Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
CD
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D1 Pave- Bvown
N E
2006
DE
BER
CONTENTS
2
VAA News
By The Numbers
by Marv Hoppenworth
Restoration Corner
by Stan Gomoll
10
18
by Budd Davisson
28
by Hugh B. Horning
32
Book Review
34
Best glide
by Doug Stewart
36
Mystery Plane
by H.G. Frautschy
38
COVERS
FRONT COVER: The Waco INF is a great favorite of many biplane aficionados , and this one in par
ticular is even more special ; it's the prototype of the model! See Marcia "Sparky " Barnes' arti
cle on this award-winning antique biplane , starting on page 10. EAA photo by Bonnie Kratz, EAA
photo plane flown by Bruce Moore in EAA' s C-210 near Green Lake .
BACK COVER: If you can 't be the first one, then be the oldest one flying! This Canadian-built DHC
1 Chipmunk was the eleventh one built, and spent it's early days in England, being evaluated by
DeHavilland in England. The DHC-l was built to repl ace the beloved Tiger Moth. This one now
resides in Canada, where it flies with UK registration . See Budd Davisson ' s article beginning on
page 18. EAA photo by Bonnie Kratz, EAA photo plane flown by Walt Dorlac in Lance PA32R300.
S TAFF
EAA Publisher
Executive Director/Editor
Administrative Assistant
Managing Editor
News Editor
Photography
Tom Poberezny
H,G. Frautschy
Jennifer Lehl
Kathleen Witman
Ric Reynolds
Jim Koepnick
Bonnie Bartel Kratz
Advertising Coordinator
Sue Anderson
Classified Ad Coordinator
Louise Schoenike
Colleen Walsh
Copy Editor
Director of Advertising
Katrina Bradshaw
Display Advertising Representatives:
VINTAGE AI RPLANE
DECEMBER 2006
200j1
/lIRVENTURE
OSHKOSH
Ei TEn
roWINTHE 20
AIRCRAFT
TOMFLOCK
Just as this issue was going
to press, we were advised of the
passing of 1999 VAA Hall of Fame
Inductee Tom Flock of Rockville,
Indiana. Tom was a master re
storer of Waco aircraft and known
worldwide for his expertise and
outstanding workmanship on a
number of Waco restorations and
a PiperJ-3 Cub. He was a longtime
member of EAA Chapter 83.
A retired farm-implements
dealer, Tom's avocation was an
tique aircraft, a passion at which
he excelled. During the 1993 Waco
Club fly-in, Tom was awarded the
Bob Poor Memorial Award for ex
quisite workmanship. His restora
tions consistently won awards at
fly-ins across the country. He en
joyed meeting folks from all walks
of life and especially enjoyed giv
ing rides in his UPF-7. In 1995,
Burt Rutan was speaking at Indi
ana State University and visited
EAA Chapter 83. The designer of
some of the most amazing aircraft
of the century was delighted when
given a chance to ride in the UPF
7 with Tom.
Our condolences to his wife,
Carolyn, his children and step
children, and to his many friends
in vintage aviation, especially
those he knew within the Waco
community.
VINTAGE AIRPLANE
BY THE
BY MARV HOPPENWORTH
[J
4
DECEMBER 2006
new minimum
size of
registration
numbers on
the wing was
20 inches!
Pull the masking tape to the full
length of the registration numbers.
Bring the tape down to your marks
and be cautious not to curve the tape.
Do the same for the lower edge. Now
mark on the tape where the vertical
guides will go. Verify that you are still
AVIATION ROMAN
BLOCK TYPE
BY H. G. FRAUTSCHY
official documents.
DECEMBER 2006
plenty of variation!
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AIRCRAFT REGISTRATION
20
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BY STAN GOMOLL
Editor's Note: In this installation of the "Restoration Corner," well-known vintage aircraft restorer Stan Gomoll of Minneapolis, Min
nesota, discusses general techniques used in renovating tail groups and wings . .. G. R. C. and H. G .F
TAIL GROUPANDWINGS
Tail Group
The types of construction used in air
craft tail groups falls into three general cat
egories: steel tUbing, aluminum and wood.
Some of the aircraft utilizing wood construc
tion in their tail groups are Mooney, Culver,
Waco and Fairchild, to name a few.
Start by laying all the parts on the floor
in plan form. Now is the time to check for
pieces that are missing or may have been
misplaced, such as trim actuator brackets,
hinge pins , brace wires and attaching hard
ware. Make a list of missing parts along
with a worksheet of the work to be accom
plished; then when you set the piece aside
awaiting parts or material, you can pick up
where you left off.
Check for ADs or factory service bulletins
that may apply to your aircraft. These could
refer to such things as attach points, hinge
brackets, internal corrosion or wood rot.
