----------------

'
~
~
~
byEspie"Butch" Joyce
I am fmally settling in after returning from
EAA Oshkosh '90. What a great Convention
we had! Seems that the Antique/Classic area
ran smoother tills year than ever before. I'd
real1y like to thank all those people who helped
out at Oshkosh, the volunteers, chair-people
and everyone at EAA Headquarters who sup-
plied us with all the equipment we requested.
They also gave us all the support they could.
I have received a number of letters from
people who wish to ex.press their concerns and
constructive comments about certain aspects of
the Convention. These letters are always wel-
come. Only through knowing how the mem-
bership perceives what is going on at the
Convention, can we continue to improve.
Sometimes it is difficult to co-ordinate al1 the
activities and working at Headquarters to see
what needs to be improved in the field.
Pilli Coulson has decided to step down as
Chairman of the Parade of Flight. Pilli has
carried tills activitiy as long as I have been
going to Oshkosh and he wants to change jobs
so that he'll be doing sometillng new. The
Parade of Flight tlus year went as smoothly as
any we have ever had in the past. Because of
the way the runway was extended, we were able
to recover the aircraft in a different fasillon and
it worked out great. All the pilots who par-
ticipated in the Parade of Flight cooperated and
really went out of their way to give a good show
for the division.
I will be looking for a new Chairman for this
activity. At tills time, if any members are inter-
ested in being Chairman of the Parade of Flight,
please let me know so that they nlight be con-
sidered. Pill I has agreed that he wil1 act as
Co-Chairman next year to help the new person
become acquainted with the procedures we use.
We will make a decision on the Chairman at our
November Board of Directors meeting, so
please let me know before the end of October
so I can present tills information to the Direc-
tors. Also, any comment about the Fly-in
would be helpful. We need to know that, also,
before the end of October.
The workload in my office has not been bad
after returning from Oshkosh tills year. The
main reason is because I have good help in the
office and tillngs were better planned as I have
learned from my experiences of being Manager
of the Antique/Classic area last year. Business
has been reasonably good for us this year and
2 SEPTEMBER 1990
STRAIGHTANDLEVEL
keeps me on the move quite a bit. Sometimes
if I am a little tardy returning correspondence
from someone, please forgive me for that. I
will try to do better in the future, especially as
winter comes on and things start to cool off
around here. I will have a little more time on
my hands, since most of our work is outside.
Trees are now turning in our area and it's
~ : ~ ~ ~ ~ ~ ~ s h ~ ~ : ~ ~ ~ ~ : ; ~ 1 : ~ ~ ~ ~
Chaptershaving fall fly-ins. OneChapterthat
is dear to me, because I have been a member
for a long time, is Antique/Classic Chapter 3.
This chapter encompasses North Carolina,
South Carolina and Virginia, and has been an
antique organization since the early 1960s.
Chapter 3 always puts on a good fly-in. They
have one in Burlington, North Carolina in the
spring and one in Camden, South Carolina in
the fall. Camden is generally the largest of the
fly-ins and has been very successful, but with
the cost of insurance, porta-johns, autos, etc.
and only receiving a $2.00 registration fee from
the people when they land, it has always been
just a break-even situation for the Chapter. A
year and a half ago they started out with what
seemed to be a good bank account but had bad
weather in Burlington with only a few airplanes
being able to show up, and Camden had bad
weather with only a few airplanes able to show
up there. Again this year, Burlington had bad
weather with only four or five airplanes being
able to make it and they came in late Friday
afternoon.
Chapter 3 now has almost a negative balance
in their accounts. Their Board of Directors met
in August and establishcd a lifetime member-
sillp. The offering of this lifetime membersillp
will enable the Chapter to again enlarge its
treasury and be able to put on a fly-in. Their
next fly-in is at Camden, South Carolina Oc-
tober 5-7. This is a fun event and I encourage
everyone to participate. There is no air show,
just a good get-together for people to visit and
look at the beautiful airplanes and take buddy
rides. I will be there for sure because tills is one
fly-in I can go to and not have to work. I can
just visit and sit under thc wings and go ride in
someone's Stearman or Staggerwing and have
a real good time. Maybe I will see you there.
It won't be long before the temperature runs
me into the workshop or hangar for the winter.
I have a workshop beside my house and my
hangar is at Slllloh, the county airport. Basical-
ly, the only project in my hangar at tills time is
a Cessna 170 that a friend of mine, Emory
Chronister and Ills wife, Sandy Slllmpi, have
been working on. This will be a nice airplane.
I look forward to seeing it in the air at some
point and time.
In my workshop, I just piddle around a little
bit. I keep scrounging around for Travel Air
4000 parts, finding a few now and then and just
talking to people. Someone will put me on a
lead and I will run it down. I have the engine
and propeller, tail pieces and a few other mis-
cellaneous parts, so you can see that I am work-
ing on each end very well. One of these days,
I may finally have enough pieces to start work
on the middle. It is one of my favorite biplanes
and would someday love to have one of my
own. But, for the meantime, the Clipwing Cub
that I have does just fme for going out and
having fun. TIlls is the next best thing to an
open cockpit airplane because you can open the
side wide open.
The Reid conversion for the Clipwing really
makes a nice airplane. If you ever get a chance
to fly one, I would encourage you to do so. It
is a real surprise to see how the airplane per-
forms. Initially, the Clipwing Cub that I have
had a 65-hp engine in it and I will have to say
that just is not enough for the airplane. I now
have a 9O-hp engine installed and it really
makes a hot rod out of it. Another nice thing
about the Clipwing is that you really don't burn
that much fuel and, as everyone knows these
days, that is going to be more and more impor-
tant from a standpoint of operating your fun
machines. There is a lot of difference between
four gallons an hour for a 9O-hp engine and 30
gallons an hour for a 6OO-hp engine. In the
Staggerwing that I used to fly, the best I could
do across country was around 22 gallons per
hour.
As in the past, I would like to ask members
to send in articles and photographs to be used
in your publication, VINTAGE AIRPUNE. It
does not have to be polished as the editorial
staff can take care of those problems. You have
read thc feature about interesting members
which we have been running as a series. I am
sure there are people in your area who would
make interesting reading about their exploits or
accomplishments in the antique airplane field.
If you would, just take a few photographs, black
and white, and jot down an article, and send it
in. To give you an example of what it would
take for an article, tills STRAIGHT & LEVEL
that you are reading at tills time takes ap-
proximately three pages of double-spaced
typewritten wording - this gives you an idea
of what the length of this article is. Your article
might not be used immediately in the magazine,
but will go in our file and at some point in time,
receive consideration.
As a final note, I would like to report on the
election of officers at Oshkosh. I was re-
elected as President for another two-year term.
I will be happy to serve at that capacity and look
forward to it. George York of Mansfield, Ohio
was re-elected as Secretary of the Division.
George has been very active in aviation. Bob
Brauer of Cillcago, Illinois, Charles Harris of
Tulsa, Oklahoma, Bob Lumley of Colgate,
Wisconsin and Steve Nesse of Albert Lea, Min-
nesota were re-elected as Directors. As new
officers, Jolm Berendt of Cannon Falls, Min-
nesota, Gene Chase of Oshkosh, Wisconsin,
George Daubner of Hartford, Wisconsin and
Jeannie Hill of Harvard, Illillois were elected as
Directors. As you can see, we have some new
blood coming on board which will keep us
vibrant for the future. All these people have
been dedicated members in the past and will
serve as dedicated officers. I would like to
welcome all these people to the board.
We're all better as a group. Let's all pull in
the same direction for the good of aviation.
Join us and have it al1!.
