Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
march 2010
A I R P L A N E
Vol. 38, No. 3
2010
MARCH
CONTENTS
IFC Straight & Level
No user fees and that pesky weather rodent
by Geoff Robison
News
Fleet Canuck
Canadas gem from the north
by Budd Davisson
12
16
Ground Effect
Use manual flaps to hop off sooner
by Irven F. Palmer Jr.
20
25
30
6
STAFF
32
EAA Publisher
Director of EAA Publications
Executive Director/Editor
Production/Special Project
Photography
Mystery Plane
by H.G. Frautschy
36
37
Classified Ads
39
COVERS
Advertising Coordinator
Classified Ad Coordinator
Copy Editor
Director of Advertising
16
FRONT COVER: Two Fleet Canucks came to EAA AirVenture Oshkosh 2009 with their pilots,
Peter Moodie and Joe Leslie. Leslies airplane, this beautifully restored model built in 1953,
only has a bit more than 12,000 hours on it. Moodies airplane, which you can see in the article by Budd Davisson star ting on page 6, had 22,270 hours on the air frame as of the trip to
Oshkosh. EAA photo by Jim Koepnick.
BACK COVER: If you ever wondered what the very first airplane to receive a Department of Commerce, Aeronautics Branch Approved Type Certificate looked like, wonder no more. This is the
very first Buhl-Verville J4 Airster, ATC no. 1. The type certificate was issued with great fanfare on
March 29, 1927, just a couple of months before Lindbergh flew the Atlantic solo. This particular
airplane, the first off the production line, was sold to Henry B. DuPont of Wilmington, Delaware.
This Kalec-Forester photo is part of the George O. Noville Collection of the EAA Library.
Tom Poberezny
Mary Jones
H.G. Frautschy
Kathleen Witman
Jim Koepnick
Bonnie Kratz
Sue Anderson
Lesley Poberezny
Colleen Walsh
Katrina Bradshaw
VINTAGE AIRPLANE 1
VAA NEWS
LIFETIME
MEMBER
2 MARCH 2010
only this time of year; on the contrary, when issues come up from
time to time, the FAA is most interested in obtaining feedback from the
clubs. Often, this feedback is done
through the airworthiness concern
sheet (ACS) system when a maintenance-related issue is highlighted.
The Small Airplane Directorate responds to the publics concerns throughout the year and in
as timely a way as possible, notes
John Colomy, manager of the Small
Airplane Directorates Standards Office. Our job during AirVenture is
to provide a convenient place for
the FAA to meet with any type clubs
that would like to meet face-to-face.
We ask that any issues the type
clubs may have with the FAA be
sent via e-mail or letter to VAA
headquarters by April 30. During
the first part of May we will compile the issues in a list and forward
them to Kim Smith, the manager of
the FAAs Small Airplane Directorate in Kansas City.
Kim and her staff will then directly contact the clubs, working to
address the issues during the first
part of the summer and, if need be,
meet with the individual clubs during AirVenture.
After AirVenture, the Small Airplane Directorate will report back
to EAA regarding the issues brought
forward and their disposition.
We ask that only the head of each
type club send a letter; if youre a
member of a type club and you feel
the club should address a specific
problem, please contact the club directly and ask that the issue be added
to the clubs list of concerns. Club
presidents or their designated representatives should send their letter to:
Vintage Aircraft Association
Attn: Type Club Issues
P.O. Box 3086
Oshkosh, WI 54903-3086
Or you can e-mail your letter to
vintageaircraft@eaa.org. Only those issues brought forth in writing will be
added to the list, and again, please
ensure your message is submitted by
April 30, 2010.
If your copy of Februarys issue of Vintage Airplane wasnt assembled correctly, wed like to
hear from you so we can send you
a correctly constructed copy! A
very limited number of that issue
were incorrectly assembled at our
printers plant. Drop us a note at
vintageaircraft@eaa.org or via regular mail at VAA, PO Box 3086,
Oshkosh WI 54903 and well get
a new, correct copy to you as soon
as we can.
Copperstate Fly-In
Casa Grande Municipal Airport (CGZ)
Casa Grande, Arizona
October 21-23, 2010
www.COPPERSTATE.org
Southeast Regional Fly-In
Middleton Field Airport (GZH)
Evergreen, Alabama
October 22-24, 2010
www.SERFI.org
For details on hundreds of upcoming aviation happenings,
including EAA chapter fly-ins, Young Eagles rallies, and other
local aviation events, visit the EAA Calendar of Events located
at www.eaa.org/calendar.
