vintage airplane - dec 2003

8/20/2019 Vintage Airplane - Dec 2003

1/38


2/38

VOL. 31 , No. 12

DECEMBER 2003

2 VAA NEWS/H.G.

Frautschy

4 AE ROM AI L

5

A CENTURY OF AVIATION ACC

OMPLISHMENTS

/

Paul H. Poberezny

6

THE VINTAGE INSTRUCTOR

DOES

SAN

TA USE A GPS?

/Ooug

Stewart

8 CAPTURING HISTORY

THE

DANI

ELS/

WRIGH

T

PH

O

TOGRAPH /H.G. Frautschy

11

BARNSTORMERS AND TH

E

HARRINGTON FUNK

WRITING OFF AN AIR

C

RAFT

T

HE HARD WAY

/

Gerald

R

Lewis

15

DETAILS

,

DETAILS

LOOKING

CLO

SELY

AT AN HI STOR ICAL

REP RODUCTION /H.G.

Frautschy

MYSTERY

PLAN E/H.G. Frautschy

4 PASS IT TO BUCK/

Buck

Hilbert

6 N

EW MEMBERS

27 C

LASSIFIED ADS

8 A 8D

WRIGHT

FL Y R

COMMEMORA

T

IVE

POSTER


3/38

From the Vintage Aircraft Association

Board

o

Directors and E N Staff

.!?at(til})bCl'CZI!y

6 ¥ 1 { ~ "afatrh":hyco

V e ~ ) ( f 1 e

0aab'lel'

J ; e ~ f C ,

G 5 ~ r C

0 / f a l ' l ~

:7[olYy;r

,Peue .(/fC/Uiel'

!zYAiI 0oa!.,.{J/l

[1[1(9

c1

' l}ol/lo!l

0ale

U{/-I'


4/38

V NEWS

DISCOVERY

TO

COVER EAA'S

FIRST FLIGHT RE-CREATION

Same-day

coverage of

EAA's

Countdown

to Kitty Hawk cele

bration,

including

footage from

the re-creation

of

the Wright

brothers' first flight in EAA s au

thentic reproduction 1903 Wright

Flyer will

be

broadcast on The

Discovery

Channel at

9

p.m.

ET

on

Wednesday, December 17. The

program

will

include portions

of

Discovery's The

Wright

Brothers:

First

in

Flight, which

first aired in

September.

The original program

contained

significant

coverage

of

EAA's

Countdown to Kitty Hawk celebra

tion, presented by

Ford

Motor

Company, and the construction of

the

Flyer

by The Wright Experience

in Warrenton, Virginia. The docu

mentary

follows the parallel

paths

of the Wrights in 1903 and The

Wright Experience in 2003

as

Ken

Hyde and his team employ reverse

engineering to

interpolate

the

brothers'

design process and re

sults from existing Wright aircraft

and parts, family correspondence,

and other sources.

In the

documentary EAA

Presi

dent

Tom

Poberezny

describes

the

centennial

celebration's sig

nificance along with EAA's

Countdown to Kitty Hawk festiv

ities,

which culminate

in

the

actual

flight of

the

Flyer

repro

www.eaa.org/airacademy. A one-of (ages 14-15), and advanced (ages

a-kind experience,

the summer

16-18).

Downloadable

Air Acad

program offers three camp levels

emy application

links are located

for young aviation enthusiasts: pri on each camp web page for your

mary

(ages 12-13), intermediate convenience.

You DID IT!

One Million

Young Eaghts!

In a

recent

local

feature story

about the

EAA

Young Eagles pro

gram,

pilot

Rick Ellis

·

(EAA

469164)

of Freeport,

IllinOiS,

said, Who

knows? The millionth Young Ea-

gle could be someone

who

flew

out of this airport.

That

comment

became

prophecy

on October

25,

2003,

when

Rick

took

15-year-old An

drew Grant, from nearby German

Valley, for

his

Young Eagles

flight at the

Albertus Airport

(FEP).

They didn't know it at the time,

but

Andrew be

came the one-millionth Young Eagle entered into EAA s official register,

the

World's Largest Logbook. That entry realized a goal

EAAers

started

working toward in July 1992.

Rick is

president

of

EAA

Chapter 475 and the Young Eagles coordi

nator for Chapters 475 and 22. A sophomore

at

nearby Forreston High

School, Andrew is the son of Becky and Tom Grant. Andrew and Rick

will be

EAA s

guests

at the

Centennial of Flight celebration

at

Kitty

Hawk, North Carolina,

on

December 17. Following the EAA

Count

down to

Kitty Hawk Wright

Flyer s

re-enactment of the first flight at

10:35 a.m., Andrew will join

EAA

Young Eagles Chairman Gen . Chuck

Yeager for a ceremonial flight

to

commemorate

the

million Young

Ea-

gles flown and

to

honor

the more

than 35,000 pilots and 50,000

ground volunteers who made it happen.

Looking

t

the Future

While EAA fine-tunes

the

program's future, one thing is certain: EAA

http://www.eaa.org/airacademyhttp://www.eaa.org/airacademy


5/38

PROPOSED AIR TouR

CHARITABLE AIRLIFT

RULE RELEASED

EAA Young Eagtes flights not affected

The FAA s recently published no

tice

of

proposed

rulemaking

(NPRM) that suggests improve

ments

in national

air

tour safety

could have adverse effects on

commercial sightseeing flight oper

ations and some charitable

fund raising flight operations. But it

would

not

affect the

EAA

Young

Ea-

gles program. The proposal allows

for continued charity flights by en

tities such as

EAA Chapters

under

similar

restrictions

to

the

current

EAA

drug-testing exemption.

EAA and

its

affiliate, the Na

tional

Association of Flight

Instructors (NAFI), each plan to

submit comments

aimed

at

allow

ing

continued operations for

charitable

fundraising

flights and

to ensure that

the operation

of

flight experiences

in vintage air

craft such

as

EAA s Ford Tri-Motor

will

continue.

Both

organizations

will

make

their

comment

s

public

before

the comment

deadline, Jan

uary 20, 2004. I t will take th e

FAA

at least a year before a final rule be

comes effective.

The proposed rule is

modeled

on

Special Federal Aviation Regula

tion (SFAR) 71, which

FAA

credits

with Significantly lowering the air

tour

accident rate

in Hawaii.

FAA

VAA

HALL OF FAME 2004

To

be considered for induction into the

VAA

Hall of Fame during

2004, petitions

must be received by December 30, 2003.

If you wish to nominate

an

individual who

you believe has made a significant contribu

tion to the advancement of aviation between

1950

and the present day, please make a

copy of the form

on

this page or download it

at www.vintageaircraft org/

programs/ vaa_hof.pdf

,

fill it out, add sup

porting material,

and send

it to:

Charles W. Harris

VAA

Hall of Fame

P.O. Box 470350

Tulsa,

OK

74147-0350

Be as thorough and objective as pOSSi

ble. Attach copies of materials you deem

appropriate and helpful to the committee.

The

person you nominate can

be

a

citizen

of

any country and

may

be living

or deceased.

His

or

her

contribution

could be in the areas of flying, deSign,

mechanical or aerodynamic develop-

ments,

administration,

writing,

or some

other

vital, relevant field;

or

any combi

nation

of

fields

that support vintage

aviation.

EAA Vintage Aircraft

Association

Hall

of

Fame Nominating Petition

Note: To be considered for

induction

into the VAA Hall

of

Fame,

petitions

MUST

be received by December 30th of 2003.