PUBLICATIONSTAFF
PUBLISHER
TomPoberezny
VICE-PRESIDENT
MARKETING &COMMUNICATIONS
DickMalt
EDITOR
MarkPhelps
MANAGINGEDITOR
GoldaCox
ART DIRECTOR
MikeDrucks
ADVERTISING
MaryJones
ASSOCIATE EDITORS
NormanPetersen DickCavin
FEATURE WRITERS
GeorgeA. Hardie,Jr. DennisParks
EDITORIALASSISTANT
IsabelleWiske
STAFF PHOTOGRAPHERS
JimKoepnlck CarlSchuppel
MikeSteineke
EAAANTIQUE/CLASSIC
DIVISION, INC.
OFFICERS
President Vice-President
Esple" Butch"Joyce Ar!hurII. Morgan
604HighwaySt. 3744North51st Blvd.
Madison,NC27025 Milwaukee,WI 53216
919/427-0216 414/442-3631
Secretary Treasurer
GeorgeS.York E.E." Buck" Hilber!
181 SlobodaAve. P.O. Box424
Mansfield,OH44906 Union,IL 60180
419/529-4378 815/923-4591
DIRECTORS
JohnBerendt Rober!C. " Bob"Brauer
7645 EchoPointRd. 9345S. Hoyne
CannonFalls, MN55009 Chicago,IL60620
507/263-2414 312/779-2105
GeneChase JohnS.Copeland
2159CarltonRd. 9JoanneDrive
Oshkosh,WI 54904 Westborough,MA01581
414/231-5002 508/366-7245
PhilipCoulson GeorgeDaubner
28415SpringbrookDr. 2448LoughLane
Lawton,MI49065 Hartford,WI 53027
616/624-6490 414/673-5885
CharlesHarris Stan Gomoll
3933SouthPeoria 104290thLane,NE
P.O. Box904038 Minneapolis,MN55434
Tusla, OK74105 612/784-1172
918/742-7311
DaleA.Gustofson JeannieHill
7724ShadyHill Drive P.O. Box328
Indianapolis,IN 46278 HaNard,IL60033
31 7/293-4430 815/943-7205
Rober!Lickteig Rober!D. " Bob"Lumley
1708BayOaksDrive 1265South 124thSt.
AlbertLea,MN56007 Brookfield,WI 53005
507/3732922 414/782-2633
GeneMorris Steven C. Nesse
115CSteveCourt,R.R.2 2009HighlandAve.
Roanoke,TX 76262 AlbertLea,MN56007
817/491-9110 507/373-1674
S. H. "Wes"Schmid
2359LefeberAvenue
Wauwatosa,WI 53213
414/771-1545
DIRECTOR EMERITUS
S.J.Wittman
7200S.E. 85thLane
Ocala,FL 32672
904/245-7768
ADVISORS
JohnAFogerty DeanRichardson
479Highway65 6701 ColonyDrive
Roberts,WI54023 Madison,WI 53717
715/425-2455 608/833- 1291
September 1990 Vol. 18, No.9
Copyright 1990bytheEAAAntique/ClassicDivision, Inc. All rightsreseNed.
Contents
2 Straight & Level/by Espie "Butch" Joyce
4 Calendar
5 Vintage Literature/by Dennis Parks
Page5
10 Vintage Seaplanes/by Norm Petersen
12 Members' Project/by Norm Petersen
14 Honeymoon Ryan
16 Cute As A Button/by Wallace Murray, Jr.
20 Oshkosh Photos
Page 12
24 Tailwheel Tamer/by Joseph Angelone
29 Pass It To Buck/by E.E,"Buck" Hilbert
31 Vintage Trader
34 Mystery Plane/by George Hardie Jr.
FRONTCOVER...DirkandDonnaLeewardaloftoverOshkosh
intheir '"HoneymoonSpecial" RyanSCW. (PhotobyJimKoep-
nick,photoplaneflownbyColinSoucy).
REAR COVER...AnotherraremagazinecoverfromtheTed
Busingercollection.
ThewordsEAA, ULTRALIGHT,FLYWITHTHEFIRSTTEAM,SPORTAVIATION,andthelogos01 EXPERIMENTALAIRCRAFTASSOCIATION INC., EAA
INTERNATIONALCONVENTION, EAAANTIOUE/CLASSIC DIVISION INC.,INTERNATIONALAEROBATICCLUBINC.,WARBIRDSOFAMERICAINC.,
are registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are
trademarksoftheaboveassociationsand theirusebyanypersonotherthan theaboveassociationsisstrictlyprohibited.
EditorialPolicy:Readersareencouragedtosubmitstoriesand photograp!1s.Policyopinionsexpressedinarticlesaresolelythoseofthe authors.Responsibility
for accuracy in reporting rests entirelywith the contributor. Material should be sentto: Editor, TheVINTAGE AIRPLANE, Wittman Regional Airport, 3000
PobereznyRd.,Oshkosh,WI 54903-3086.Phone:414/426-4800.
TheVINTAGEAIRPLANE(SSN00916943)ispublishedandownedexclusivelybyEAAAntique/ClassicDivision,Inc.oftheExperimentalAircraftAssociation,
Inc.andispublishedmonthlyatWittmanRegionalAirport,3000PobereznyRd.,Oshkosh,WI54903-3086.SecondClassPostagepaidatOshkosh,WI54901
and additional mailing offices. Membership ratesfor EAAAntique/Classic Division,Inc. are$18.00forcurrent EAAmembersfor 12month periodofwhich
$12.00isforthepublicationofThe VINTAGEAIRPLANE.Membershipisopentoallwhoareinterestedinaviation.
ADVERTISING-Antique/ClassicDivision doesnotguaranteeorendorseanyproductoffered throughouradvertising.Weinviteconstructivecriticismand
welcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescanbetaken.
POSTMASTER:Sendaddresschangesto EAAAntique/ClassicDivision, Inc. P.O. Box3086, Oshkosh,WI54903-3086.
VINTAGEAIRPLANE3
NEXTMONTH
MoreEAA
Oshkosh '90
Coverage
September 1-2 - Prosser, Washing-
ton. SeventhAnnualAirFairandfly-in
sponsored by EAA Chapter 391. Call
5091786-1034.
September 1-3 - Blakesburg, Iowa.
Culver Cadet 50th Anniversary Cele-
bration, Antique Field. Copntact
Burke Bell, 3795 SmugglerPI., Boul-
der, Colorado 80303 Tel. 303/494-
0108orDanNicholson713/351-0114.
September 8 - Chico, California.
Chico Antique Airshow. Chico Air-
port. Contact Chico Antique Airshow
Committee, 6St. Helens Lane, Chico,
California 95926. Tel 916/342-3730.
September 14-16 - Tahlequah, Ok-
lahoma (50 miles east/southeast of
Tulsa). 33rd Annual Tulsa Fly-in and
10th Annual Bucker Fly-in. Contact
Charlie Harris, 3933 South Peoria,
Tulsa, Oklahoma 74105, Tel. 918/
742-7311. Bucker fans contact Frank
Price, Route I, Box 419, Moody,
Texas 76557, Tel. 8171772-3897 or
853-2008.
September 14-16 (note date cor-
rected from last issue) - Jackson-
4 SEPTEMBER 1990
ville, Illinois . Sixth Annual Byron
Smith Memorial Stinson Fly-in and
Reunion at the Jacksonville Airport .
Contact Loran Nordgren, 4 West Neb-
raska, Frankfort, Illinois 60423.
September 15-16 - Rock Falls, Il-
linois. Fourth Annual North Central
EAA"OldFashioned"Fly-in.Pancake
breakfastSunday.ContactDaveChris-
tansen at 815/625-6556.
September 23 - Rockford, Illinois.
EAA Chapter 22 Annual Fly-in Steak
and Brat Lunch. Cottonwood Airport
II:00 am to 3:00 pm. Call Tom
Janusevic at 815/397-4995.
September 29-30 - Lexington, Ten-
nessee. Sixth annual Tennessee Tail-
draggers Fly-in. Call 901/968-8641
days or968-2864 eves.
September 30 - Tunkhannock,
Pennsylvania. Fly-in Breakfast at
Shyhaven Airport. Contact Steve Gay
at 717/836-3884.