VINTAGE AIRPLANE 3
JOHN OSTMEYER
Chapter Locator
and info
CALIFORNIA
Hayward, CA, VAA 29
Meeting: 2nd Thurs., 6:00 p.m.
Hayward Executive Airport Hangar (HWD)
William Field, President
Phone: 925-463-0589
E-mail: wfield49@aol.com
CALIFORNIA
Sacramento, CA, VAA 25
Meeting: 2nd Sat., 9:00 a.m.
See chapter website for location.
Jim Jordan, President
Phone: 916-983-0865
E-mail: jimsfcu@ix.netcom.com
Website: www.Vin25.org
CAROLINAS, VIRGINIA
Walnut Cove, NC, VAA 3
Meeting: Contact President
Susan Dusenbury, President
Phone: 336-591-3931
E-mail: sr6sue@aol.com
Website: www.VAA3.org
May 7-9: Spring Fly-In, Roxboro, NC
FLORIDA
Lakeland, FL, VAA 1
Meeting: Contact President
Jon Baker, President
Phone: 863-676-0426
E-mail: airmanj5@wmconnect.com
Website: http://FSAACA.com
ILLINOIS
Lansing, IL, VAA 26
Meeting: Contact President
Peter Bayer, President
Phone: 630-922-3387
E-mail: c180bayer@comcast.net
4 MARCH 2010
INDIANA
Auburn, IN, VAA 37
Meeting: 4th Thurs., 7:00 p.m.
Auburn Airport Chapter Hangar
Drew Hoffman, President
Phone: 260-693-9747
E-mail: drewhoffman@vaa37.org
Website: www.VAA37.org
KANSAS
Overland Park, KS, VAA 16
Meeting: 2nd Fri., 7:30 p.m.
New Century Airport, CAG Hangar
Kevin Pratt, President
Phone: 816-985-3248
E-mail: kpratt@vaa16.com
Website: www.VAA16.com
June 25-26: Annual Greater Kansas
City Area Vintage Fly-in at Gardner
Municipal (K34). See web for details.
Come and enjoy!
LOUISIANA
New Iberia, LA, VAA 30
Meeting: 1st Sun., 9:00 a.m.
LeMaire Memorial Airport Hangar 4 (2R1)
Roland Denison, President
Phone: 337-365-3047
E-mail: vaa30@cox.net
MINNESOTA
Albert Lea, MN, VAA 13
Meeting: 2nd Thurs., 7:00 p.m.
Albert Lea Airport FBO (AEL)
Paul Stieler, President
Phone: 507-377-2291
E-mail: pstieler@smig.net
NEBRASKA
Plattsmouth, NE, VAA 31
Meeting: 1st Sat., 10:30 a.m.
Plattsmouth Airport Term Bldg.
William Kroeger, President
Phone: 402-331-3887
E-mail: pilotwill@cox.net
Fall Fly-In at Camden, South Carolina, L-R: Harry Ballances Stearman, Todd
Givens Stearman, Ron Normarks Super Cub and Chet Phillips Fairchild 24.
NEW HAMPSHIRE
North Hampton, NH, VAA 15
Meeting: 2nd Sat., 11:00 a.m.
Hampton Airfield (7B3)
Eric Obssuth, President
Phone: 603-479-5832
E-mail: sandhillaviation@att.net
OKLAHOMA
Tulsa, OK, VAA 10
Meeting: 4th Thurs., 7:00 PM
Hardesty South Regional Library
Joe Champagne, President
Phone: 918-257-4688
Email: skypal@groveemail.com
NEW JERSEY
Andover, NJ, VAA 7
Meeting: 1st Sun, 10:30 a.m.
Aeroflex Andover Airport (12N)
Joe Tapp, President
Phone: 908-872-3821
E-mail: joetapp@comcast.net
TEXAS
Spring, TX, VAA 2
Meeting: 4th Sun., 2:00 PM
David Wayne Hooks Airport (KDWH)
Fred Ramin, President
Phone: 281-444-5309
Email: fredramin@sbcglobal.net
OHIO
Columbus, OH, VAA 38
Meeting: 2nd Sunday, 1 p.m.
Contact president for location.