Person nominated for induction into the VAA Hall

of

Fame:

Name : _

Street: City: __________________

State: Zip: Phone: _

Date of Birth: f Deceased , Date of Death: _

Name and re lationship of closest living relative : _

Street: City: ----,-,

______________________

_

State: Zip: Phone: _

Email Address:

Time span (dates) of the nominee's contributions to aviation:

(Must be between 1950 to present day.) _

Area(s) of

contributions

to aviation:

________________________________

_

Describe the event(s)

or

nature of activities the nominee has undertaken in aviation to be

worthy of

induction into

the VAA Hall

of

Fame: _

Describe other achievements the nominee has made in other related fields in aviation:

http:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.org


6/38

8

AEROMAIL

Eme

rgency Notes

I just received the November is

sue

of Vintage Airplane

and

read

Doug Stewart's

article

on emer

gencies. Having

been

a pilot for

22 years

and

with 5,000 hours, I

have declared four

emergencies

and have had the tower

declare

one for me. Of these five emer

gencies, only two had any kind of

paperwork: a firefighter from the

crash

truck filling out

an

event

log wanting to

know

my name

and

address, the aircraft owner's

name and address, and

the

nature

of the

emergency.

During one of

the other

emergencies, I had

landed

at

an

uncontrolled field

after

squawking

7700,

and

I was

requested to call

the Center su

pervisor. He just wanted to know

if

the plane and everyone on

board landed safely. I said, "yes,"

and

he responded

with "Thank

you

very

much "

So much for

the

"dreaded paperwork"

As an instructor I

emphasize

to

my students

that i f

there is a seri

ous problem, don't

hesitate,

XC-

In the August edition of Vintage

Airplane

there

is an article by

Richard Hill titled, "The Lockheed

Constitution." For what it's worth,

I

would

like

to

add my two

cents.

I was a midshipman at the U.S.

Naval

Academy

and flew around

the country in the summer of 1952

on this

bird . t was a program

called

Air Cru ise, as opposed to

summer cruises

on

ships. I can re

ca ll

sitting

in a

window

seat

and

watching

the

exhaust

system of

the No.3 engine light up to bright

red at each takeoff through the

open "gills."

Later on in my life I recall seeing

one

of the Constitutions parked,

and neglected but not abandoned,

at

the

Sebring airport in Florida . I

used to go there for

the

12-hour

sports car races in March. I believe

this

was

between

'60

and '63

. f

Mr. Hill is correct about it

ending

at Ft.

Lauderdale,

that

would

ex

plain

why

it disappeared from

Sebring in this era.

Donald

Stu)

Sammis

Titusville, Florida

USNA '53

Donna

Morris

has advised us that

Worldwide Aircraft Recovery Ltd. will

be starting the first part

of the Her-

culean effort

to

make the Goliath a

proper

item for museum

viewing.

They

expect

to

start

disassembling

the XC-99

around

the

first

of

he

year to begin

its

trip to the

United States Air Force

Mu-

seum

in Dayton Ohio.

Miller Highlights

Thanks for

the

Help

Restoring

an

antique airplane

calls

for many different kinds of

skills . And, like most people I

found myself deficient in some

categories

.

Woodworking

was

the

biggest problem, both from an ex

perience level and

having

tools

to

make complex parts.

My

current

project is a Fairchild

24W,

and it has a lot of wood which

has suffered neglect and exposure to

the elements.

t

would have been convenient to

go to the nearest Fairchild store to buy

some of these wood parts. But, the

Fairchild store is

as

much of the past

as

the hand craftsmanship employed

to build this old airplane back in 1939.

Fortunately I know a young man

who

is

a furniture maker. In fact, he's

a third-generation wood craftsman

and has studied under American and

European

artisans. He works with

hand tools

as

well

as

power tools . He

primarily builds elegant custom fur

niture from old-growth, tight-grained

wood which is highly figured. His

work

is

like fine art you'd expect in a

known

gallery. So, I felt privileged

that he found it interesting and en

joyable to make some airplane pieces

for me. And, at a reasonable price All

I supplied was the aircraft grade Sitka

spruce and enough of the old tattered

parts to get some dimensions.

I'd like to share his name

and

ad

dress

with others who might

be

"wood challenged" like myself:

Mr.

Frank Straza

329 Coastal Lane

Waco, TX 76705


7/38

CENTURY

OF

VI TION

CCOMPLISHMENTS

P UL

H.

POBEREZNY

FOUNDER

ND CH IRM N

OF

THE BO RD

E

b ~ ~ t e ; ~ ~

world,

quite

a

significant time; it marks

the

year of

a major milestone

in

the Wright

brothers accomplishments that cre

ated the flying

machine. But I ve

often

wondered

why, for

centuries

and centuries, this did not happen.

I often imagined men and women

lying

on

the beaches of the Mediter

ranean, or other beaches,

watching

the

seagulls fly wishing that

they too could view the earth from

a different

aspect other than the

mountaintop.

t

took two gentlemen

from our fine country, after years of

study

and

dreaming,

to

accomplish

controlled flight, though it was very

short in time and distance.

t was a great accomplishment

that

was

quickly surpassed by

the

brothers,

and now

even by

our EAA

folks of today.

t

would have been in

the realm of science fiction to dream

what

some in the EAA family

have

accomplished in

the

air. Records set

and broken, beautiful airplanes built.

Who could have imagined that

one

day two people would be flying

around the

world

in a homemade

airplane, non-refueled, nonstop?

0 3

So much had happened before

they got involved in the solution.

During

the

1850s

and

well

into the

early

1900s, ballooning became

quite popular. Men and women were

reaching

for the sky. There were

crude attempts

at

flight,

and

gliders,

whether

it was

in

Europe or

with

Chanute

along

the shores

of

Lake

Michigan. It seems that for whatever

reason,

it

was

time to

fly. To

put

forth

the mind s

efforts

to

solve the

problems in which gravity

had

al

ways defied us.

Of course

one can

look

at the

jet airplanes of today,

the

fighters

and

so forth, and

the

equip

ment;

it s hard

to imagine

an

airplane taking off straight up, pro

pelled by

the exhaust

of

the

jet

engines. Yet

we marvel

at it when

the Harrier takes off and lands at our

annual convention.

Where will it go in

th

e future?

We

don t know. But just take a look at

what EAA has created as an organi

zation,

tapping

minds;

men and

women

putting hands and

minds to

work to

be

creative, to design

air

planes that are much improved over

what our factories

produced

in the

20s, 30s, 40s and 50s, 60s

and on

into the 70s. And to be able to earn

been tremendous. Solving

the

prob

lems, coming up with

new

ideas,

new materials, and ways to use

the

materials

that

are used in other ele

ments

of our life. They might come

from industry, whether it s automo

tive, boats, something completely

unrelated,

any

of which can be used

to make a better flying machine.

As many of you in

VAA

know, you

can t make progress unless you know

the

past. And of course with our an

tique

and

vintage aircraft, they were

the stepping stones, even for myself,

with my American Eagle

powered

with a WW I

OX-5

engine. It had two

wings; back

then

airplanes weren t

re

ally airplanes unless they had two

wings to provide not only the beauty,

but

also the extra lifting power you

could get in a given wingspan. So I m

really pleased to see those of you in

VAA

who

love history, save that his

tory

by

maintaining

and

restoring

vintage aircraft. And also you

see

that

with our

military

aircraft of WW

I

with the ]ennys and aircraft through

the 20s, 30s, 40s, 50s ... that s why

it s important to have a group, and


8/38

THE VINTAGE INSTRUC

Does

Santa

Use a GPS?

DOUG

STEWART

C

hristmas t ime

is

here

by golly,

Dis

approval would be

folly The words

of that

vintage

Christmas song

by

Tom Lehrer brought a smile to my

face as I deleted,

one

by

one,

the

numerous spam

e-mails I had re

ceived, trying to sell this, that, and

the other thing for

Christmas.