October 5-7 - Camden, South
Carolina. AnnualFallFly-insponsored
by EAA Antique/Classic Division
Chapter 3. Contact Ray Bottom, Jr.,
103 Powhatan Parkway, Hampton,
Virginia 23661.
October 6-7 - Sussex, New Jersey
Airport. Fly-InsponsoredbyEAAA/C
Chapter 7 and EAA Chapters 238, 73
and 891. Info: Bill Tuchler, 2011797-
3835; Konrad Kundig, 201/361-8789/
FAX 2011361-5760; or Paul Steiger,
Sussex Airport, 2011702-9719.
October 13 - Dayton, Ohio. Annual
EAA Chapter 610 Wright-Patterson
AFB andUSAFMuseumtour. Contact
Jim Hammond at 5131767-8751.
October 13-14 - Hickory, North
Carolina Municipal Airport. EAA
Chapter 731 5th Annual Fly-In. Con-
tactNormanRainwater, 1415Linwood
Place, Lenoir, NC 28645 ; evenings
704/578-1919, or Lynn Crowell, 113
Auld Farm Road, Lenoir, NC 28645,
7041754-2723.
October 27-28 - Winchester, Vir-
ginia. WinchesterRegional Fall Fly-in
at the Winchester airport . Pancake
breakfast Sunday. Call George Lutz,
EAA Chapter 186,703/256-7873.

by I)ennis Va....ks
Lib....a..-y/4....chives
I)i....ectu....
In the vast collection of aViatIOn
magazines in the EAA Aviation
Foundation's Boeing Aeronautical
Library, we are fortunate to ha ve a large
number of first issues of th ese
magazines. These initial issues can be
very interesting for they usually have an
editorial statement of purpose and the
editor's view of the state of aviation at
that point in time. In addition, the first
issue gives a time capsule of what was
considered important to the world of
flight at the time the publication was
launched.
In the next few months, Vintage
Literature will examine in chronologi-
cal order the first issues of some of the
more important aviation publications.
First will be the British publication,
FLIGHT of 1909.
Paris Aero Salon - General View
First published in January of that
year, the magazine is not onl y the
world' s first aeronautical weekly, but
the oldest trade aviation journal in ex-
istence. As such, its 4,200-plus issues
constitute the most complete journalis-
tic account of aviation hi s t o ry .
FLIGHT is an outgrowth o f th e
AUTOMOTOR JOURNAL, whi ch had
been covering aeronautics since at least
February 1902 when it reprinted a
4,000-word paper by Wilbur Wright on
glider experiments . Starting with
Nove mber 1908, AUTOMOTOR
JOURNAL published a separate section
on aeronautics entitled "Flight".
In December 1908, J.T.C Moore-
Brabazon, pioneer British avi ator ,
wrot e a letter to th e e ditor of
AUTOMOTOR suggesting tha t it
change its name to refl ect its coverage
of aviati on, "so as to show you recog-
nize the movement and are alive to it. "
A UTOMOTOR went one better and on
January 2, 1909 it started publishing
FLIGHT as a weekl y journal. As Mr.
Moore-Brabazon was onl y the second
Englishman to fl y and as the English
Channel had not yet been crossed by air,
the appearance of a Briti sh aeronautical
weekly may have appeared a bit prema-
ture. However, the founder of the jour-
nal, Stanl ey Spooner wrote in his first
editorial that they, as an offspring, were
just carrying on a traditi on started by the
A UTOMOTOR JOURNAL.
The scope of the new journal was to
be broad in nature. The first editoriaL by
Mr. Spooner stated, "Anything which
tends towards progress in aeri al naviga-
VINTAGE AIRPLANE 5
tion...essentially comes within our im-
mediate purview." Spooner continued,
"The flying world is about to grow up;
we are preparing to grow with it. Clear-
ly, one of the principle tasks that lies
immediately before us is to stimulate a
keen interest in the science and art of
flight with the intelligent public of this
country."
The first issue of FLIGHT consisted
of 16 pages, though most of the content
was of short briefs giving a retrospect of
the past year. There were three articles.
The first provided a full account of the
Paris Aeronautical Exhibition; the
second was a survey ofaeroplane design
and construction; the third an examina-
tion of the flying machines of the
Wrights and Voisin done by F.W.
Lanchester, the famous British scientist.
PARIS EXHIBITION - The Paris
Aeronautical Exhibition, which was
the first in France and the second in the
world opened on December 24, 1909.
Though presented as an adjunct to the
Annual Automobile Salon, it was the
16 flying machines on display that
drew the largest crowds. Among the
machines shown were Ader's A vion
No.3 and the Voisin designed for
Henry Farman known as the "Farman
I". Other machines included the
Delagrange and the Bleriot biplanes,
the latter a three-seater. Monoplanes
6 SEPTEMBER 1990
Wright Flyer - Outside its shed in France.
included the Bleriot, R.E.P. and An-
toinette. Breguet exhibited his
aeroplane-helicopter and the Wright
Flyer with which Wilbur Wright was
touring Europe also appeared.
The editor lamented the short term
that the Salon was open to the public,
'To anyone already interested in the ex-
perimental side of the problem of flight
it may readily be believed that the show
is all too short a time for even such a
small number of machines to be studied
in detail, especially as it is not customary
for Englishmen to spend their Christmas
holidays at exhibitions."
The editor presented the argument
that the flying industry was already
born, even though not generally ac-
knowledged by the pUblic. "It is not
alone in the fashion of complete
aeroplanes, and in the designing of light
engines that the present Salon has
developed an industrial aeronautical
side. There is even stronger proof of our
contention that the industry is born, in
the fact that there have already sprung
into existence some firms who are
devoting special attention to the making
of parts. Propellers, frames, radiators,
and surface materials are among the
'pieces detache' appertaining to flight."
AEROPLANE DESIGN - In the
article entitled "Aeroplane Design and
Construction" the first issue of FLIGHT
examined various details of the aircraft
shown at the Paris Exhibition. Of the 16
aircraft at the show, nine were
monoplanes, five were biplanes, one
was a tandem wing and the last a
biplane-helicopter from Breguet. The
engines for these aircraft ranged from
two to 16 cylinders and ran from 17 to
50 horsepower. The most popular en-
gine with six installations was the 50-
hp, eight-cylinder Antoinette.
Wood was the favorite material for
the framework of the machines and at
this early time in the development of the
airplane, two firms at the exhibit were
specializing in the manufacture of hol-
low wood beams and struts. Only two
machines, the very large Breguet
biplane-helicopter and the R.E.P .
(Robert Esnault-Pelterie) had steel tube
frames.
The most popular covering material
for the surfaces of wings was Egyptian
cotton treated with rubber and manufac-
tured by the Continental Tyre Com-
pany. The Bleriot No.9 monoplane
used a vellum-like paper covering, the
Bayard-Clement monoplane was
covered with varnished silk and the An-
toinette used varnished linen.
WRIGHT AND VOISIN
MACHINES - The third article in the
first issue of FLIGHT was by famous
British scientist and aerodynamicist,
Paris Aero Salon - Voisin biplane built for Henry Farman.
F.W. Lanchester. He examined some of
the different characteristics of the
Wright Brothers' Flyer and the Voisin-
Delagrange biplane. Lanchester con-
sidered the Wright and the Voisin the
most successful types of flying
machines at the time. He had examined
them both and seen them fly in France.
In the fall of 1908, Wilbur Wright's
longest flight was approaching two
hours and Henry Farman in a Voisin had
flown close to an hour.
Lanchester wrote, "The first point to
which we may direct our inquiry is that
of the difference in weight; the Voisin
machine is 40 percent heavier than that
of the Brothers Wright. Since the pas-
senger accommodation of the two
machines is identical (two people), it
might be supposed that the less weight
of the Wright machine is a definite ad-
vantage.