Perry Chappano, President
Phone: 614-496-3423
E-mail: polestar@ameritech.net
WISCONSIN
Brookfield, WI, VAA 11
Meeting: 1st Mon., 7:30 PM
Capitol Drive Airport Office (O2C)
James Brown, President
Phone: 262-895-6282
Email: jb1910@wi.rr.com
OHIO
Delaware, OH, VAA 27
Meeting: 3rd Sat., 9:00 a.m.
Delaware Municipal Airport (DLZ) Terminal Building
Martin McIntire, President
Phone: 740-362-7228
E-mail: wjmcintire@cs.com
Website: www.EAAdlz.org
May 15: 8-10 AM: Fly-In Pancake Breakfast
June 19: 8-10 AM: Fly-In Pancake Breakfast
OHIO
Troy, OH, VAA 36
Meeting: Contact President
Richard Amrhein, President
Phone: 937-335-1444
Email: dickandpatti@aol.com
Fleet
Canuck!
wide-ranging applications and meaning. For example, its one of the many phrases our friends north of the
border use to describe themselves. For another, it can be a hockey team. Or a Canadian cartoon character
(Johnny Canuck). It can also be an airplane. Three actually: the World War I Curtiss JN-4 Canuck (Jenny, south
of the border); the native-designed and -built jet fighter, the CF-100 Canuck; and lastly, the Fleet Canuck. Except the Fleet Canuck isnt just an airplane. This postwar classic is closer to being an icon. Or a legend. To hardcore Canadians, its more than simply a flying machine. And with 22,270 hours in its logbook, CF-EOH is more
than just a Canuck. Its a flying witness to the Canadian character: tough, resilient, adaptable, and ready to do
whatever needs doing. Its a Canuck and then some.
6 MARCH 2010
VINTAGE AIRPLANE 7
The Fleet Canuck has a distinctive narrow-waisted look to the aft fuselage. Thats
accentuated by the rather wide cabin that can accommodate two people in full
winter dress.
CF-EAU has only 12,000 hours on it, most of it accumulated during flight
training. Now with a prize-winning restoration and a very capable instrument
panel, its retired to a life of leisure with Joe Leslie at the controls.
8 MARCH 2010
Joe Leslie and his simple fuel gauge familiar to most pilots, a wire on a cork.
Peter Moodie with his nice new set of Millennium cylinders that help keep CFEOH purring along.
VINTAGE AIRPLANE 9
10 MARCH 2010
. . . the two
airplanes sitting
side by side in the
Vintage area at
EAA AirVenture
2009 had a total
of more than
34,000 hours
between them!
Luscombe
8E Silvaire
Engine (Continental) 85 hp
65 hp
85 hp
85 hp
Cruise mph
100
90
101
95
550
370
620
640
12,000
12,500
15,100
15,500
800
632
1,950
1,850
885
1,530
1,540
1,480
1,220
1,500
1,400
858
740
818
791
19
14
21
30
Wingspan
34 ft.
35 ft.
Source: Aircraft Blue Book Price Digest, except for the Fleet Canuck figures, which are from Canadian Aircraft Since 1909 by K.M. Molso and H.A.
Taylor. Landing and takeoff distances for the Canuck are from an old copy
of Canadian Aviation.
totally rebuild a spar, it can get very
difficult. The ribs are punched aluminum and can be repaired, but
the spars can be a problem.
Having been an airframe manufacturer during the war, Fleet did
a number of things on the Canuck
you wouldnt expect for a little airplane, and it shows the airplane was
designed for operations up here in
Canada. The Fleet-designed floats,
for instance, dont require you to
remove the landing gear to mount
huge fun, but you have to be careful slipping to the right with skis
and maintain 75 mph indicated
airspeed because the airspeed reading is not correct in that attitude.
Because of the positive controls
and its wide gear, it is also terrific
in a crosswind. I know people who
would go out and play in 20-knot
direct crosswinds just for the fun of
it. One thing that you dont expect,
when you first start flying it, is that
it floats quite a bit on landing, so
you cant come in fast. Thats one
of the effects of the 23012 airfoil: It
doesnt build up drag very quickly
when you try to slow it down in
ground effect.
It is stressed for aerobatics, and
when it was being used extensively
for training, it was common for
schools to be teaching loops and
rolls in it. And of course spins. Its
really a fun spinning airplane, and
many students made six-turn spins
part of every solo flight.
You can generally flight plan
95-100 mph, which, at less than 5
gallons per hour and a 19-gallon
fuel tank, means you can fly pretty
long legs. The airplane is very stable, so on cross-countries you can
relax and pretty much let go of it.