In

terestingly

enough

several of

these

were

aviation

related. As more

pilot

shops

go

online,

they add to

the

onslaught of junk

mail

that

now

comes

to us electronically.

And

just

as their

advertisements

are

elec

tronic,

much of what they

offer

seems to be electronic.

t is amazing to

see

how elec

tronic

technology

is

making such

rapid advances in the realm of

cockpit

aids. We can buy portable

GPS units that

give us

a

panel

of

enough information to

allow us

to

fly our aircraft with confidence

even

if we

have

had a vacuum sys

you turn on the switch. Engine

noises

disappear (gee

I kinda

like the sound of that round en

gine,

oh

well. ), all

kinds

of

cockpit noise is

canceled,

even

the

sound of the

gear

warning

horn, as

one

pilot claimed

after landing his

Cutlass gear-up at my

home

base

this past summer.

But wait, y u say.

This is

intage irplane

magazIne.

We fly old planes.

We don't use

that stuff.

cabulary), ha ve a wire attached to

your

wrist that

would

send a small

electronic

shock to wake you

up

at

a preset

time.

You could

go

to

sleep

shortly after leveling

off, sleeping

soundly with

the confidence

that

the PDA would

command

the air

craft

to

avoid all other aircraft with

the

information it

was

receiving

from

the uploaded TCAS.

But wait,

you

say. This is intage

irplane

magazine.

We

fly old

planes. We

don't

use that

stuff.

Well let me tell

you.

Walk the

lines of

vintage

aircraft

at

EAA Air

Venture

Oshkosh or Sun 'n Fun

EAA

Fly-In, and I

think

that you

will

find

all kinds of these aids

in


9/38

that I would

never

have any use

for s

uch

stuff. (Back then I still

used paper

and pencil to write

with,

being of a somewhat anti

techno mentality.) I planned to use

this airplane to

fly low and slow

using pilotage to wend my way.

Why would I want GPS in this air-

plane?

Since the reduction in price the

seller offered was nowhere near the

value of

the

unit, I decided to in-

clude the

GPS in the

purchase.

I

have never regretted that decision. I

have come

to

realize that when I

have to get somewhere in my Super

Cruiser

in

a hurry, the quickest

flight is also the shortest line. It

doesn t get any shorter than the

great circle route. I

don t

always use

the GPS but it is great to have ac-

cess

to

all the

information

the

device offers. Not only is the short-

est route depicted,

how

fast we are

flying along that route, seeing our

arrival time, and time enroute be-

ing constantly updated, but also the

nearest

airports, navaids and fre-

quencies can

be

found in

short

order. I can find out at a few button

touches exactly where

the

wind

is

blowing from and its velocity. Air-

port diagrams and information can

be quickly brought to the fore. On

and on the list goes. GPS navigators

have so

much

information stored

inside their memory.

The

problem

is that we quickly

become

dependent upon these

wonderful devices. Before long

the

sectional chart

has

become

rele-

gated to the back of the cockpit, its

chart,

and

plotted

the

true course

and converted

tha

t

to

magnetiC

course?

Do

you still remember how?

Do you remember how to navigate

using

that

most basic and simplest

of techniques, pilotage? We all

had

to demonstrate our

knowledge

of

the technique on our private pilot

checkride, but for

many

of us de-

pendence and

reliance

upon GPS

navigation has allowed

that

skill to

be forgotten.

I remember a flight

not

long ago

that I shared with a dear friend

and flying companion. She flew

the

outbound leg

up into the

Adirondacks

using her

handheld

GPS to guide her while I sat relax-

ing in the back.

The

views

were

awe-full.

High

mountain peaks

stood guardian over crystal lakes. It

was fantastic. On the return flight

we swapped seats and I would fly

us

back home.

I

decided to

turn

the panel

mounted

GPS off and

just use

map and

compass for my

navigation. My companion

took

her

handheld unit in back with

her. I

didn t

miss

any of

the

spec-

tacular scenery on the flight home,

with my head inside

the

cockpit

looking at my GPS. Instead, I used

the scenery to help guide me.

You

can imagine my delight

when

she

informed me

upon

arrival back

home that I never wandered more

than

three quarters

of

a

mile off

course

during

the

entire

flight

back.

So I would like to suggest

that

if

you

do use

GPS for

naVigation

,

turn it off occasionally and try us-

EAA

VINTAGE

AIRCRAFT

ASSOCIATION

S

HARE YOUR INTEREST IN PRESERV-

ING

AND

PROTECTING OUR AVIATION

HERITAGE. BECOME A PART OF VAA

AND RECEIVE 12 COLORFUL AND

INFORMATIVE ISSUES OF VINTAGE

AIRPLANE , PLUS GAIN ACCESS TO THE

MOST SUCCESSFUL INSURANCE PROGRAM

FOR VINTAGE AIRPLANES ANYWHERE.

DUES

ARE ONLY

36

PER YEAR IF

YOU ' RE ALREADY AN

EAA MEMBER

OR AS

LOW AS

46

TO JOIN BOTH EAA AND

VAA.

JOIN TODAY

800 322 2412

E

Flight

Planner™

EM

in an agreement with

AeroPlanner.com, is

pleased

to announce an

exciting

new

Membership

b e n e ~ t for EM

Members . . . E

Flight

Planner. Take

advantage

of the newest Member b e n e ~ t by

heading over

to www.eaa.org.Click

on

the

"Register

Now"

link

,

get registered, and log

onto Flight Planner

to plan

your

next Right.

FREE FOR

E

MEM ERS '

• Files, stores and • "Auto-route"

retrieves your based on your

i g h ~ plans wi,h

preferences

http:///reader/full/AeroPlanner.comhttp://www.eaa.org.click/http:///reader/full/AeroPlanner.comhttp://www.eaa.org.click/


10/38

~ p t u r n

lstory

The Daniels Wright

Photograph

H.G.

FRAUTSCHY

T

he image of that first pow

ered flight by the Wright

brothers

on

December 17,

1903, is

indelibly marked

in our minds . But the more I look

at

the

photo,

the

more

I realize I

haven't really "seen" it at all. Subtle

clues abound in the delicate fine

grain emulsion painted

on

the

S-by-7-inch

glass-plate negative

that was loaded in Orville Wright's

Gundlach Korona

box

camera

that

cold morning.

With the knowledge gained dur

ing their attempted flight on

December 14th, Orville placed his

camera, mounted on a wooden tri

pod, to

the rear and

right (to

the

southeast) of

their

flying machine,

with the lens pointing to the oppo

site end of

the

launching railing. In

the full frame of the original photo

graph, you can see the starting end

of

the

rail on

the

very edge

of the

where it would show, with just one

photograph,

the

entire vista of

what

he

was

pretty

sure

would

be their

first flight.

By

showing the entire launching

rail,

Orville could ensure that

no

one could dispute the length of the

takeoff run,

or

claim

the

Wrights

had

actually started heading down

hill

and had

simply

taken

off from

a flat section of the rail.

By

putting

the

takeoff end of the

rail in

the

center

of

the frame, he gave plenty

of room for the person who would

trip the shutter to

get

the

lyer in

mid-air, even if the shutter bulb was

squeezed late.

What

has been often named

the

photograph of

the century was al

most not taken.

John

T Daniels,

one of the men

assigned to the Kill

Devil Coast Guard station south

of

the

Wrights'

camp

at

Kill

Devil

Hills,

had been

a fascinated helper

by accident. In either case, after the

flight, Orville checked

the

camera

and saw that

the shutter had been

tripped. Daniels took a very memo

rable photograph

, but they

wouldn 't

know what

it looked like

until the Wrights returned to Day

ton

and developed

all of the

negatives in their darkroom. Amaz

ingly,

it's

one

of the clearest

photographs

taken

during their

1903 stay

on the

Outer Banks.