"There is, however, one feature in
which the machines differ, and which is
unquestionably responsible for much of
the difference in weight. The Voisin
machine is fitted with a 'chassis' with
four wheels mounted to swivel freely,
this being an essential feature of a well
designed alighting mechanism; the
front wheels are provided with a spring
suspension to diminish the shock of
landing on rough ground. The Wright
machine has no such provision but pos-
sesses instead a pair of wooden runners
of comparatively little weight."
After calculating the effective horse-
power of both machines and the effec-
tive pitch of eac h, Lanchester
determined that the Wright design was
the more efficient of the two.
"It would appear that in addition to
being considerably less efficient in its
screw propeller, the Voisin is also
slightly less efficient as a glider, that is
Voisin-Delagrange biplane
VINTAGE AIRPLANE 7
JANUARY 2, 1909.
PROGRESS OF MECHANICAL FLIGHT.
PROGRESSIVE RECORDS.
THE following table IS interesting as showing the
gradual progress or the solution 01 the problem of
mechanical flight:-
Distanceor Time.
300 metre,
Fewseconds
7- 8 metres
50 metres
60 metres
82 ' 6 metres
220 metres
363
403 metres
771 metres .
1' 500 kiloms.. .
2'004 kiloms... .
2' 5 kiloms.
'3'925 kiloms. .. .
5 kiloms.
9 kil oms.
12'5 kiloms.
17 kiloms.
197 kms. (20m. 19'.)
24 727kms.(29m. 535. )
57m. 315.
Ih. 2m. 305.
Ih. Sm. SiS. ...
Ih. 10m. 50S. ...
Ih. ISm. 203. ... ..
Ih. 31m. 255. ... Auvours
Ih. 54m. 22i s. Le Mans...
Wilbur Wright holds the record for passenger flight,
having carried M. P. Painleve for Ih. 9m. 455., and
covering a distance of about 80 kiloms. at Auvours on
October loth.
INDIVIDUAL PERFORMANCES TODATE.
TilE accompanying table gives the performances which
have been made by the most prominent aviators of the
last few years:-
_ __D_a_t_e_._ _ --'---_ __I_'_la_ce_._ __ _
I
ADER.
h. m. s'l
14 Oct., 1897 ... /Satory ... 300metres
SANTOS DUMONT (biplane, rudder in front).
2Z Aug. , !906 ... 1Bagatelle Fewmetres
14 Sept., 1906 ... .. 0 8 0 "
24 Qct., 1906 50 metres
13 Nov., .1906 ... 60 '0
82'6 "
o 0 211 220
..
"
SANTOS DUMONT (second biplane, with rear rudder).
17 Nov., 1907 . ..IIssy .., .. .1 120) metres
SANTOS DUMONT (monoplane).
21 Nov., 1907 .. .1Bagatelle ... 1 I145 metres
VUIA (monoplane).
8 Oct., 1906 5 metres
... / Tssy .. . ..1
.Mar. 1907
5
:: : 13a
g
::elle
... /
17 July, 1907 6:>
DE LA VAULX (monoplane)
18 1907 ... :St. Cyr ... ! 1 60 metres
8SEPTEMBER1990
Place.
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Bagatelle
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Aeronaut. Date.
1
Ader . ,. "'114 Oct., 1897
Santos Dumont 22 Aug., 1906
.. .. 14 Sept.,1906
.. ..
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24 Oct., 1906
13 Nov.,1906
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21 Mar. , 1908
10April,1908
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27 May, 1908
.. 30....
22 June, 1908
Ilen:;' Farman 6 July, 1908
Delagrange ... 6Sep.,1908
Orville Wright 9 "
"
10 "
.. .. II
,I2
Wilbur W:ight 21 " ..
.. " 18 Dec. , 1908
16 Mar., 1907
1;'8
20 tt
21
24" ,
10 April, 1908
"
II " "
27 May, 1908
3
0
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22 June, 1908
9 July, 1908
6 Sept., 1908
17 "
5 April, 1907
IIJuly, 1907
25 " tt
6 Aug. , 1907
17 Sept. , 1907
I Dec., 1907
4
6
17
29 "
4July, 1908
6 "
21 Oct., 1908
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15 Oct. , 1907
26 ..
30 Dec. , 1907
13 Jan. , 1908
21 March, 1908...
29 ,t "
2 June, 1908
6 July, 1908
29 Sept . , 1908
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2 Oct., 1908
28" "
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ESNAULT-PELTERIE (monoplane).
19 Oct.,
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27 ..
8 June,
8Aug., 1908
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3Sept., 1908
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21
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3Oct. , 1908
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18 Dec., '908
12 1908
19
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WILBUR WRIGHT (biplane).
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138 metrest
1' 24' kms.+
Paris Aero Salon - Front vi ew of Ader's "Avi on No.3".
to say, its gliding angle is not quit e as
good as that of the Wright machine; the
machine is aerodynamically less effi -
cient. "
The Wright Flyer also appeared to be
the more practical. In the fall of 1908
in Europe, Wilbur Wright had fl own
five flights close to or over one hour in
duration and in competition for the
Michelin Cup had flown for close to two
hours. Also, the design was very
popular, with 15 aircraft either com-
pleted or under construction in France
by January 1909.
Under the heading "News of the
Wee k" the iss ue had several short
entri es of current note. For instance;
"Wilbur Wri ght does not like the cold
weather (in northern France) . Very
soon now, however, he will mi grate to
a warmer climate, for it is expected that
he will start for Pau (southern France)
late in January."
"It is reported from Berlin that an
engineer named Grade has succeeded in
making flight s of from 100 to 400
meters at an altitude of about one meter
and at speeds varying from 30 to 40
kil ometers per hour."
"With the obj ect of asce rt aining
whether the worki ng of wireless teleg-
raphy fr om airships would in any way
prove a source of danger to the oc-
c up a nt s, th e Ge rma n milit a ry
authoriti es have recently been carrying
out ext ensive experiments. Apparently
the results have been entirely sati sfac-
tory, and saw that no danger need be
anti cipated. "
By the end of its first year, FLIGHT
publi shed more than 800 pages of
coverage of the Europea n avi ati on
scene. Gl ancing over the pages, one can
see the phenomenal growth of avi ati on
ill Europe in 1909 .
Second Engli shman to Fl y - J.T.c. Moore-Brabazon
VINTAGE AIRPLANE 9
In response to the picture of his
Beechcraft C 18-S on floats in the June
1990 issue of VINTAGE AIRPLANE,
Garland Bernhardt of Baudette, Min-
nesota has been kind enough to send in
photos of the rebuild of his deHavilland
DHC-2 Beaver (N9028, SIN 54-1672) .
Purchased from military surplus, the
Beaver was totally restored and
modified by Wipaire, Inc. of Inver
Grove Heights, Minnesota.
Equipped with a set of new
Wipline 6000 floats, the Beaver has
an extended cabin section, new cabin
windows, seating for eight people
and large storage lockers in the
by Norm Petersen
floats. Wi th a majored P&W R-985 up
front, the new Beaverwill haul a 1,700-
pound load with ease and cruise at 103
knots. As Garland says, "It is the most
incredible airplane I have ever had for
haulingbig loadsinthewi lderness."
Since receiving the modified 1954
Beaver in 1987, Garland has flown it
some 1,700 hours hauling fishermen
from the Minnesota-Canadian border
area near Baudette to the many
wi lderness lakes of Ontario. This
winter the engine will be replaced
with another freshly majored R-985,
ready for the spring fishing season
once again.
In the past 25-plus years, Garl and
Bernhardt has logged over 12,000
hours in conjunction with his resort and
charter business with the majority of
his hours on float s. It all started in the
early 1960s with a J-3 Cub on 1500 PK
floats. I strongly suspect his experien-
ces over all these years and hours would
fi lIthe pages of a rat her la rge book (The
line forms on the kft)'
We wish to thank Garland and hi s
wife, Ma xi ne, for se nding us the
phot os and story of the deHavilland
Beaver, N902R. It is another case of a
classic airplane c10ing it s job every
summer without fuss or fanfare .