Joes airplane is a beautiful example of the breed, and mine definitely isnt. Truthfully, I sort of like
it that way because I dont have to
worry about it. I just enjoy it. The
last time it was re-covered was after
it crashed in 71. They used Razorback, so its still in pretty good condition. It was repainted in 1980,
and I have changed the struts,
some of the windows, and redone
the seats with temper foam. I also
majored the engine and installed a
UBG-16 bar graph engine analyzer
and new radios. Other than that,
it has just been flown. I know that
sooner or later Im going to have to
strip it down, but Im putting it off
as long as possible because as soon
as I restore it, all of the patina that
comes from so many years in the
air will be gone. I think it has character this way, and Ill keep it that
way as long as possible.
VINTAGE AIRPLANE 11
My Friend
Albert Vollmecke
Part III
BY
l b e r t Vo l l m e c k e
rose quickly up the
ranks of the Bureau
of Aeronautics and
the Civil Aeronautics Authority, which began in 1938.
Commercial and civilian aviation
had grown rapidly, but World War
II was approaching and there was
a huge increase in the number of
small airplanes manufactured beginning in 1938. Charles Taylor
remembered, Vollmecke went to
Washington to join the staff of the
Civil Aeronautics Administration
the CAAnow the Federal Aviation
Administrationthe FAA. There his
genius in aircraft design and resultant performance soon led to im-
12 MARCH 2010
ROBERT G. LOCK
The H-4s horizontal tail is mounted within the vertical stabilizers structure. Albert Vollmeckes
engineering expertise told him that the H-4 was underdesigned as far as strength was concerned.
VINTAGE AIRPLANE 13
14 MARCH 2010
lost! The H-4 was stored in a climatecontrolled hangar in San Pedro until
October 30, 1980, when the aircraft
was removed and the hangar disassembled. The photograph on page
13 was taken as the aircraft floated
majestically in the bay near its former hangar. It was the first time the
aircraft had seen sunlight since being
placed in the new hangar, which was
completed in 1948.
Charles Taylor remembered, Albert
was a consultant in the cancellation
of the government contract with the
Howard Hughes organization to build
a number of huge wooden flying boats
for the war in the Pacific. You will remember this as the Spruce Goose (a
term Hughes hated, since it was con-
VINTAGE AIRPLANE 15
Ground Effect
Use manual flaps to hop off sooner
BY IRVEN
A LEARNING EXPERIENCE
When I moved to Alaska more
than 40 years ago and began flying
to remote locations, very often at offairport locations, I wanted to learn
how to get the best performance
from my airplane. I used to hang out
at local fixed base operators and talk
to the pilots who regularly flew out
in the bush. Id ask for any pointers
16 MARCH 2010
F. PALMER JR.
GROUND EFFECT
As aviators we have probably
all experienced floating upon
landing, which can result in overshooting your landing spot. Under
certain long-landing conditions,
especially at a faster than normal
approach speed, the results can be
disastrous as you run off the runway into all types of obstructions.
This floating is caused by ground
effect. When an airplane is flown at
approximately one wingspan or less
above the surface, the vertical component of airflow is restricted and
modified, and changes occur in the
normal pattern of airflow around the
wing and from the wingtips.
This change alters the direction
of the relative wind in a manner
that produces a lower angle of attack. This means that a wing operating in ground effect with a given
angle of attack will generate less
induced drag than a wing out of
ground effect. Therefore, it is more
efficient. In the takeoff mode this
means the wing is also more efficient in ground effect, and with
THE TECHNIQUE
You all know that your pilots operating handbook lists the takeoff and
landing performance using various
flap settings and airspeeds under different elevations and temperatures.
By extending the flaps, wing camber is increased, and the angle of attack of the wing is increased. With
Fowler flaps the wing area is also
increased. This increases wing lift,
but is also increases induced drag.
The important consideration here
for short-field takeoff is to use just
enough flaps (10 or 20 degrees) to
increase lift more than induced drag
and to apply the flaps quickly when
needed. That is where the Johnson
bar flap handle does its job. Electric
flaps are too slow for this purpose.
The technique involves taxiing
your airplane to the very end of
a short-field airstrip and, if possible, facing into the wind. Then the
brakes are set and maximum takeoff power is applied. The brakes are
released, and forward stick pressure
is applied to lift the tail. Then, just
prior to hearing the stall warning
horn start to fully buzz (an audible
indication that the airplane is nearing its stall speed), quickly reach
down and pull in 20 degrees of flaps
using that Johnson bar handle. The
airplane will leap off the ground
and fly in ground effect. Knowing
when to add the flaps using an audible cue is something that must be
learned by experience.
