-544-8594
Fax 785-594-3922
wVlw.mcfarlane-aviatio n.com
sales@mcfarlane-aviation.com
A
continued from page 4
MARCH 2004
NEW MEMBERS
Qil1~RODUCTSI
INC.
Fax: 800/394-1247
VINTAGE AIRPLANE
27
VINTAGE
TRADER
OUT OF HOMEBUILDING
Introduction
to Aircraft Building Sheet Metal Basics
Composite Construction Fabric Covering
Sheet Metal Basics
RV Assembly
RV Assembly
Griffin, GA
TIC Welding
MaylS -16
Griffin, GA
May 22 23
Frederick, MD
Airplane T-Shirts
www.airplanetshirts.com
1-800-645-7739
THERE'S JUST NOTHING LIKE IT
ON THE WEB II
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 a fresh O. H. 145. 1938
Fleet 1OF, Helton Lark, and Aeronca C-3.
Find my name and address in the Officers
and Directors listing and call evenings. E.
E. "Buck" Hilbert.
WORKSHOPS
---~---
1-800-WORKSHOP
1-800-967-5746
MARCH 2004
FLY-IN CALENDAR
~.:........~~~..-____ "
.,.
,j'MIIE_
The following list ofcoming events is furnished to our readers as a matter of information only
and does not constitute approval, sponsorship, involvement, control or direction ofany event (fly
in , semin ars, fl y mark et, etc.) listed. To submit an ev e nt , pl ease log on t o
www. eaa.org/e vents/events .asp. Only if Internet access is unava ilable should you send
the information via mail to:, Att: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086.
Information should be received four months prior to the event date.
MAY 14-15
Southwest EM Regional Ay-In
New Braunfels, TX (KBAZ)
www.swrfi.org
JUNE 18-20
Golden West EM Regional Ay-In
Marysville, CA (MYV)
www.goldenwestflyin.org
JUNE 26-27
Rocky Mountain EM Regional Ay-In
Front Range Airport (FTG)
Watkins, CO
www.rmrfi.org
JULY 7-11
Northwest EM Fly-In
Arlingto n, WA (AWO)
www.nweaa.org
JULY 27-AUGUST 2
EAA AirVenture Oshkosh
Oshkosh, WI (OSH)
www.airventure.org
SEPTEMBER 18-19
Virginia State EM Fly-In
Petersburg, VA (PTB)
www.vaeaa.org
OCTOBER 1-3
Southeast EM Regional Fly-In
Evergreen , AL (GZH)
www.serfi.org
OCTOBER 7-10
Copperstate EM Region al Fly-In
Phoeni x, AZ (A39 )
www. copperstate.org
VINTAGE AI RPLAN E
29
--.-~
Order Online:
http://shop.eaa.org
Forest
Navy MA-1 Jacket
Stay warm in this great looking
jacket with the Vintage logo.
This jacket has a bright orange
lining and comes in youth and
adult sizes
Adult md
Adult 19
Adult xl
Adult 2x
Vl0102 .. $42.95
Vl0l03
Vl0l04
Vl0l05
Youth sm
Youth md
Youth 19
Youth xl
V00605 .. $38.95
V00606
V00607
V00608
Bank
V5l479
Weather Vane
Handcrafted using 14 gauge solid
steel with a durable copper vein
powder coated finish baked on.
The textured finish gives the
appearace of hammered copper.
State garden or house mount
$45.95
VINTAGE
AIRCRAFT
ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION
ASSOCIATION
OFFICERS
President
Espie "Butch" Joyce
704 N. Regional Rd.
Greensboro, NC 27409
336-668-3650
windsock@aol.com
Secretary
Steve Nesse
2009 H.ighland Ave.
Albert Lea, MN 56007
507-373-1674
stnes@deskmedia.com
Vice-Preside nt
George Daubner
2448 Lough Lane
Hartford, WI 53027
262-673-5885
vaaOylx>y@msn.com
Treasurer
Charles W. Harris
7215 East 46th St.
Tulsa, OK 74147
918-622-8400
cwh@hvsu.com
DIRECTORS
Steve Bender
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
sstlO@comcast.net
dalefaye@msn.com
David Bennett
P.O. Box 1188
Roseville, CA 95678
916-645-8370
antiquer@irueach.com
Jeannie Hill
Harvard, IL 60033-0328
815-943-7205
dinghao@owc.net
John Berendt
507-263-2414
fchld@n:onnect.com
Steve Krog
Hartford, WI 53027
262-966-7627
sskrog@aol.com
9345 S. Hoyne
Chicago, [L 60620
773-779-2105
photopiJot@aol.com
Brookfield, WI 53005
262-782-2633
lumpel@execpc.com
Dave Clark
Plainfield, IN 46168
317-839-4500
davecpd@iquest.net
Jobn S. Copeland
lA Deacon Street
Northborough, MA 01532
508-393-4775
copelandl@juno.com
Phil Coulson
Lawton, MI 49065
269-624-6490
rcouJson516@cs.com
Roger Gomoll
Blaine, MN 55449
763-786-3342
pledgedrive@msncom
Gene Morris
Dean Richardson
1429 Kings Lynn Rd
Stoughton, WI 53589
608-877-8485
da.r@aprilalre.com
Geoff Robison
260-493-4724
chief7025@aol.com
DIRECTORS
EMERITUS
Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904
920-231-5002
GRCHA@Charter.net
CSn
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft Associ
ation, Inc. is $40 for one year, including 12 issues of
SPORT AVIATION. Family membership is available
for an additional $10 annUally. Junior Membership
(under 19 years of age) is available at $23 annually.
All major credit cards accepted for membership.
(Add $16 for Foreign Postage.)
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Please submit your remittance with a check or
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Postage amount for each membership.
Membership dues to EM and its divisions are not tax deductible as charitable contributions.
VINTAGE AIRPLANE
31
/I
- Ted Beckwith
AUA~
800-727-3823
Fly
fly
AUA
with the pros ...
with
Inc.
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