Aluminum Construction
Check for loose rivets, cracked or broken
internal structure, improper repairs and cor
rosion inside and out. Check for mice or bird
nests, which hold moisture, causing corro
sion. Check that all drain ho les are open .
If the surfaces are painted, you might want
to strip the paint to check for hidden dam
age or repairs. Some unscrupulous persons
have been known to cover such areas with
plastic auto body filler.
R EPRIN T ED FROM
DECEMBER 200 6
Vintage A irplane
A UG UST 1986
Wood Construction
The small blade of a pocket knife is a good
tool for checking the condition of wood struc
ture . The po int should penetrate very little
into the wood . I suggest trying this on a piece
of scrap wood to "get the feel." The blade will
penetrate very easily into decayed wood.
It's advisable to replace all hardware
such asbolts , nuts, washers, etc. as cad
mium plating wears off and moisture in the
wood can result in rust on these areas ,
which in turn, causes the wood to decay
with a major loss of strength. Even though
the hardware may look good, it should be
replaced. It has probably been installed for
a long time and with the long life of today's
modern fabrics it will be a long time before
the plane is re-covered again.
Pay particular attention to the area
around the attach points. All of the old paint
should be removed down to bare wood so a
good check can be made for cracks and dry
rot. Check all the glue joints and gussets for
strength and/or separation. The old casein
glues deteriorate with age.
Refer to the FAA's Advisory Circular AC
43.13, which describes repairs to wood and
metal structures. The old standby is to fin
ish the wood with two coats of spar varnish,
as this product has stood the test of time.
To make an internal inspection of tail
pieces covered with plywood and containing
no inspection openings, it may be neces
sary to cut holes-but first check with your
AI or FAA inspector.
There are a lot of qualified people to an
swer questions concerning your restoration
project-all you have to do is ask. Available
through EAA Headquarters the year around
are many "how to" manuals. These are also
available at the EAA Sales Building during
each annual Convention at Oshkosh, as are
many educational forums and workshops
covering every aspect of aircraft construc-
10
DECEMBER 2006
11
NC864V-Yesterday
Doug Smith, Andrew "Flyboy" King (pilot of the Waco INF for our photo shoot),
Ted Teach, Jack Tiffany, Herman Leffew, and Jerry Pruden.
g
~
~
~
DECEMBER 2006
the back of one, along with this statement: "I purchased the airplane for
$100 behind a hangar in northern
California in 1961." Teach wonders
who that person was, and who the
men in the photographs were.
Another interesting item that
yields some history about this Model
INF is a letter that W.T. Homan of
Santa Paula, California, typed on De
cember 28, 1971, to a Mr. Beichtold.
In part, it says, "About three years
ago I bought INF Waco NC864V Se
rial Number 326S .... This ship was
new at Mines Field (now Interna
tional Airport) Los Angeles in 1930
and I find that several of my friends
either learned to fly in it or soloed
NC864V-Today
Teach called upon some of his avi
ation friends to help dismantle and
truck the Waco from California to
Ohio, and the group of experienced
aircraft restorers who refer to them
selves by the moniker "Leading Edge
Aircraft" happily embarked upon the
journey. The restoration process began
in 1998, as soon as the Waco arrived
at Teach's hangar in Dayton. However,
after the wings were covered, prog
ress on the project slowed down un
13
-1
The INF is a three-place biplane-if the front two passengers are small. The gold
pinstripe around the registration number was painted by hand.
Restoration "Team"
There were numerous pairs of
hands that brought this 1930 Waco to
its current Bronze Lindy-Silver Age
(1928-1936) award-winning status,
and owner Ted Teach was central to
the entire process, logging countless
hours on the project himself. "I did
a fair amount of structural work on
it in my basement," he explains. "It
just took a lot of hours, and Doug's
been at it nearly two years, working
14 DECEMBER 2006
The handcrafted metal wheelpants add a nice finishing touch to this 1930
Waco INF.
Note the attention to detail where the
flying and landing wires join the wing.
Finishing Touches
Streamlined wheel pants look good
15
Lessons Learned
Each aileron extends all the way to
the wingtip.
DECEMBER 2006
A Flying Future
Teach is pleased with his hand
some Waco INF and is looking for
ward to flying it frequently. He also
owns and flies a Stearman, and he
thought at first the INF might have
similar flying characteristics. But he
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DECEMBER 2006
7e
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(/)
20
DECEMBER 2006
21
In the course of putting their little beauty back in the air, the
David-James team discovered on their airplane a number of items
that differed from the usual Chipmunk. For one thing, it has the
original Canadian-designed "bird cage" canopy that was adopted
on the O.K.-produced airplanes (around 1,100 in total) but wasn't
used on the rest of the Canadian-produced Munks (just more
than 200 produced), which have the distinctive blown bubble. The
rear side panels of their canopy were originally fiat but they were
"bubbled ouf during the RAF evaluation process to allow the pilot
to move his head further sideways.