Now here is the tricky part. You
must not try to climb yet! You must
WARNING:
Never pull in more than
20 degrees of flaps, as the induced drag will overcome increased lift.
After learning about the quick
application of flaps technique, I
used to practice doing this at my
home base, a gravel bar airstrip in
the river, and at other places out in
the boonies. Id suggest you practice
using a nearby strip of turf, gravel,
or unimproved legal runway!
Depending on the temperature,
surface, and takeoff weight, of
course, it was possible to get off the
ground in one-half to two-thirds of
the normal takeoff distance listed
in the airplanes performance chart.
When used with proper technique, the large flaps on the Cessna
170 give the airplane excellent short-field performance.
we both had strikes and reeled in
a couple of nice king salmon. For
an hour we played catch and release. We had used up most of the
evening, so we kept a small jack
salmon, which we cleaned and
roasted on our evening fire. We set
up our little tent and watched a
lone caribou walk along the other
side of the river, watching us, perhaps wondering who or what we
were. He must have wandered away
from the herd. It was a great first
day in the boondocks.
The next day we explored the
village. Bear River used to be a
viable fishing village complete
with a Russian Orthodox Church,
many houses, abandoned shops
and stores, and a school. The
shifting Bear River had changed
its course and eliminated the
small harbor, and the little town
had been abandoned. It was an
antique dealers paradise, with
all sorts of household items lying
about within the buildings.
In addition to the town buildings, we noted that in the tallgrass area of the storm berm there
were many Japanese glass fishing
floats. We gathered up a bunch of
those and loaded them in the airplane. We did a little more catchand-release king fishing, but our
dinner was a treat wed brought
from home: a couple of steaks with
fries. The evening was spent sitting
around the fire, watching the sunset and discussing the days events
VINTAGE AIRPLANE 17
The Johnson barstyle of manual flap handle is common to the early post-war Cessnas and Piper airplanes.
out of the north. We spent about two
hours at some of the best salmon
fishing Id ever had. The clouds
looked more menacing, so we decided to leave. We caught a couple
nice 30-pounders to take home and
walked to the beach.
Big surprise! Our long, wide beach
had disappeared. We could hardly believe it. The tide in the Bering Sea is
not that great, but the beach here had
a very shallow gradient. That means a
little rise in the water level can cover
a vast amount of beach, and it had.
I quickly paced off the remaining
beach. My pace is about 2.8 feet. I
took 152 steps from one end to the
other. That calculates to 425 feet. I
knew we had burned about 22.4 gallons of fuel in the 230 nautical miles
since leaving King Salmon. That
equals 141 pounds.
Since we were 175 pounds under gross at takeoff at home, we
were now relatively light. We did
not have enough fuel to return to
King Salmon, especially against the
north wind I judged to be about
eight8 to 10 mph. That was why I
had loaded on the extra two 5-gallon cans of avgas. Each one of those
weighed 35 pounds, so we took
those out and wrapped them in a
couple of big green garbage bags
and hid them behind the big dune.
Now we were lighter, but not much,
as the salmon weighed about as
much as those two cans of gasoline.
The beach surface was hard-packed,
with silt and clay from the stream
mixed in with the beach sand and
18 MARCH 2010
WORDS OF CAUTION
You must keep in mind the factors affecting your airplanes performance. Cooler temperatures
mean better engine and wing performance, so plan your takeoffs in
the early morning or late evening,
when the temperatures are cooler.
Also, both takeoff and landing distances are reduced approximately
10 percent for every six6 mph of
wind velocity, so take off into the
PRACTICE
As you know, there is nothing better to keep us all sharp and safe when
using our airplanes practice. So I suggest that for those of you thatwho
have manual flaps in your airplane,
practice using them as discussed
above. Find a country road or some
other place where you can practice
using the quick application of flaps
to lessen your ground run and get off
the ground much sooner. Measure the
takeoff distances at different takeoff
weights and under different wind conditions. You will soon get to know the
feel of the controls and the visual
and audible cues that tell you when
you can pull in those 20 degrees of
flaps and jump off the ground.
As always, have fun and be careful out there.