Fresh from military surplus, the Beaver is completely dismantled and checked for corrosion before the rebuild begins.
10 SEPTEMBER 1990
New interior features new instruments,
new avionics and a pleasant paint
scheme. Note throw over yoke, common
to Beavers. Toe brake pedals look a bit
superfluous on a floatpane!
The Wipaire modifications are pretty well
done in this photo prior to finishing the
interior and exterior. Note dual windows
over extended baggage compartment
and larger baggage outside door.
The finished Wipaire Beaver waits at Garland Bernhardt's dock on the Rainey River for
the next load of fisherman.
VINTAGE AIRPLANE 11
by ) r - m Veter-sen
This pretty tan and brown Beechcratt Staggerwing, N1174V, SIN 6892, is a 017-5, built in 1944 and completely restored in 1988 by
its owners, John and Marianne Mihalka (EAA 85112, AIC 1027) of Carmen, Idaho. Photographed over Wild horse, Nevada, by David
Dunbar, the pristine Staggerwing features a zero-timed 450 P & W & prop, new wood, Stits covering and finish, new wiring and
electrical systems (24 volt) with alternator and all new fuel systems with electric boost pump and primer. The panel sports a King
radio package complete with IFR certified loran and HSI system. In addition, and S-Tech autopilot is awaiting certification. The
interior is all leather including rug and headliner! In short, this is one complete airplane!
12 SEPTEMBER 1990
This 1953 Cessna 180, N180RW, SIN 30574, is the proud possession of Rob Westcott (EAA 356828) of Pontiac,
Michigan.Built nearthetail endofthe 1953 productionas N2273C, the 180wasdeliveredto Buffalo, NewYork
toitsfirstowner.OnFather'sDayof1988,Ron boughttheCessnafromtheestateoftheoriginalowner.Ithad1061
hourstotaltimeonaircraftandengine.
Ron spentthesummerof'88re-doingtheaircraftandpolishingtheexteriortoa brightshine. He hassinceflown
theCessnato 18differentstatesandCanada,puttingabut250 "verypleasant" hoursonthemachine.In short,
Ron Westcottreallyenjoysthe180andasyoucansee,itshows!
BobandLoriKitslaar(EAA97283, A/C 4095) ofLuxemburg,WisconsinkindlysentinthesetwophotosoftheirStearmanN4784V,SIN
75-5434,whichtheyhavebeenrebuildingforfiveyears.Besiderefurbishingthefuselage,theyfabricatedallfourwingpanelsfrom
scratchplusa newcentersection!The bestpartwaswhenallpartswereassembled- theyfit! BobandLori arepresentlycovering
theStearmanandwelookforwardtoseeingthebigbiplaneintheskiesofWisconsin.
VI NTAGEAIRPLANE13
On August 26, 1989, Dirk and
Donna Leeward were married at
the Leeward Air Ranch in Ocala,
Florida. What followed was one of
aviation's unique honeymoons,
covering the country in a Vintage
Ryan sew. Tracing the map at left,
you can follow the couple's route
as they flew from Florida around
the United States and back again.
This issue's cover photo and the
photo collage on these two pages
were all taken at EAA Oshkosh '90
and you can see that the Ryan is still
going strong - and for Dirk and
Donna Leeward, the honeymoon is
just the beginning.
HONEYMOON
RYAN
WhenDirkandDonnaLeewardweremarried,they
flewoffontheirhoneymooninaVintageRyansew.
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VINTAGE AIRPLANE 15
CUTE ASABUTTON
This New Jersey beauty is exactly what he wanted
in an airplane.
by Wallace Murray
During my flying career I have
owned a clipped-wing Cub, a PA- 12
and a PA-16, among other airplanes.
The Cub, of course, is extremely limited
in what it can be used for, except what
it was meant to be used for. That, of
course, is training. I had the PA-16 next
and enjoyed many hours of flying in it.
I also got my commcrcial pilot's license
in the PA- 16. But the stick was in the
way, I didn't like the gas tank in the
fuselage, and I thought it needed more
power. Some years later I acquired the
PA-12 that I hac! completely rebuilt for
a customer many years before in my
early days as <1n A&P. The grade-A
fabric was still testing good and I did a
top overhaul on the engine, painted it,
and flew it many hours over the next
fOUf years. I thought the PA-12 really
needed the STC that gave it 150 hp and
that it would have been better as a short
wing airplane. Also, I wanted my pas-
senger to sit alongside of me. I finally
sold the PA-12 for virtually peanuts,
with the fabric still testing okay. Little
did I know the asking prices that PA-12s
would command.
Over the years the Piper PA-20 has
always held a special interest to me.
First of all, I just liked the way it looks
- like a big radio controlled model,
perky and cute as a button. After 14
years without an airplane, a little more
time on my hands, and a two-and-a-half
car garage equipped as a shop at my
house, the time seemed right to start
looking for that PA-20 I always wanted.
This was one classic Piper that I always
thought did not need many changes.
Four place, control wheels, fuel in the
wings, balanced controls, flaps, ade-
quate power - and it just looks nice. I
began looking in Trade-a-Plane, not yet
knowing about the Short Wing Piper
VINTAGE AIRPLANE 17
Club, when an airport breakfast conver-
sation revealed a PA-22/20 that was
about to be put on the market.
It was in Lancaster, Pennsylvania and
was owned for more than 10 years by a
91-year-old gentleman who was still
flying it. He allowed that he may be
getting a little too old to fly but would
continue with his motorcycle riding,
mountain climbing and pole vaulting. I
drove out to look at Piper PA-22, serial
number 5557. It was manufactured in
1957 and converted to a taildragger in
1979, was complete and airworthy but
it needed a lot of T.L.c. It had a low
airframe .time of 1,400-plus hours and
about 425 hours since major on that
150-hp engine that I wanted, standard
on the PA-22 but not on the PA-20.
Also, I have been told there is about two
inches more shoulder room in the Tri-
Pacer than in the Pacer.
We made a deal almost immediately
and I bought N136JM on August 21,
1987 and flew it home to Cross Keys
Airport in New Jersey. What a thrill
that solo ride was. I finally had my
Pacer.
Between August 1987 and November
1987, I put about 50 hours on 136JM
and really enjoyed every minute as
much as I knew I would. The airplane
flew great, but I had plans for it that
winter. Actually, there were a few
problems. The engine was leaking oil
from the dry seals and living in the
Northeast Corridor, the single 360 chan-
nel Bendix radio forced me around,
under and over the TCAs that overlap in
my area. Besides that, I didn't like the
color. I had decided when I bought the
airplane I would fabricate a new instru-
ment panel, upgrade the radios, put in a
new interior and paint it. Winter 1987-
88 was the time.
November 21 dawned bitter cold and
windy but we forged ahead and had
136JM disassembled and loaded on a
truck in about two and a half hours. I
put the fuselage, on its gear, in the
garage and hung the wings from the
ceiling. I bought an additional outside
tool shed and put all the rest of the pans
in it. Even when you have completed
one of these projects before, you just
can't remember how labor int ensive
they are. I guess it's just one of those
mental blocks where you put all that
pain and aggravation out of your mind.
Every time I would open something up
to reach something else, I would look in
and find a big problem that had to be
taken care of.
As soon as I got the airplane home,
the first thing I did was test all the fabric
to 80 pound with the Maule Tester in all
the known weakest places. It passed
with flying colors. There just was no
sense to rip off that kind of fabric and
recover the airplane, and I had already
cut out enough work for myself.
Aside from th e e ngine which
received a very complete top overhaul,
rebuilt magnetos and new harness, the
bigjob was the new instrument panel. I
left the border and cut out all the inte-
rior. I made an overlay panel, first on
cardboard, then out of 1/16- inch
plywood and finally out of .063
aluminum. When you make changes
like this you have to realize everything
is sitting in a different position and you
are going to have placement problems.