The landing gear also has a number of characteristics that set
it apart. In the UK. production models, the landing gear legs are
canted forward a few inches to improve stability on the ground
roll, but on Canadian production models the gear is in the origi
nal position, as on No.n and all early pre-production versions.
Also, the airplane has small, streamlined fairings around the
gear legs, which are found on UK. production models and the
Canadian pre-production models but not on the Canadian pro
duction machines.
The stall strips on the leading edges of the wings are much
longer than those on Canadian production airplanes, and it has
the slab-like spin strakes on the fuselage ahead of the horizontal
stab, which is a feature of all UK. airplanes but not found on the
Canadian birds. As mentioned earlier, spin recoveries were al
ways a problem, which led to the strake modification and to the
longer-chord rudder and elevator on both the Canadian and UK
production models. In contrast,No.n carries a short-chord rud
der and elevators, as on the original pre-production aircraft.
22
DECEMBER 2006
23
DECEMBER 2006
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I Love
able experience that is personal flight. Hugh Homing as put his thoughts into words, and perhaps he can
help all ofus fill in the blanks when someone asks you, "Hey, what's flying all about?/I-H.G. Frautschy
DECEMBER 2006
in General
There are also many benefits that fly
ing brings to one's life in general, apart
from the obvious quick and convenient
transportation and the kind of plea
sures already described. Flying teaches,
or at least sharpens, one's abilities in
the areas of observation, preparation,
patience, problem-solving, weighing
options, decision-making, decisiveness,
alertness, concentration, communica
tion, perspective, self-sufficiency, and
confidence .. .to mention just a few!
Here's one example, on perspective.
When learning to fly by contact or by
pilotage (that is, without radio or instru
ment navigation as the primary tech
nique), one uses aerial charts and visual
ground reference to determine present
position and to plan progress toward a
destination. To orient oneself, in seeking
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DECEMBER 2006
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By Ev Cassagneres
Wow! Ev Cassagneres' companion
book to his The Untold Story of the Spirit
ofSt. Louis is an equally impressive work,
the compilation of decades of research
begun back in the 1960s. Cassagneres
was fortunate to live in Connecticut,
and after the intercession of a mutual
friend, he and Lindbergh met in 1968,
with Lindbergh giving his support of
Cassagneres' research. This opened up
an entire universe of university and mu
seum archives. Coupled with a drive for
historically accurate research, the pair
of volumes will go down as the defini
tive work on the Spirit of st. Louis and
the impact the aircraft and its boyish pi
lot would have on aviation during 1927
and subsequent years.
This second volume fleshes out the
Good Will Tour embarked upon by
Lindbergh after his triumphant return
to the United States. Eighty cities in the
United States, Canada, Mexico, and a
By Chet Peek
Review by William J. Schlapman
Chet Peek's newest book-The Pi
etenpol Story-to my knowledge, is the
first and only book available on the life
of B.H. "Bernie" Pietenpol and the Pi
etenpol Air Camper. He's the pioneer
developer of a very successful auto en
gine-powered homebuilder airplane.
Created during the Great Depression,
it featured modest cost combined with
reliability to depend upon during the
1930s, when flying was beyond the
reach of most people. With its two
place cockpit, the Air Camper was just
the ticket for giving airplane rides.
The key that Bernie recognized was
a suitable but reasonable cost engine
available to power a plane for entry
level flying. When Henry Ford intro
duced the new Model A car series in
1928, its engine became the answer to
Bernie's search. Chet's book provides in
formative and exciting pictures of that
period, a time so totally different from
33
BY DOUG STEWART
Best glide
I was in a pilot briefing room, one
dark gray day, getting the weather
from the WSI station when I over
heard the following conversation be
tween an elderly gentleman and a
young man who appeared to be in
his 20s. The gray-haired fellow was
saying: " . . . but what about best loi
ter speed? Wouldn't we want to use
that speed in a glide, once we had
our landing site below us?"
The young man replied: "No! There
is only one speed to use once the en
gine has failed, and that is the best
glide speed as published in the POH.
That glide speed is also known as the
best lift over drag (LID) speed . It is
that speed alone that will give you
the best glide performance because
that is where the two curves for para
site drag and induced drag intersect."
I was eager to hear the response to
that. Whereas the term "best loiter
speed" was a new one to me, I cer
tainly was well familiar with the term
"minimum sink speed" that every
glider pilot is intimately acquainted
with. The graybeard's response was:
"Well, yes, best LID speed will give
you the greatest distance covered in
a glide, but once we are overhead our
chosen landing site, wouldn't we be
more concerned with a maximum
time aloft to allow us to set up for our
pattern and landing?"