Harold Mize,
York, South Carolina
Former USAF jet instructor,
US Navy jet fighter pilot
Piloted for Braniff International,
Piedmont Airlines & US Air
Currently pilots for History Flight,
giving instructional flights in SNJ, T-6
& Stearman aircraft. Also pilot for
Island Century Media flying media ship
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Harold Mize
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THE
BELLANCA
BIPLANES
by Jack McRae
EAA 93
New York, who built and flew it that year with as many
as three aboard. This plane is currently being restored by
members of Empire State Aerosciences Museum (ESAM),
located in the Schenectady County Airport.
A more recent find (1986) is an excellent example of a
homebuilt Chanute hang glider, long stored in a garage
in Amsterdam, New York. The workmanship is superb; it
must have been built by a cabinetmaker. It is impossible
to establish just when it was built, but Im certain that it
is extremely oldits fabric covering had been varnished,
as was the custom in the days of Curtiss and the Wright
brothers. The fabric was so deteriorated that in places it
had cracked open from the sheer weight of the collected
dust, so that between wing ribs it drooped in festoon
fashion. If I were to estimate its vintage, Id put it at 1905
or thereabouts. This aircraft I placed in the hands of the
restorers at ESAM, too.
But, back to that evening in Glens Falls. After the meeting
was adjourned, several of the members clustered around me
to graciously express their thanks and praise for my efforts.
One by one they spoke with me and then left. Finally only
Editors Note: The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this series, we plan on publishing those
LPH articles that would be of interest to VAA members. Enjoy!HGF
20 MARCH 2010
VINTAGE AIRPLANE 21
Bellanca CE: 55-hp Anzani; span, 28 feet; length, 18-1/2 feet; wing area, 1634/5 square feet; empty weight, 470 pounds; gross weight, 900 pounds; top
speed, 97 mph; climb, 600 fpm; range, 300 miles.
In effect, I filed it and forgot it!
Now the few details of which I had
been aware came flooding back.
If it was true that the photos I received had been taken near this location (and the steep hills in the
background seemed to bear this out),
why would Chamberlin have had
this little plane here? At the time I
had been given these photos I was
mystified and inclined to doubt the
farmers story. Now, here I was again,
within a mile or two of the same
place in another barn, looking at
components of a Bellanca biplane,
probably that particular one. That
pulley on the rear interplane strut
was proof that it came from a Bellanca Model CE.
The owners asserted in no uncertain terms that they would not, under
any circumstances, consider parting
with the contents of this loft; in fact,
they said they wanted the subject
dropped, as anything else would tend
to compromise their privacy. I could
only honor their wishes, leaving with
nothing other than new information.
22 MARCH 2010
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Clarence Chamberlin and the CE. The rear interplane strut has the pulley at its trailing edge that identifies this plane, the same as the interplane strut found in the barn.
men who aspired to learn to fly.
The aircraft that he produced in
Hagerstown was designated the Bellanca Model CD, powered with the
leftover 30-hp Anzani engine. It could
theoretically carry two persons, since
there was a front cockpit, but it was
not fitted out for a passenger. It had a
wingspan of 26 feet and weighed just
400 pounds, and it flew very well.
Lateral control was achieved by warping the wings, as used by the Wrights.
It was well streamlined, with a top
speed of 75 mph, much faster than
similar designs of the same power.
In 1919 the Model CE was introduced that was a true two-place
sport plane, with a 55-hp Anzani engine that made it perform at gross
weight even better than the singleseat model of 30 hp. This one combined economy of operation with
a rate of climb of 620 fpm and top
speed of 102 mph with passenger.
Landing speed was less than 40 mph.
The Model CE used ailerons on the
upper wing instead of wing warping with resulting improvement in
firmness of construction and liveliness of response to the controls. The
first of the production versions of
Model CE was purchased by Clarence Chamberlin.
In a very recent conversation with
Carl Slim Hennicke, pioneer pilot,
mechanic, founder of the Long Island Early Flyers Club, and personal
friend of Clarence Chamberlin, considerable light was shed on the reasons
why this airplane, with Chamberlin
as pilot, might have been in the upstate New York city of Glens Falls.
These two men, Hennicke and Cham-
24 MARCH 2010
Vintage
Mechanic
THE
BY ROBERT G. LOCK
VINTAGE AIRPLANE 25
AIRCRAFT SPECIFICATIONS: Aircraft specifications were produced by the CAA and are the source
for type design data. Included in the aircraft specifications is a list of approved equipment that could be
installed on the aircraft, including the propeller(s).