What Daniels captured

in

that

moment is fascinating.

By

virtue of

the

large

glass

plate negative

coated with a remarkably fine

grain emulsion, we can take a peek

at

a

number of

details that

at

first

glance are overlooked. (We ve cho-

sen

to

not retouch in any way this

first

gen

eration scan of he glass plate

negative. We did

crop

a small section

of the bottom of the photo

off

ofour

reproduction,

ut

have kept the bro-


11/38


12/38


13/38

in a low depression in the

sand

is

plainly

visible

beyond

the

sheds.

You

can

also see a couple of the

sand dunes that ran along the Albe

marle

Sound

side of the Outer

Banks from

Kill

Devil Hills

north

to

Kitty Hawk. The same hills are the

ones visible in the first flight photo

graph of the

Flyer.

On the

left side

of the photo-

graph, the footprints of the brothers

and their helpers are plainly visible

around

the

perimeter

of the right

wing as

the

Flyer was prepared for

flight. Orville explained

the

differ

ence in the appearance of the sand

around the launch area in the book

How We Invented the Airplane,

cur

rently in print by Dover Press.

This track was laid in a small de

lay the track.

ression,

which

a few days before

ad been covered

by water.

We

ose this spot because the action

of the water had leveled it so nearly

flat that little

preparation

of the

ground

was necessary in order

to

On the right end of the airplane's

foot-printed outline is a small foot

stool or bench, with a large C-clamp

across the center support of the

. Ken Hyde of the Wright Expe-

believes they used the clamp

gently secure the wingtip of the

jl

H < L l1 H C

to

the bench, to prevent the

from rocking too much from

to side in the breezy conditions

as they prepared it

for

flight.

To the bench's right,

Th e Wrights camp

is

in

the low

er

center

of

this photograph

of

th

e 1902 glider

being flown on October

21,

1903. The water-filled

area

just to the left

of

the

camp would

be the

site

of

the

four

powered flights

on

December 17th.

The

slightly irregular horizon on the left is the

series of

sand dunes that stretch along

the A

lb

emarle Sound

side of the

Outer Banks

from Kill

Devil

Hills to

Kitty

Hawk North Carol ina. W RIGHT

SlATE

UNIVERSr,-y

ARCHIVES,

W RIGHT BROTHER. COLLECTION

O U R T

there is the starting battery, with its

kinky, stiff wire sticking out of the

wooden box. It was used to start the

engine of the Flyer which was also

equipped with a dynamo. A battery

was needed

to

supply

enough

elec

tricity to generate

a spark within

the

primitive

make-or-break igni

tion

system used

for the engine.

There's also a shovel

and

a small

can, which, according to

Th e

Pa-

OF SPECIAL COLl

E


14/38

near the lower wing's

trailing edge, and you

can

see Orville lean

ing on his right elbow,

with

his left

arm

pushed

out

to the left.

In his left hand, he

has

the

control stick

for

the

elevator

(they

called it

the

front

rudder ") fully aft, a

control input

that

was

taken out probably

within

a

second

or

two after

the shutter

was tripped. He's just

slid his body and the

wing-warping control

cradle

over

to

the

right, in an effort to

pick up the left wing, which dipped

just slightly at this early stage of

the

flight. The small cylindrical object

mounted on the

wing

interplane

strut

to the left of Orville

is the

gasoline tank. The radiator for the

engine

is

mounted to the next strut

over, immediately to the right of

the pilot's position.

] ust barely visible

at the bottom

of the front crosspiece is

the

bicycle

hub used as a guide for the Flyer as

it rolled down

the launching

rail.

Below it you can see

the two

wheeled truck with the crosspiece

used to

hold up

the aft end of the

Flyer

as it rolled down the rail. In

the

photo, it has just

left

the

rail

and impacted the

ground,

with

a

little bit of sand flying up in

the air

In

other photographs of

the

Flyer

taken

that

December,

the

wheeled

helpers would then wheel it out of

the

hangar

shed,

moving

it outside

on

a couple of sections of the 15

foot section of rail.

Given the

cold,

nasty weather

conditions

on

December 17,1903,

it's no surprise they

only moved the air

plane about 200 feet

to

the

west of

their

hangar shed.

Besides

the

obvious

fact that

this photo

graph

has

captured

such a momentous

event,

it

really

is a

very well composed

photograph.

The

Wrights' flying

ma

chine is

certainly

fascinating.

You can

clearly see the en

temperature of

about

35 degrees,

the

density altitude that

morning

would have been very conducive to

getting

the maximum

performance

possible from

the Flyer and its

propulsion system.

The addition of Wilbur on

the

right side of the photograph adds a

perfect human element to

it,

and

his pose

is memorable. The wind

they were bucking is billowing ou

Wilbur's

suit,

his pant

legs being

filled with air, as

is

his jacket. His

cap

is

pulled firmly

down

nearly to

his ears, and his celluloid collar

is

clearly visible

above

the

collar

of

his suit jacket. He must have been

rather

cold, as

was his brother,

since the temperature

was

just

barely above freezing.

I t

was 33 de

grees

at 8

o'clock that

morning,

with

a

high of

37

later

in the

day,

and the wind

was

howling out of the

north/northeast,

according

to

the

logs of Weather Bureau observer ].].

Dosher at his station in

itty

Hawk

r : ;--- ;

- - -


15/38

Barnstormer

s and the

Harrin

gton

Funk

Writing off an aircraft the hard w y

O

ne of

the

things

about

be

ing my age is the fact

that

I m old

enough

to re

member

seeing

the

last of

the old-fashioned

barnstormer

air

shows,

but

still

young enough to

en

joy

flying today,

and

still have

enough memory left to put together

this story of

an

air show

held

54

years ago

As

the beautiful June day

at

the air

show drew near

an

end, with

the

usual air

show stunts

completed

to

the pleasure

of

the

crowd,

the an

nouncer called the crowd's attention

to a board wall that had been built

just off the side of

the

runway. The

fi-

nal

event

of

the

Second

Annual

Harrington, Delaware, Air Show Oune

12

1949) was to be an airplane crash

ing

into the

board wall. The

plane

took off with

Earl L

Newton

Jr. at

the

controls . As the

plane

climbed and

circled the field, the

announcer

ad

vised the crowd that

the

crash was to

be

photographed

by a

number

of

photographers on the field for a story

to

be used in the Parade

section

of

the hiladelphia

Inquirer

newspaper.

GERALD R. LEWIS

PHOTOS COURTESY GERALD LEWIS

Newton

crossed

the

field again,

he crowd surged forward

as t

he

dust

once more lined up with

the

wall,

started to clear. The door of the plane

and this time he crashed straight into

flew open, and

Earl

Newton

Jr.

it.

As

pieces of airplane

and

board climbed out without a scratch, much

wall settled in a cloud of

dust, the

to the relief of his wife, who was one

Earl L

Newton

Jr. wearing his football-style helmet just before his stunt at the

Harrington

Airport

air

show

on June 12, 1949.


16/38

Earl

Newton

after

the crash

holding

pack

cigarettes

he

hoped

would lead to product endorsement. The

youngster on the

far right looking

down is the author

Gerald Lewis. Later th t year Newton would be killed

during an air show in New York state.

of the first to reach the wreckage.

The photographers

took more pic

tures of Newton, one of him standing

in front

of the

wrecked aircraft

with

a cigarette in his mouth

and

holding

up

a pack

of

Camel cigarettes. New

ton and his partner, Walter J.

McGinnis, hoped

to

sell the photo

While

the

picture

taking was going on, I

cut

a

section of the

left aileron fabric as a

souvenir. A few weeks

later I

cut

the

Barn

stormers Are

Back

story out of the

Philadelphia

paper,

and

the section

of

the

aileron fabric and the

newspaper story held

a place

of

honor in

my bedroom for a few

years. It was last seen

in

the

attic collecting

dust.