You can't cut tubing back there to make
it fit. It wasn't really that tough, though;
I used the first metal panel that I made.
I covered the panel with a type of for-
mica that is used on the cabinets of a
Learjet 55.
The doors were in pretty bad shape
and needed a lot of work and a new front
door lock. No small problem. I insu-
lated the doors with T45093, meeting
F.A.R. 25.853B. The relatively low
aircraft time was a blessing as far as
sheet metal was concerned; but I still
farmed out some repair and welding on
the nosebowl. After getting prices from
vendors on those cowling pieces, it
doesn 'ttake long to see you can do some
extensive repairs and still come out
ahead. I made the repairs to the flat
18 SEPTEMBER 1990
pieces of cowling myself, as well as
replacing almost all the fairing, i.e.
wing-to-fuselage and gear-to-fuselage,
etc. I replaced all the side glass, which
later crystallized when I painted the
fuselage, apparently by the l20-degree
F. baking ovens. The glass had to be
replaced again. I did all the silk screen
work myself by simply using "Rub-On"
type letters that can be bought at an
office supply store and covering them
with a clear lacquer spray to protect
them. I didn't want to use any kind of
stick-on placards on the instrument
panel, so I had it engraved and filled in
the letters with a white china marker
pencil.
By early spring of 1989, I was begin-
ning to see the bottom of the barrel and
the heavyweight, complicated work
was about done. Now it was time to
make up fairings, strip paint, and spend
endless days of sanding everything in
sight with 320 wet-and-dry sandpaper.
Apparently the rebuilders of 136JM had
used the brush more than they used the
spray gun. Even though I did a lot of
sanding, when the shiny Irnron went on,
the brush strokes showed up more than
I would have liked.
I did the prescribed Maule test on the
lift struts and found them to be airwor-
thy. I treated all four with linseed oil
and had the forks subjected to metal
particle inspection and returned them to
service. I think with any aircraft of this
type, the key question is, was it han-
gared all the time as 135JM was? If it
was, you have eliminated most tubing
and strut problems. However, struts
should also be completely stripped of
paint to check the leading edges.
At the end of the 1989 summer, I
towed the fuselage to Cross Keys Air-
port and into AI-Ron Avionics Shop for
radio installation. These guys know
Narco radios from the Super Homer for-
ward and will do all they can to satisfy
a customer. I installed a new Mark 12D,
a new Narco LRN 840 Loran C, a new
David Clark Iso Comm, a new ACK-A-
30 Blind Encoder, a used King KT-76
transponder with a new face plate and a
marker beacon receiver.
With that finished, I pushed the
airplane about 300 feet to John's
Upholstery Shop. There are a number
of shops that provide ready-made inte-
riors around the country and there is a
very famous one near me in Pennsyl-
vania across the river. However,
anyone who has done much rebuilding
would recognize one of these off-the-
shelf interiors immediately. What I
wanted was a custom interior and John
provided that in spades. He is a
craftsman and a gentleman who will go
out of his way to give you exactly what
you want in a first quality job.
In the meantime, parts have been
trucked back and forth to Lanzetta's
Body Shop in Turnersville, New Jersey
near the airport. The owner, Roy
Rosenthal, is a pilot whom I met some-
time ago when he fixed a dented fender
on my car. When he found out what I
was doing, he offered to paint my
airplane for me. What a pal!
When the painting was completed,
the aircraft was reassembled and
pushed over to Al Lewis' Air Service
for weighing and relicense. All they
need on Cross Keys is an engine shop
and a paint shop and I would not have
had to leave the airport boundaries.
I started up 136JM on December 10,
1989; it ran like a champ and to my
amazement, everything worked. I'm
looking forward to some happy hours
of flying in this little airplane that I
wanted for such a long time. And as far
as I am concerned, it's just the way I
wanted it. .
VINTAGE AIRPLANE 19
Tom Hull's Classic Grand Champion Cessna 195.
EAA aSH
Robert Gillman's rare Meyers 145 was at EAA Oshkosh '90, hidden in the North 40 camping area.
20 SEPTEM BER 1990
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Jim Zantop had no fear of flying across lake Michigan in his original Franklin-powered Republic Seabee.
KOSH '90
The replica Wedell-Williams racer gave the airshow crowd a taste of pylon racing -- 1930's style.
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VINTAGE AIRPLANE 21
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Bud Dake's Monocoupe 90Al
Flying
Out
To
Shawano
22 SEPTEMBER 1990
Bob Lumley props his Chief ... . .. and struts his stuff.
Every year at EAA Oshkosh, the Antique/Classic Division informally flies out to Shawano, Wisconsin, due north of Oshkosh about an
hour's flight in a Cub, to escape the hustle and bustle of the Convention and have a mini-fly-in within the main fly-in. This year some
30 aircraft and their pilots provided the day's entertainment for the residents of Shawano and had themselves a good time in the
bargain.
Before he could disembark from his Culver, this pilot was crowded with interested onlookers.
VINTAGE AIRPLANE 23
TAILWHEEL
TAMER
by Joseph Angelone
24 SEPTEMBER 1990
This dissertation was originally put
together in 1981 to help my brother (a
Cessna 150 pilot) and my son (ex-
perienced in my Bellanca Cruisair) tran-
sition to my Piper PA-20. I recently dug
this up at the request of a friend of mine.
It may be of value to others transitioning
into less-than-docile taildraggers (the
Bellanca is a pussycat). Some of it is
general and applicable to any airplane,
and some of it is very specific to the
PA-20. These specific areas may need
to be modified for other applications. I
would hope that the identification and
modification of those areas would be
helpful in the transition to other aircraft.
I haven't learned to walk on wat er yet,
so I am sure there is room for debate on
some of what I have written. If thi s does
no more than cause thinking and discus-
sion, it has been worthwhile.
1. General
In the PA-20, as in all aircraft, a good
landing is much easier to make from a
good approach. When landing under
any conditions that might tax your skills
(such as short runways, narrow run-
ways, over obstacl es, at night or in
crosswinds), be particularly insistent
upon having a s tabili zed approach.
Thi s means establi shing yourself on ap-
proach speed with a good glide slope
and steady power setting (except for
minor adjustment s ). Any of the follow-
ing conditions should demand a go-
around: low, dragged in approach; hi gh
fa st approach; slow approach; failure to
remain lined up with the runway center-
line; inabilit y to establi sh a consistent
crosswind correction (except for gust
corrections). Don't expect to get your
act together and land at the last minute.
VINTAGE AIRPLANE 25
Be sure to allow enough fuel to permit
several go-a rounds under trying condi-
tions.
2. Key Position, Final Approach
The position from which the final
descent to land is initiated is the most
important key to a good approach.
Regardless of the type of pattern flown;
i.e. straight in, rectangular, 360 degree
overhead, or base leg entry, this position
is fairly constant for given winds, air
density, aircraft configurations and
weight. There are other important
points in your landing pattern, but there
is time and space to make flight path
corrections between these earlier points
and this final key without distraction
from the final approach task. The final
approach key position should be
reached on approach speed, in the land-
ing configuration, and with control for-
ces trimmed. This position should be at
sufficient altitude and distance from the
touchdown spot to permit a low power
or power off approach. There should
also be adequate time and distance
remaining to establish a stabilized
crosswind slip correction if needed. A
properly set up final key thus leaves the
pilot with a minimum of tasks; Le.
minor glide path corrections to reach the
touchdown spot and determination and
correction of crosswind component.
Adding other tasks during this phase of
your landing approach will only detract
from your ability to execute a good
landing. Where is this final key
positon? A good altitude number is 300
feet above the ground. Starting your
turn to final without flaps at 400 feet
will place you close to this altitude. If
flaps will be used on final, then the turn
should be started a little higher to allow
for lowering flaps after completing the
turn and prior to reaching the key posi-
tion.