The young man was adamant.
"No! There is only one glide speed to
use, and that is, as I said, the best LID
speed as published in the POH." As I
looked at these two folks and took in
34
DECEMBER 2006
to maximize their
time in a thermal,
35
BY H.G . FRAUTSCHY
EAA
COLLECTION.
S E PT E MB E R ' S MY STERY
Here's our first letter about
the September's Mystery Plane:
The subject Mystery Plane
is a Fokker Universal, c/n 421
(NR-1776) . The photo was
taken at Boeing Field, Seat
tle, Washington, on or before
May 31, 1932. A reference
for this is Peter Bowers ex
cellent series "The American
Fokkers," in particular Part 2,
published in the AAHS Jour
nal, Vol.4, No.4, Winter 1966,
pp.253-265. Your photograph
is also published in this arti
cle. To save you time, I'll quote verba
tim from Bower's last paragraph on p.
258 and carried over to p. 260. It is an
interesting story.
"The reputation of the widely
publicized 'Fokker Cantilever Wing,'
which did not apply to this particular
design, almost did one eager distance
36
DECEMBER 2006
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continued on page 39
VINTAGE AIRPLANE
37
or trade?
Classified Wo rd Ads: $5.50 per 10 words , 180 words maxim um, with
boldface lead-in on first line.
Classified Display Ads : One co lu mn wide (2.167 inches) by 1 , 2, or
3 inches high at $20 per inch. Black and white only, and no frequency
discounts.
Adve rt is ing Clos ing Dates: 10th of second month prior to des ired
issue date (i. e. , January 10 is the closing date for t he March issue). VAA
reserves th e right to rej ect any advertising in conflict with its pol icies .
Rates cove r one insertion per issue . Classified ads are not accepted via
phone. Payment must accompany order. Word ads may be sent via fax
(920-426-4828) or e-mail (classads@eaa.org) using credit card payment
(all cards accepted). Include name on card , complete address , type of
ca rd, ca rd number, and expi ration date . Make checks payable to EAA.
Address advertising correspondence to EAA Publications Classified Ad
Manager, P.O. Box 3086, Oshkosh , WI 54903-3086
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38
D EC EMBE R 2006
2007MAJOR
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For details on EM Chapter fly-ins and other local
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U.S. Sport Aviation Expo
. Sebring Regional Airport, Sebring, FL
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Sun 'n Fun Ry-In
Lakeland Linder Regional Airport (LAL), Lakeland , FL
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EAA Southwest Regional-The Texas Ry-In
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Flight Advisors information ...... 920-426-6864
Flight Instructor information ..... 920-426-6801
MEMBERSHIP INFORMATION
EAA
Membersbip in the Experimental Aircraft
Associa tion , Inc. is H Ofor one year, in d ud
in g 12 issues of SPORT AViATION. Family
membership is an additional $10 annually.
Junior Membersh ip (under 19 years of age)
is available at $23 annually. All ma jor credit
cards accepted for membership. (Add $16 for
Foreign Postage.)
lAC
WARBIRDS
Current EAA m embers m ay join the EAA
Warbirds of America Division a nd receive
WARBIRDS m agazine for an additional $45
per year.
EAA Me mbe rship, WARBIRDS maga
z in e a n d one yea r m e m bership in the
War birds Divisio n is ava ilab le for $50 per
year (SPORT AVIATION m agazine n ot in
cluded). (Add $7 fo r Foreign Postage.)
FOREIGN MEMBERSHIPS
Please sub m it you r remittance wit h a
ch eck or draf t d raw n o n a Un ited Sta tes
bank payable in United States dollars. Add
required Foreign Postage amount for each
rnem bersWp.
Members hip dues to EM and its divisions are not tax deductible as charitable contri butions
Copyright 2006 by the EM Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 082-750: ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM Avia
tion Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine,
is $36 per year for EM members and $46 for non-EM members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane,
PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, Station A, PO Box 54, Windsor, ON N9A 6J5, e-mail: cpcreturns@Wdsmail.com. FOR
EIGN AND APO ADDRESSES - Please allow at least two months for delivelY of VINTAGE AIRPLANE to foreign and APO addresses via surtace mail. ADVERTISING - Vinlage Aircraft Association does not guaranlee
or endorse any product offered through the advertiSing. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with
the contributor. No remuneratior. is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.
EAA and EAA SPORT AVIAnON, the EAA Logo and Aeronautica are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and
service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.
40
DECEMBER 2 00 6
par~nert'
ecognllon
VEHICLE PURCHASE PLAN
FORD EDGE
Certain restrictions apply. Available at participating dealers. Please refer to www.eaa.org or call 800-843-3612.
VOLVO
LINCOLN
MERCURY
JAGUAR
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