My interest at

this

time of

life went

from airplanes to cars,

girls, marriage, and

the necessity

of

mak

ing

a

living.

In

the

1950s I did manage to

get

my

pilot's certifi

cate

and

start a

business just a block

or

two from Delaware

Airpark, in Cheswold,

Delaware.

This put

me back in

contact

with airplanes

and

air

craft people, and

eventually, in

early

1989 I got a job work

ing for Towery Aircraft Service at the

airport

and

went back

to school to

get my A P certificate.

My boss at Towery Aircraft

had

seen

a

picture of

a

Funk at some

time in

the

past

and thought he

would like to have one. He

checked

Trade-A-Plane, found

one in

Texas,

found out that Ford Model B engines

powered the first Funks built by

the

Akron Aircraft Co. in Akron, Ohio.

They were

installed

upside down

and backward from their automotive

application.

Many

years ago I

owned

a 1928

Model

A Ford pickup

and

had a lot of fun with it, so I

thought

a Ford-powered Funk

would make

a

great airplane.

The

first thing I did to

get

more

information

was

to become

a

mem

ber of the Funk Aircraft Owners

Association,

which

is

an

organiza

tion

some

Funk owners set up to

help preserve

the

few Funk aircraft

left by exchanging information and

history

of the

aircraft. One

of the

goals of the founder,

G.

Dale Beach,

and

the

club's self-appointed re

searcher, Lou Chapo, was to

locate

or

find

out what happened

to each

of the 365 Funk aircraft built. They

were very successful finding the his

tory

of

more than three

hundred

Funks. After Dale and Lou passed

away, I became interested

in contin

uing the

hunt with some

success.

Serial number 44 was found over

head

in

a

hangar

in

Florida,

and

number 51

in

a

barn in

Indiana, but

the identity of

the

Harrington Funk

was not

to

be found .

A lot

of time

was spent talking to

many of the old-time fliers in the

Harrington

area

and

putting a

story

in

the

local newspaper asking for

help in identifying the

airplane.

On

a visit to the Philadelphia Public

li

brary, I did find the microfilm

of

the

Parade story as it was published, and

also

the

obituary of Earl

L

Newton


17/38


18/38

cluded Tilman Thomas, a

(UPIi l l I IHAlt

·

~ : ; m : : : : : : ~ t O _ H O l - - O - P E - R A - T - I O - N - L l - M - I T A - T ~ I O - N ~ S - ~ , , , , , ,

'.

• , .- .

- -

~ ~ . -

0

-

ENGINE AND AIR SPEED LIMITS NOT TO BE EXCEEDED

(U'hItIs .... I IDI . - Al1.or IttoNIIIEXD£D 0I'EIlIUI1 U.ltS)

ENGINE UMJTS

TRUE INDICATED AJR SPIED

TAKE-Off WEIGHT

/u.o

l.AHtNNG

lmGHT

I'

-

-

I'

-

'1mnW'JD JOB

m

~ ° S } _ i Y n l f I O I

lLIOD OI

• .sO

12, 194. AID f l i t

mOD

mOB

O

JUD

12,

11149.

moms

LlJIlHD 1'0

Ia lDUD nOInft

W / 4

IWIIIJIl OS .t.llIl'OU. JIILlUD. moUs '

.....

crD

•

PIIOJIIlII' ID 0HIl mQll,Y lI'I'ULADD 0ft0 i

o a W l i

~ J I I S W ~ . I

D

• • IUD 9,

19 U

"

AOomoNAl

OPfRAnONS

AUTHORllED

~ D

(IF YES-SEE OVER

THIS PLACARD MUST BE DISPLAYED IN VIEW OF THE PILOT

( F O L . D H ~

quick check

in Dale

Funk owner from San An

Beach's

book It s A Funk

tonio, Texas.

Several

showed that Funk N24129

months later I received a was last

owned

by R. Paul

phone

call from

Tilman Synder of Norwood, Penn

that

opened

with

the

sylvania,

a

suburb of

statement that "I

would

Philadelphia.

At

this

point

not believe what had hap I believed we had found

pened

at

a local pilots the right airplane, but to

club meeting. When he

be sure, a request was sent

was introduced

at

the

to the FAA for

the

records

club

meeting

it was men-

ofN24129.

t ioned that he

owned

a

Well for all of you who

Funk

aircraft.

Instead of do

not

believe in Santa

the usual question asked,

Claus, think again. After a

What's a Funk? one

of

short wait a package ar-

the gentlemen in the

rived

from Santa

Claus

crowd

said

that

he and a (aka

the

FAA with

the

his

partner once owned a

tory of Funk N24129. As I

Funk, but i t had crashed

The final experimental airworthiness certificate for

the

Funk,

checked each of the 40

into a board wall at an air

issued just

prior

to

the

air show stunt. The

back side the

cer-

some pages

looking

for

show

in

Harrington,

tificate

reads:

Occupancy the aircraft

restricted

to

one

anything

that

would

tie

Delaware, in 1949.

person.

This aircraft shall not

be

flown after June 12, 1949./1

N24129

to

the Harrington

Well it's a small world

after all. After eight years of looking,

Walter]. McGinnis had finally come

out

of

the

woodwork. Tilman

Thomas had McGinnis call me, and

we

had

a

long

talk about

the air

show and the Funk airplane

that

was crashed. We tried to

pin down

its identity. He recalled

that

it was

bought a short time before

the

Har

rington air show in

the

Philadelphia,

Pennsylvania, area for $100, and

was flown to

Harrington for the

show.

If

we had

the

N number, this

information

could be checked with

FAA records. McGinnis could

not re-

member what happened

to

the

wreckage after the show,

but

he did

agree to keep looking for anything

was

me

looking

down at the left

aileron as I

cut

out the piece

that

I

took

home as

a souvenir

As with life other things came up,

and

a call back

to

McGinnis was put

on the

back burner. Over

the next

few years

my

collection

of

Funk air

planes, Funk parts,

and blueprints

increased, and I stayed busy making

parts

for my

Funks

and trying

to

help out

other

Funk owners

with

their parts

and

problems . For a

while, nothing much was

done

to

follow up

on

the

story.

In

2001

I

took time to get back

on the

trail of

the

Harrington

Funk. I

called

McGinnis,

and

as we talked, I was

able to tell

him more

about what I

Funk,

the

last five

pages

brought the search for the Harring

ton Funk to a successful close.

The

first page

showed the

owner

of the

Funk

was

R. Paul Synder of Nor-

wood,

which matched

the

information

in

the

Funk book.

The next

page showed the sale of

the

plane to Howard A.

Goschler

of Chester,

Pennsylvania. The

third

page was

a change

in

regiS

tration, from

NC

to

NX,

which

denoted a switch to the experi-

mental category. Next to the last

page was a

CAA

Operation

limita-

t ion

form

dated June

9, 1949,

stating, Certif icated For

The

Purpose o f

one

Exhib i t ion

Flight

On

June 12,

1949,

and


19/38

DETAILS,

- - ~ r - - - ~ - - ~ ~ _ - x - - - - - - - - - - _

AILS

t an istorical Reproduction

H.G. Frautschy

1 1 2

fter his very exacting restoration

of

a

Curtiss Jenny,

Ken Hyde of

Warrenton,

Virginia, chose to

pursue a different line of research

dealing

with the pioneer

era

of

flight. After

researching

and

building a Wright glider and

kite, he came to

EAA

with a proposal. Would

EAA be

interested

in

collaborating with

his

new organization, "The Wright Experience,"

with

the

ultimate goal of creating

the

most

exact reproduction of the 1903 Wright

Flyer

_- ---

~ - 9 -

a l

ever built?