The other factor in the key position
- distance from the landing spot -
will depend upon variables such as
winds, density altitude, aircraft weight,
flap usage and power used during ap-
proach. The distance will be deter-
mined by experience and judgment.
Correct distance will satisfy the other
requirements addressed earlier in this
paragraph.
3. Slips
You will find that the Pacer slips very
well and will run out of aileron far
before it reaches full rudder deflection.
Slips are very effective, with or without
flaps, for losing altitude on [mal ap-
proach. Slip entry should be smooth.
26 SEPTEMBER 1990
Violent slips should be avoided as they
make it difficult to control airspeed and
ground roll. Recovery should be
smooth and well above touch down to
allow for re-establishment of glide at-
titude before the flare. This last point is
critical; late recoveries may result in a
bleed-off of speed, as a properly ex-
ecuted slip is slightly nose high, and the
nose must be lowered to re-establish
glide attitude during recovery. Late
recoveries tend to leave the nose high
and allow the speed to bleed off exces-
sively. This establishes a hi gh sink rate
at about the flare point, and a hard land-
ing or a severe bounce may result.
4. Flare and Touch Down
The flare for landing initially requires
very little elevator force, even with the
center of gravity near the forward limit.
With aft c.g., over-rotati on will result
unless a very light touch is used for the
initial flare. The initial flare is that
movement necessary to stop the sink
rate or glide. This leveling should be
smooth, not abrupt, and end just above
the runway. If you watch the runway
too closely over the nose, the flare will
be high. Looking too far down the run-
way results in a late flare and hitting the
runway before the glide is checked.
Alignment with the centerline is con-
trolled by using the rudder to keep the
nose pointed at the far end of the run-
way. As the glide is checked, smooth
continuously increasing aft pressure is
applied to hold the airplane off the
ground. As the nose rises and blocks
your straight ahead view, you must ad-
just your visual perception to include
the runway boundaries that are visible
on either side of the nose. Concentrat-
ing on your side will result in landing on
that side of the centerline. As a three-
point attitude is reached and the airplane
contacts the ground, full up elevator
should be reached. The elevator must
be full up against the stop at forward c.g.
With aft c.g., the elevator need not be
full up to achieve a three-point attitude
- but it must be brought full up imme-
diately after touchdown or the tail will
bounce during the roll out. Relaxing
elevator pressure on any roll out will
result in the tail bouncing. Application
of full up elevator will immediately stop
the tail bouncing. Once on the ground,
the steerable tail wheel is your most
powerful means of directional control,
except for adding throttl e. Therefore, it
is imperative that the tailwheel be kept
firmly on the ground during rollout.
Failure to continue visual awareness of
the runway on each side of the nose
during roll out will result in movement
to the side you concentrate on - your
side. This is particularly likely to hap-
pen at night as you may see more run-
way lights on your side than the
opposite side, and thus tend to use them
more for guidance.
S. Aileron Control
The elevator force necessary to com-
plete the flare and hold full up elevator
VINTAGE AIRPLANE 27
is high enough to mask any aileron pres-
sure that you may unintentionally exert.
Therefore, it is imperative that your at-
tention span include roll attitude and not
be limited to pitch attitude alone. The
ai lerons must be used to maintain the
desi red wing position - level for no
crosswind, into the wind for crosswinds,
and into the tum when making large
directional corrections on the runway
during roll out. The ailerons are very
effective during roll out - any uninten-
tional application will roll the airplane,
thus making it imperative that your at-
tention span include roll attitude.
6. Crosswinds
The Pacer's narrow main landing
gear and high wing cause it to heel over
in a crosswind. The rudder is highly
effective, however, and easily offsets
weathervaning if properly used. There-
fore, unlike some aircraft in a
crosswind, weathervaning is not the
problem; but being blown to the
downwind side of the runway is. There-
fore, the airplane should be landed on
the upwind half in crosswinds, using the
slip-into-the-wind technique. After
touchdown, the upwind aileron must be
kept up to hold that wing at least level,
and preferably down into the wind with
the airplane rolling on the upwind main
wheel and tailwheel until full aileron
deflection is reached. Full aileron
should be applied gradually as the
airplane slows and held throughout the
remaining roll out. Directional control
must be maintained with the rudder and
tailwheel. Always plan your touch-
down point on the runway to allow
ample distance for a go-around. Ap-
plication of full throttle and proper con-
trol usage will pull you out of any
directional control problem if done
promptly. Do not fight a deteriorating
situation - go around. Do not use
brakes to correct a directional control
problem on the runway unless your
speed is very slow. A go-around is al-
ways the best answer if you have ade-
quate runway and obstacle clearance
room. Use of brakes can easily pitch the
airplane onto its back at modest speeds.
If brakes must be used, keep the elevator
full up to aid in holding the tail down.
A final word of caution, limit your
crosswind component to about five mph
until this can be handled with precision.
You will find that there is inadequate
aileron to land in crosswinds exceeding
about 12 mph, so avoid these. Plan all
flights with winds in mind; and have
alternate landing fields, runways, or
28 SEPTEMBER 1990
cross runways on sod alternates avai l-
able unl ess assured mild winds prevail.
Do not accept wind reports as accurate
informati on. The onl y accurate wind
information would be that measured at
the touch down poi nt at the moment of
touch down - which usually is not
available. But, your experience with
the amount of slip (and thus crosswind)
that you have handl ed before is your
best measure of the crosswind existing
for your landing. Learn to recogni ze the
amount of slip you can handle with con-
fidence, and insist upon establishing
your slip into the wind early during your
"IF YOU
BOUNCE
BADLY, GO
AROUND."
final approach so that you can assess the
wind conditions. Remember, winds
may decay as you get close to the
ground during flare, and thus change
your slip requirements. Gusts must be
responded to if your flight path is to be
maintained. Strive to never touch down
in a crab or drift - the c.g. being aft of
the main gear will cause a diverging
swerve, contrary to that experienced
with nosewheel aircraft. If you touch
down while drifting downwind it could
raise the upwind wing.
7. Wheel Landings
The Pacer is difficult to wheel land
without practice. Initial efforts may be
more successful using low power and
flying onto the runway at 80 mph
trimmed very slightly nose heavy,
relaxing elevator back pressure at con-
tact and then retarding the throttle to
idle. Do not push forward on the control
wheel. Very smooth wheel contact
must be made or they will bounce. It is
extremely difficult to recover from this
bounce without the pilot's correction
being out of phase with the airplane, and
thus resulting in ever diverging bounces
and decaying airspeed. This is very
dangerous as structural damage or loss
of control may occur. If you bounce
badly, go around. With practice, tail-
low wheel landings with power off or on
can be made very nicely at 70 mph.
Why practice wheel landings? They
permit touching down precisely when
and where you want in gusty winds.
Yo u merely maintain power and
airspeed until your posi ti on over the
runway and aircraft attitude sati sfy your
controll ed touchdown requirements.
When flying in gusty winds, add half the
gust value to your normal ai rspeed on
approach. This will reduce any settli ng
of the aircraft caused by sudden reduc-
tions in wind veloci ty.
8. Usc of Flaps
Flaps are used to provide steeper des-
cents over obstacles. They are also used
to decrease landing roll by reducing
land ing speed and increasi ng drag
during roll -out. Full flaps cause a strong
nose-up pit ch, which must be trimmed
off. Speed drops rapidly once the land-
ing glide is checked and the fl are must
be continued more aggressively than
without flaps in order to get the tail down
before touchdown. Flaps should not be
used in strong crosswi nds, as it will be
more difficu lt to prevent the upwind
wing from ri si ng, and the ai rplane IS
already aileron limited in this regard.