In most cases specific hub and blade numbers and a
manufacturer can be found. When wood propellers
were approved, a minimum/maximum diameter was
specified and a static minimum/maximum rpm was
given. Static power is maximum rpm at full throttle
with the aircraft not moving. Therefore, several types
of wood props could be used as long as they met the
above length and static rpm specs. If the type design
data doesnt appear in the aircraft specifications, it is
contained within the aircraft listing.
AIRCRAFT LISTING: When there are 50 or fewer
aircraft registered, the type design data appears in the
aircraft listing. This very condensed version of type
design data isnt detailed enough for the mechanic
when determining what type of prop was originally
used. For example, the publication will show: Propelleradjustable metal. It will not give the specific
manufacturer or type. Thats not very helpful, so
where does one go next?
FIGURE 1
PROPELLER LISTING: The propeller listing contains type design data for older propellers that are no
longer around en masse. Some of the data that can
be gleaned from this publication is maximum/minimum diameter, blade and hub part numbers, maximum horsepower for hub and blades, serial numbers
eligible, etc. Also shown is the propeller ATC number
for the hub and blades.
CAA AIRWORTHINESS FILE: Most airworthiness and registration files are available for a specific
aircraft on microfiche (now available on CD-ROM). If
one searches through the file to locate inspection forms,
the Department of Commerce or CAA inspector usually
listed the prop by manufacturer, make, and model. For
instance, a search of the record file for the New Standard
D-25, serial number 105, registration number NC9756,
shows that it was powered by a Wright J-5 engine and
had a Hamilton Standard prop installed. The hub number was 1518 (ATC 187) with blade design number 1407
(ATC 4). See Figure 1. For the second New Standard, serial number 205, registration number NC9125 (formerly
NC150M), the file shows it was originally powered by a
Wright R-760-8 and had a Hamilton Standard propeller installed. The hub number was 1693 and the blade
model was 5B1-6. See Figure 2. You have just found the
data that didnt appear in the aircraft listing. Where can
further propeller data be found?
SUMMARY OF SUPPLEMENTAL TYPE CERTIFICATES: When the FAA came into being in 1958,
26 MARCH 2010
PROPELLER OVERHAUL: Airframe and powerplant (A&P) mechanics can do little work on propellers; overhauls and repairs are completed in approved
JUST A REMINDER...
You can buy your tickets online now and save time and money.
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and get to the fun fasterand cheaper.
J U LY 2 6 A U G U S T 1
FIGURE 2
propeller repair stations. In order to overhaul old propellers, the shop must have type design data and even
have blade profile data. Before purchasing a propeller,
make sure you get the hub and blade numbers and
check with a prop shop to assure it has the data to
overhaul such a prop.
Let me detail an example of a potential problem:
My son Rob found a set of blades for a Hamilton Standard 5406 ground-adjustable propeller for sale on the
Internet. The blade numbers didnt match any data in
the propeller listing. In fact the blades were not manufactured by Hamilton Standard. I began checking with
known prop shops that overhauled these older props,
and nobody had any data on the blades. The result was
that nobody could overhaul and certify the blades. So
for us they were useless! When propeller components,
or the entire assembly, are overhauled, the component
parts are yellow tagged.
MAINTENANCE RELEASE FORM (YELLOW
TAG): The propeller receives a yellow tag when overhauled by a propeller repair station. Accompanying
the yellow tag is a work order detailing exactly what
was done to the prop during overhaul, compliance
with airworthiness directives, manufacturers service
bulletins, etc. If you have a prop overhauled, be sure to
obtain a copy of the work order and keep it with your
aircraft records. It is extremely important to request a
copy of the work order if the prop shop doesnt send
it with the overhauled prop. So now you have a fresh
overhauled prop and you need it installed. Call your
28 MARCH 2010
S Y M PAT H E T I C V I B R A TIONS: The cause of most vibrations of this type is the engine/
propeller combination. Even
though the engine may be shockmounted, vibrations are still fed
VINTAGE AIRPLANE 29
Vintage
Instructor
THE
30 MARCH 2010
Takeoff
The takeoff, as outlined in the
FAA practical test standards (PTS),
lists 12 objectives by which the examiner grades this maneuver. Key
among these objectives are:
Exhibit knowledge of the elements related to a normal and crosswind takeoff, climb operations, and
rejected takeoff procedures.
Position the flight controls for
the existing wind conditions.
Power-Off Stalls
This stall was previously called
the Approach to Landing Stall,
but that phrase had a negative connotation, so the FAA changed it
back to the Power Off Stall, a description used from the time of the
Wright brothers until the 1950s.