An agreement was

reached, and

the ex

traordinar

y aircraft

created

by

The Wright

Experience has been

the

centerpiece of

EAA s

Countdown to

Kitty

Hawk celebration

during

the

past year. Since

not

everyone was

able to visit the exhibit on

its

multi-state

tour, we'll

share

a

number

of details of the

reproduction Flyer.

First off, it's a pretty good-sized biplane.

Though only

21

feet, 1

inch

long,

i t

spans 40

feet , 4 inches. It has 510 square feet of wing

area, yet only 12 horsepower

was

needed to

fly

the

airplane,

with the

engine

turning

1,000

rpm

as

the

two propellers produced 132-136

pounds of thrust while they turned 330 rpm.

But to reproduce

that

action, to exactly re-cre

ate

the handiwork

of

the

Wrights

and their

mechanic/machinist,

Charles Taylor, would


20/38

and built, for the most part, by Char

lie Taylor in

the Wrights' machine

shop. The experienced hands of

the

staff

at

Hay

Manufacturing of

Lake

Geneva, Wisconsin, built

the

new

re-

production engine

. For

many

years,

the Hay family

had

been

running

a

Using

a rosebud

tip on his

torch, Steve Hay

heats up

the sprocket for

the valve camshaft in

preparation for silver

so

ld

ering.

copy of the 1903 Wright engine that

they made in time for the 75th an-

niversary of the flight. We've been

fortunate to have their display of run

ning antique aircraft engines in the

V area since the 1970s.

The Wright Experience turned to

aeronautical exhibit held in conjunc

tion

with the

Annual Automobile

exhibition in New

York

City. The

crankshaft and flywheel in

the motor

mounted on the

1903

Flyer

displayed

at the National

Air

and

Space Mu

seum

is

from

the

1904 motor. Orville

Wright personally attested

to

that

substitution, made when

the

motor was reassembled for

display.

Each

o

the four connecting

rods

is built up

instead o

D

forged,

using a

seamless steel

tube with

the

bronze rod

ends

screwed

and

pinned in place.

r , e a ; : : . . . . . - - - - - t Z _ . . . . . : . : : : . . - - - - o l ~ ~ _ ~

. . : :

This is the

aluminum

crankcase casting

with

the cylinders,

pistons, and

crank-

shaft

in

place.

The racetrack

area to

the

right

on top

o

the casting

is

the vapor-

ization/intake manifold

for

the engine

A plate with a small can

soldered

to it

is

mounted

over

this area. As air is

drawn through the can, fuel

is

intro-

duced

from

a small

tube

(there is

no

carburetor

o

the type we would

know),

and

it vaporizes

as

it makes contact

D

with the

warm,

then hot crankcase.

The

lightw

eight

engine

construction

can

be

seen in the open webs

o

the

case

on the

left.

When completed,

a

simple sheet

metal

plate

covered the area over the

crankshaft and the connecting

rods.


21/38

Ev

e

ry

aspect

th

e

first

Wri

ght

broth

e

rs

engin

e

built by

Charli

e Taylor

is

exactly duplicated in-

cluding the open

rocker arms ,

whi

ch

ar

e built

up

using

sheet stee

l.

Th e s

prin

g steel keeper is positive acting yet it allows quick

disassembly

wh

en needed.


22/38

The engine con-

trols are a clever

arrangement using

a control lever at-

tached to the

engine

and

fuel

valve with cords.

When placed with

the end the lever

fully to the left, the

fuel valve was

closed.

Moved

to the

center

position,

the

main

fuel

valve

s

opened,

allowing

the engine

to

be

started.

(A

sec-

ond fuel valve was set

n

advance to the

proper

fuel flow needed for the

engine

to run.

While it

could

be adjusted prior to takeoff, it was not intended to be

used

n

flight.)

When

all was ready

for the aircraft's launch, moving the lever to the

far

right, as

shown here, would push

the

start/stop/reset button on the stopwatch, stat the indica-

tor

the

Jules Richard

anemometer,

and pull on

the

cord

secured

to one end a bell

crank that held

the

Veedor

revolution

counter

the

end

the

crankshaft. When

the

bell crank was

pulled, the flexible bracket forced

the counter's

rubber

tip

into contact

with

the

end

the

crankshaft, and it started counting

engine

revolutions.

To

release

the

restraining wire holding

the

Flyer n place, a small spring

clip

was pulled upward (not visible).

Pulling the lever all

the

way back to

the

left would close

the fuel valve,

stop the anemometer

recording

and

stopwatch,

and

pull

the

bell crank

the opposite

direction and move

the

revolution counter away from the crankshaft.

The

Wrights put this in-

strument package together n this way so

they

could quantify what had happened during

the flight,

and calculate

the

distance

flown through

the

air. They didn't intend to refer to

the

instruments while in flight. Think

the three

instruments as

the first

in-flight

data

recorder."


23/38

The

Packer

Engineering Company o

Naperville, Illinoi

s,

built

th

e beautiful

reproduction

dynamo

used on the

repro-

duction Flyer.

The

dynamo

produces

voltage which is

suppli

ed to the

make or

break

ignition

system

used on the

Wright engine. Each time the contacts

in each

ignition

cham ber are

cycled, the

collapse o the magnetic field in the dy-

namo creates a surge o

electricity

that

jumps the

contact

points,

creating an

i

g-

nition

spark.

The dynamo

s

friction

driven

offo the engine's flywheel.

The forward

rudder,

what we

now call the

el

evator,

was controlled by a

simp

le sash

chain, which

was wrapped

around a pair

o wooden drums,

one

on the

control

lever

actuated

by the pilot, and the other here

between the

two control surfaces. One

o

the few mistakes

made

by the brothers

was

the

placement o

the

centerli

ne

o

the

hinge. t was

too close

to the center o

pressure o the surfaces,

so

that

when

a

pitch change

was

made

to the

control

sur-

face, the

sUrface

would

be

acted

on

by the

relative wind, and wou ld drive to full de-

flection,

much

farther

than the

pilot

intended. Both Orville

and Wilbur experi-

enced this troublesome characteristic,

and

l •• ~ ~

had

to quickly learn to make

very

small

adjustments

to the pitch

control during

their

four

flights. Coupled

with

the pitch

instability o the basic design, the brothers

dId a great lob l

earnmg

to compensate, and were able to increase each subsequent

fli?ht's

d ~ r t i o n

and

distance.

Their prior experience

with

their

gliders,

and

practice

WIth

thezr

1902 glider proved invaluable.

All

o

the

special

cotton muslin fabric spe-

cially woven

for the

reproduction

Flyer

was

secured in place by

stitching

or sma

ll

tacks.

Over 1 900

tacks

were used on the

original

and the

reproduction.

The steel parts for the drive train were


24/38

Flight Control Cables

Custom Manufactured!

Each of the wing warping

wires

was connected to

a short

length of link

chain,

which

ran

over rollers to allow for their

attachment

to the upper and lower wings.

You can see the wing warping control guides quite clearly in the

Daniels/Wright

photograph taken

on

December

17,

1903.

Also, by

attaching

the

interplane struts

using

a

single point, the wing structure was flexible

yet

braced.

Only the center sec-

tion of the wings was rigidly tnlSSed with bracing wire

.

The outer panels were

braced in

this flexible manner.

,

, V S

Each

Cable is Proof Load Tested

and Prestretched for Stability

* Quick Delivery

*Reasonable Prices

* Certification

to

MIL-T-6117

MIL-C-5688A

* 1/16" to 1 4"

* Certified Bulk Cable and

Fittings are Available

-...McFa,lane

Aviat i

on roduc

t s

M

cFarlane

Aviation, I

nc.