9. Trim
The Pacer has a trimmable horizon-
tal tail , wh ich is significantly different
than an elevator trim. If one flies an
approach trimmed nose heavy with a
trimma ble e levator, full elevator
throw and maxi mum longi tudinal con-
trol power is still ava il able. The pilot
will merely have to pull harder to get
it during flare and touchdown. If one
does the sa me thing with a trimmable
hori zont al tail , full elevator throw is
still ava il able, but longitudinal pitch
control power is reduced from what it
could be as the horizontal tail is not set
at as hi gh a negati ve incidence as it
could have been. It is very important
to trim to zero forces on the approach
if you want adequa te pitch control
power, which you will need with a
forward c.g. An oth e r important
reason to trim for zero forces is to aid
in maint aining approach speed. A
trimmed a irpl ane te nds to s tay on
s peed until control forces are appli ed.
When one is holding forces, slight dis-
tractions tend to change these forces
and thus the airspeed. A trimmed
airplane and li ght hand on the wheel
will also help avoid a tendency to raise
the nose sli ght ly during the last part of
the approach as the runway comes up.
This tendency, if permitted, results in
speed bl eed off pri or to the initial flare
and us ual ly a high sink rate landing
and resulting generous bounce
again - GO AROUND! .
PASS IT TO
~ ~ J u c k
Aninformationexchangecolumnwithinputfromreaders.
by Buck Hilbert
(EAA 21, Al e 5)
P.O. Box 424
Union, IL 60180
AMATEUR P
ILOTS TRAINING
--.:-... __--.. ASSOCIATION
O'U.AHOIo4A CITy. Ot<I.A.
DearBuck,
Enclosed is a copy ofa letter Ijust
mailed to Robert Cravey regarding the
WileyPostairplanehefound(PassIt To
Buck,July).
Sincerely,
R.G.Beeler
DearSir,
Ijustread inBuckHilbert'scolumn
about your good fortune offinding a
Wiley Postairplane. SorryIcan'tfur-
nishany drawingsontheairplanebutI
am enclosing a copy of an original
brochureIhaveinmyfiles. Thereason
forthebrochure'sexistenceisthatIwas
flying NC 13952 (thesubjectairplane)
for the aerial shots and my wifesaved
it. MylogbookshowsthatIalsologged
sometime in NC 13951. Iwas in Ok-
lahoma City at the time as part ofthe
refueling crew for a woman's en-
duranceflight.
I hope the dimensions and general
characteristics plus the factory perfor-
mancefigures will be ofsome help to
you. Ifand when you sell this project,
placemynameonthelistofprospective
buyers.
Sincerely,
R.G.Beeler
(EAA 10668,AIC5561)
WILEY POST
AIRCRAFT CORPORATION
WILEY POST AIRPORT
OKLAHOMA CITY OKLAHOMA
VINTAGE AIRPLANE 29
NNOUNCIN9
TJ.I E:
AT-C. 561
THE TRAINING SHIP FOR AMERICAN YOUTH
30 SEPTEMBER 1990
THE PAST". We have posters, postcards,
videos, pins, airmail cachets, etc. We also
have R/C documentation exclusive to this
historic ai rcraft . Sale of these items support
operatingexpensetokeepthis"Jenny"flying
for the aviation publ ic. We appreciate your
help. Write for your free price list. Virginia
AviationCo., RDv-5,Box294,Warrenton.VA
22186. (c/ 11-90)
ForSale- Original1930/40' swingedSTIN-
SON logo lapel pins. Solid sterling silver,
Where The Sellers and Buyers Meet...
1-1/4 inch span. $19 each ppd. Curtiss
Aldrich, POB-21, Big Oak Flat, CA 95305.
25e perword,$5.00 minimum charge.Send yourad to
(9-1)
TheVintageTrader, EAA Aviation Center
Oshkosh,WI 54903-2591.
AIRCRAFT:
Yes a 1940 Stinson 10 - This fine old
airc;aft $9,500.00 (Canadian). Springhouse
Aviation, Box 38, R.R. 1, Widgeon Drive,
WilliamsLake, B.C.V2G2P1,604/392-2186.
(9-5)
1941 CulverLFACadet- 90 hp. Franklin,
1,800RR, 118SMOH.Excellentrestoration.
Always Hangared, fresh annual. $13,500.00
708/683-3199.(9-1)
FairchildF24W-41 - Aircraftiscompleteless
FWFforWarnerengine. Haveenginemount
and cowling for Ranger conversion, also
Rangerengine.507/263-2414. (9-2)
ENGINES:
Engine Parts- forContinentalA50, 65,75,
80 and their accessories - cylinder cases,
cams, rods, gears, everything but
crankshafts.Sendwantlistto:AirSalvageof
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71953, call 501/394-1022(-5/91)
Good Used Ignition Harnesses - tested
okay. Fuel pumps in boxes..Rod.bolts in
plastic bags. All properly Identified as
removed from enginesgoing in foroverhaul.
Air Salvage of Arkansas, Rt. 1, Box 8020,
Mena, Arkansas 71953, 501/394-1022. (-
5/91)
MISCELLANEOUS:
NEW EAAREFERENCE GUIDE- Nowin
onevolume! CoveringallEMjournals1953
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read. MUCH REDUCED PRICE! Past pur-
chasers : $7 . 50 USD plus $1 . 50
UPS/postage, $3.00Canadian, $7.00 other.
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VISA/MASTERCARDaccepted.JohnB. Ber-
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49340. 517/561-2393. Note: Have all jour-
nals.Willmakecopyofanyarticle(s)fromany
issueat25 perpage.($3.00minimum) .
1910-1950 Original Plane and Pilot Items
- Buy- sell- trade.44-pagecatalogover350
items available, $5.00. Airmailed. John
Aldrich, POB-706- Airport, Groveland, CA
95321, 209/962-6121.(9-6)
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Super Cub PA18 fuselages repaired or
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CURTISS JN4-D MEMORABILIA - You
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VINTAGE AIRPLANE31
THE ARCHIVES
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VINTAGE AIRPLANE 33
by George Hardie, Jr.
H ere's another for the air racing fans.
The airplane is a refmement of a pre-
vious product by a well-known designer.
The photo is from the Major Sheak col-
lection via Hardie. Answers will be pub-
lished in the November 1990 issue of
VINTAGE AIRPLANE. Deadline for
that issue is October 10, 1990.
Truman C, "Pappy" Weaver of New
Baden, Illinois had the answer for the
June Mystery Plane. He writes:
"The racer started life as the Flagg-
Snyder Special built for the 1930 Cirrus
Derby, license R-12040. The racer was
destroyed in a hangar fire prior to the
Cirrus race.
"It again appeared at the 1933
American Air Races at Chicago, Illinois
in July 1933. It had been rebuilt at the
Bendix Airport (and Lloyd's garage)
Mishawaka, Indiana and was now
known as the Butz Special. An inverted
Cirrus engine with special crankshaft, no
oil rings, was mounted. Normal 115 hp
at 1,900 rpm, to 150 hp at 2,800 rpm;
350 cubic inch class; 4 1/2-inch bore, 4
3/4-inch stroke; compression ratio 5.6
to one; weight 288 pounds; metal
34 SEPTEMBER 1990
propeller six feet , nine inches di ameter,
gas consumption, 10 gallons per hour,
oil , 1.5 pints.
"Wingspan was 19 feet, six inches;
length, 17 feet, three inches; height ,
four feet, six inches. Wing cord was
48 inches. Fuel capacity, 20 ga ll ons,
oil , three gallons. Empty weight was
512 pounds, loaded 852 pounds. Hi gh
speed 190 mph, cruise 170 mph, land -
ing, 75-80 mph. Best pylon speed at
Chi cago was 99.91 mph."
Other correct answers were received
from Charl ey Hayes, Park Forest, Il -
linois; Gl enn Buffington, El Dorado,
Ari zona; Jeff Shafer, Fond du Lac,
Wi sconsin; Wayne Van Valkenburgh,
Jasper, Georgia; Lynn Towns, Brookl y,
Mi chi gan and Herbert de Bruyn, Bel-
levue, Washi ngton .
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