A private pilot candidate must
be able to perform power-off stalls
both straight ahead and with a
shallow bank. The PTS provides
eight points by which to be graded,
but the key points state:
Maintain a specified heading
10 degrees when performing the
stall straight ahead.
Maintain a specified angle of
bank not to exceed 20 degrees, 10
degrees, in turning flight while inducing the stall.
Recognize the stall; then using
Power-On Stalls
For reference, this stall was once
referred to as the Take Off and
Departure Stall, but the negative
connotation caused the FAA to reidentify it as the Power On Stall.
The key points in the PTS are
identical to the power off stall:
Maintain a specified heading
10 degrees when performing the
stall straight ahead.
Maintain a specified angle of
bank not to exceed 20 degrees, 10
degrees, in turning flight while inducing the stall.
Recognize the stall; then using
correct recovery techniques, return
to a straight-and-level flight attitude with a minimum loss of altitude appropriate for the airplane.
Again, the last time you may have
demonstrated this stall was during
your last BFR. This stall is easier to
demonstrate than the power-off stall,
but many pilots feel otherwise because the nose attitude is significantly
higher. However, remember the required power setting is at least 65
percent or more of available power.
By lowering the nose to the horizon
line or just below, the airplane is once
again flying. There is no need to push
the nose over and dive at the ground!
VINTAGE AIRPLANE 31
by H.G. FRAUTSCHY
MYSTERY PLANE
This months Mystery Plane comes to us from Jack Austin of
Florence, South Carolina. We promise an extensive
Mystery Plane Extra article in the June issue on this one!
32 MARCH 2010
mixers, wood saws, and generators. His company also did work
for the Maytag Washing Machine
Company in Newton, Iowa, which
made gasoline-powered washing
machines for customers who didnt
have access to electricity.
In 1925, Szekely moved his en-
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VINTAGE AIRPLANE 33
34 MARCH 2010
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VINTAGE AIRPLANE 35
Vintage
36 MARCH 2010
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VINTAGE AIRPLANE 37
VINTAGE
AIRCRAFT
ASSOCIATION
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920-231-5002
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5936 Steve Court
Roanoke, TX 76262
817-491-9110
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616-678-5012
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PO Box 219
New Egypt, NJ 08533
609-758-2910
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38 MARCH 2010
THOMAS STUTE
JOE RIEMENSBERGER
VINTAGE AIRPLANE 39
KARSTEN PALT
THOMAS STUTE
JOE RIEMENSBERGER
leading-edge D-section. The rear two-thirds of the wing are Ceconite-covered. The main undercarriage is attached to the wing
spar. Takeoff and landing are assisted by a split-flap. The wings
can be dismantled when the fuselage is supported.
The horizontal and vertical stabilizers are stressed-skin designs from plywood, with the control surfaces fabric-covered.
Rudder and elevator are cable-operated, while the ailerons
are controlled via push-rods.
The Kl-107C is a real pilots airplane, and that makes it a lot
of fun to fly: The controls are well-balanced, it is quite agile, and
the control forces are right. The visibility, even forward when sitting on its tail wheel, is excellent. The stall announces itself very
well with buffeting; it goes gently into a spin and recovers right
on command. It behaves exactly as a trainer should.
The Klemm has a conventional landing gear with the third
wheel in the right place . . . at the tail. It is free-swivelling for taxiing and must be locked for takeoff and landing. The 107 has a
long and bulky fuselage, thus it leaves a lot of surface for the
wind to attack, making the 107 quite sensitive to crosswind
operation. So even taxiing in strong winds sometimes is quite
a challenge, not to mention takeoff and landing. The landing is
not completed until the aircraft is safe in the hangar or at least
safely tied down with all the control surfaces locked.
Traveling at an economical speed of about 110 mph gives you
enough time to enjoy the landscape you are passing, and the
fuel burn of about 6.5 U.S. gallons per hour (100 L or car fuel)
40 MARCH 2010
Span Width
Wing Area
10.84 m
35 ft 7 in
157 ft 2
14.6 m
Aspect Ratio
Length
8.3 m
27 ft 3 in
Empty Weight
650 kg
1433 lbs
Max TO Weight
970 kg
2138.5 lbs
VNE
300 km/h
162 kt
186 mph
Vtravel
180 km/h
100 kts
112 mph
Fuel Capacity
Range
1301
850 km
34 US gal
460 nm
530 miles