696 E. 1700 Road

Baldwin City, KS 66006

800-544-8594

Fax 785-594-3922

www.mcfarlane-aviation.com

[email protected]

-

FLY-IN CALENDAR

, ,

.

The {ollowing

lisl o{

coming events

is

fllrnished

1 Ollr

re ders s

a m tter

o

nform tion only nd

does

not

OI -

stitute approval sponsorship involvement control or

direction of any

eve

nl fly-in, sem inars,

fly

markel, elc.)

lis led.

To submit an event, please log on to

www.eaa.org/events/events.asp.

Only

if

Internet

ac-

cess is unavailable should you send the information

via mail to:,

All: Vintage Airplane,

P.O. Box

3086

Oshkosh, WI 54903-3086. Information should he re

ceived

A

pair ofbicycle hubs was used to

gu

i

de the Flyer down the launching

rail.

A

full landing gear

would

be

heavy, and wheels would be useless

on

the sands of the Outer Banks, so

the brothers

wisely

chose to keep

it

simple and use

a pair

of

skids to

land

upon.

They continued

to use

this method

for

many

years, believ-

ing

it

to be superior

until

proper ground preparation was made to flying grounds,

and the aircraft s performance improved to the

point that it

was

not

seriously hin-

dered

by the

additional

weight

of

a

wheeled

landing

gear.

.......

http:///reader/full/www.mcfarlane-aviation.commailto:[email protected]://www.eaa.org/events/events.asphttp:///reader/full/www.mcfarlane-aviation.commailto:[email protected]://www.eaa.org/events/events.asp


25/38

Espie "Butch"

oyce

Madison, N

• Started

flying in 1946

father Espie Sr

.

• Began

flying

lessons

at ge II

• President of the VAA fAA

Vintage Aircraft Association

Butch and grandson Hunter

prep re for takeoff in the

Luscombe BE.

I

My

grandson, Hunter Otey, and I have confidence

in

his

grandmother, Norma Joyce, President of AUA Inc. She has

put together, with

AIG

a great VAA insurance program for

AUA s customers and her loved ones /I

- Sutch oyce


26/38

BY H G FRAUTSCHY

S PTEMBER'S MYSTERY ANSWER

...

Ford Air Tour and at the

1927

Na

tional Air Races. The B-1 carried four

passengers

with 220-hp Wright JS en

gine power.

The

B-3 with JS or 330-hp

J6 power had enlarged tail surfaces,

and a wider cabin. Mahoney sold his

share of Ryan to The Detroit Aircraft

Company

for

production

of

the five

passenger B-S

at

Lambert Field, St.

Louis, in 1929.

Yes,

Detroit in St.

Louis

. That s the Spirit I digress Nine

of 48 B-Ss went

to

China. From the

spring 1990

CAHS

Journal

Edo

Float

drawings by

D.E.

Anderson,

Edo

39

4650 or Edo Q3830 floats

of

20-foot

4-inch

length could

be

mounted

on

the

B-S.

Our September Mystery Plane was

a tough

one

since

the

photo didn t

show

any details, and

many good

details were hidden just

out

of view.

September's Mystery Plane in fancy

trim paint is a Mahoney Ryan

Brougham (not

to

be

confused with

similar Stinson Detroiters,

Travel

Air

6000s, and Verville 104s). Identifica

tion

is

by the lower front side windows,

broad

curved rudder top, and

the verti

cal

gear strut. The Brougham design

was

refined

from

the

NYp,

Ryan

M-1,

and

M-2

Bluebird

series. The

top bal

anced rudder

is

the early

B-1

form.

Frank Hawks flew

a B-1

in the

1927

The

Pratt Whitney 420-hp

Wasp

C1 engine powered the five-passenger

B-7 with enlarged tail surfaces and a

longer fuselage. Edo

K 46S0 twin

floats of 20-foot S-inch length could

be

mounted

on the B-7. A smaller

three-passenger Detroit Ryan C-1 with

J6 power and deluxe furnishings

ended

Brougham-type production in 1936.

The 1931 Aircraft Yearbook three-view

drawing shows the C-1 had a straight

rudder hinge line, like the

B-S,

and not

like the top balance rudder of he Mys

tery Plane

in

September 2003 Vintage

Airplane.

One of many airlines using

Broughams was

The

Thompson

Flying

Service between Chicago,

Bay

City, and

Pontiac, Michigan. TAC family

colors

were a black

fuselage

and vertical tail

with a white logo, and orange wing and

horizontal

tail. Like

in

the

NYP

engine,

Thompson sodium-cooled aircraft

valves were used in the Wright radial

engines.

Russ

Brown

Lyndhurst,

Ohio

Other correct

answers

were

re

ceived from

Ev

Cassagneres Cheshire

Connecticut; Wayne Muxlow Min

neapolis,

Minnesota; Thomas

Lymburn Princeton Minnesota; and

Scott Gifford Prescott Arizona. One

member thought

i t

might be the last

Ryan-Mahoney airplane

built the C

1/C-2,

but

the

balance

area on the

rudder

shows

this airplane to

be

an

early Ryan

B 1.

. . . . . . .

THIS MONTH'S MYSTERY PLANE

COMES

TO

US FROM PETER WIGGIN


27/38

WORLD OF FLIGHT 2 4

The Best in Aviation Photography

EANs 2 4 alendar

features

the best

n

aviation

photography

with

• 12

flight

-

inspiring

months

to schedule

appointments and

important events.

• Full color

images

ideal for framing.

•

Dates to assist

in planning your trip

to

EAA AirVenture

Oshkosh

and the

many

EAA

Regional Fly Ins throughout the US

5

6

.

:/2

'

23

10

17

18

,

2


28/38

P SS IT TO

BUCK

Y E.E. BUCK HILBERT, EAA 21 VAA 5

P O

Box

424,

UNION,

IL

60180

ooperation Wins

on This One

Recently

registered

aircraft

owners

of

antique and so-called

"Aging Aircraft" (anything that's

type certificated

and built

prior

to

1974) received an

SAlE from

the

FAA.

That's

the acronym

for a

"Special

Airworthiness Informa

tion

Bulletin."

Peruse

t

closely, men and

women;

it

represents

more than

just a few years of

joint

efforts by

EAA s

government affairs, your divi

sion,

the type clubs, the AAA

aircraft manufacturers, and

the

FAA

to recognize

the

problems

of the

older, so-called" Aging Aircraft."

It's the culmination

of

several

attempts by users,

type

clubs,

and

alphabet

groups over the

past

several years

dealing with

the

problems that are cropping

up. The fact

is

our

airplanes are

getting

older

and

therefore

re

quire attention to

the

problems

of

aging.

The

concerns

were

at

first

The type clubs

were the

best

source

of

information

with historic

background

.

experIence

on

most

of

the

problems

Some of

the

FAA s concerns

had already

tempts to summarily ground ALL

the airplanes involved, and

with

the outstanding

cooperation of

the

FAA

Small Aircraft Directorate the

type clubs

and other

organizations

were

brought into the

picture.

The type clubs

were

the best

source of

information with his

toric

background experience on

most of

the problems. Some of

the

FAA s concerns

had already

been

dealt

with

by the clubs

and were

common knowledge

amongst the

members.

FAA's

fears

and

con

cerns on

some

of the

items

were

allayed, and as

others

cropped up,

a coopera tive effort was

made not

only to

solve them but also

to

suggest action.

That's

the

reason

for the SAlE.

It may not be

mandatory,

but it's

to your advantage to

read

it

care

fully

It's

pretty handy, too. Use

i t

to doctor

up a

new

custom

checklist

for your

airplane.

Work

with your particular

type club

to


29/38

Capturing History

continued from page 15

together at

the

beginning, as the

machine

gains mo-

mentum

. Then, at a

point

just above the battery box,

you can see an abrupt change in the path and pacing of

his footsteps. He

turns

to

the

right,

and the

length in

the gap of Wilbur's footsteps increases. He's slowing

down his short run, lengthening his stride to brake

himself to a stop in the firm, wet sand . You can even

see the ridges of his footsteps are to the right

of each

step as he slows, indicating his applying pressure to the

right to slow himself, instead of to the left, which would

be the case if he were trying to accelerate.

It's similar

to

that moment

in

time

when

a parent lets

go of the back of his or her child's bicycle seat and wit

nesses the child successfully wobble

down

the sidewalk

alone for the first time. s soon as the child 's off,

you

stop, transfixed by the reality of his

or

her accomplish

ment.

In

the Daniels/Wright photograph, Wilbur

has

un-

consciously slowed

to

a

stop

and now looks intently at

his

brother, airborne

on their

Flyer,

gratified

and no

doubt a little amazed

by

what

he

sees.

A century later, many

of

us are still just as amazed

and

gratified.

~ w e l r ~ ~ ~

~ H S M r ~ ~ o f ~

written

about

the Wrights actOITlpliShments, es

pecially Harry Combs and the late Martin Caidin for their

book Kill Devil Hills and

Dr. Tom

Crouch and

his

book

he

Bishop s Boys

as well as Orville Wright (with

Fred

C.

Kelly)

and his book How We Invented the Airplane.

Finally, I can t express deeply enough my

thanks

to

Ken and Beverly

Hyde

and the team at the Wright Experi

ence for their time given to answer

my

questions, and to

Fly high with

a

quality Classic interior

Complete interior assemblies ready for installation

Custom quality at economical prices.

• Cushion upholstery sets

• Wall panel sets

• Headliners

• Carpet sets

• Baggage compartment sets

• Firewall covers

• Seat slings

Free catalog of complete product line.

Fabric Selection Guide showing actual sample colors

and

styles of materials: 3.00.

airtexl:RODUCTS

INC

259 Lower Morrisville

Rd .,

Dept. VA

Fallsington, PA 19054 215)

295-4115

website: www.airtexinteriors.com

Fax: 800/394-1247

WI VI

_

~ V __•

T

hese are

thefirsttools

you need

to buy when you r e ~ o v e r your

airplane. Anyone who has used them

will tell you they're the next best

http:///reader/full/www.airtexinteriors.comhttp:///reader/full/www.airtexinteriors.comhttp:///reader/full/www.airtexinteriors.comhttp:///reader/full/www.airtexinteriors.comhttp:///reader/full/www.airtexinteriors.comhttp:///reader/full/www.airtexinteriors.com


30/38

Collectors Gift Book

for

the

holida

192

pages

$39.95

Spirit

and

Creator,

by Nova

Hall

The Mysterious Man Behind

Lindbergh's Flight to Paris

100 never-before-seen photographs

Biography

of

the

designer, Don

A.

Hall

www.safegoodspub.com

(888) 628-8731

"This

is

a wonderful true story."

Reeve Lindbergh, daughter and author

"Regardless of the size

of tile project, my goal

has always been to

exceed my customer's

expectations. "

ward Winning Vintage Interiors

by

Paul Workman

OHIO AIRCRAFT INTERIORS

Parr

Airport (421)

Zanesville, Ohio 43701

800.794.6560

Radial Exhaust

Systems

Inc.

Jumping

Branch, WV

25969

EM ERS

Bill

Lawson

Alabaster,

AL

Chris

Copeland . . . . .

Queen

Creek, AZ

Dan Kaljian . . . . .

San

Francisco, CA

Phillip Pedron . . . . . . . . . . . Livermore, CA

Roger W. Shartle . . . . . . . . Carmichael, CA

Mike

Smith

. . . . . . . . . Grass Valley, CA

William

J. Stewart Sun Valley, CA

Kurt A. Walters Clovis,

CA

Eric Weirshauser . . . San Jose,

CA

Samuel

F

Wright

Rancho Santa

Margarita, CA

David A. Theis

Crested

Butte,

CO

Robert Blanchard . . . . . Miami, FL

Elaine Adams Harrison . . . Ft Pierce, FL

David Minor

.

Okeechobee, FL

David Gray

. . . . . Atlanta, GA

Brant W. Hollensbe . . . . . . . . . West Des Moines,

IA

Harry Sauerwein . . . . . . . . Boise, ID

Percy H. Ah

Mu

. . . . . . . . Buffalo Grove, IL

Ross Carbiener . . . .

Orion, IL

James

G.

Hamm

. . .

. . . .

.

.

Canton,

IL

Tony Chipas Wichita, KS

Clifford Hartley . . Frankfort, KY

Carl

Webster

London,

KY

Phillip Lee

Chamberlain

Lake Charles, LA

Anthony C. Grotefeld . Pearl River, LA

John S.

Smith Easthampton,

MA

William Insley Mardela

Springs, MD

William Williams . . . . . . . Eastport, ME

Roger Halstead . . Midland, MI

Thomas R. Martin . . . Roseville, MN

Daniel

R. Mersel . . . . . . . . . . .

Rochester

,

MN

Kevin

Eisenbath

. St Charles,

MO

Artie Pete Chesnut, III

Snow

Camp, NC

Mark McCray Garner, NC

Tommy

Winnett

. . . . . . . . . . . . . . Lexington,

NC

Dan Guevin . . . Candia, NH

Victor Palloto . . . . . . . . . Passaic, NJ

Marc V. Pierce Colts Neck, NJ

Andy Richardson . . . . . . Ho-Ho-Kus,

NJ

Stefan Stas . . . . . .

Long

Valley, NJ

Tom

Goodwin

. . . .

Santa

Fe,

NM

Gerild A. Smith

. . . . . . Las Vegas, NV

Peter Cousins . . . . . . Goshen, NY

Glen

L. LeComte

. . . . . . . Syracuse,

NY

Terry Kuebler . . . . . Gahanna,

OH

Dan Ramsey Belpre,

OH

Chet Dixon Duncan, OK


31/38

INTAGE

TRADER

Something

tl

buy sell or trade

Classified Word Ads : $5 .50 per 10 words ,

180 words maximum , with bo ldface lead- in

on first

li

ne.

Classified Display Ads: One column wide

(2 .1 67 inches) by 1, 2, or 3 inches high at $20

per

inch . Black and white onl

y,

and no fre

quency discounts.

Advertising Clos ing Dates: 10th of second

.month prior to desired issue date (i.e

.,

January

l Ois the closing date for the March issue). VAA

reserves the right

to

reject any advertising in

conflict with its policies. Rates cover one inser

t ion per issue. Classified ads are not accepted

via phone. Payment

must accompany order.

Word

ads may

be

sent via fax 9 2 4 2 6

4 8 2 8

or

e-mail

class

ads@eaa .org) using credit card pay

ment (all cards accepted). Include name

on

card,

complete address, type

of

card , card number,

and expiration date. Make checks payable to

EAA.

Address advertising correspondence

to

EAA Publications Classified Ad Manager, P.O.

Box 3086, Oshkosh,

WI

54903-3086

BABBITT

BEARING

SERVICE - rod bearings,

main

be

aring

s,

bush ings, master rods , valves , piston

rings.

Ca ll

us To

ll Free

1/800 /233-6934, e-ma il

ramremf

aol.

com

Webs

i

te

www

.

rameng

i

ne

.c

om

VINTAGE ENGINE MACHINE WORKS , N. 604

FREYA ST. , SPOKANE, WA 99202.

Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE!

www.airplanetshirts.com

1-800-645-7739

THERE'S JUST NOTHING LIKE IT

ONTHEWEBII

www.aviation-glftshop.com

A Website With The Pilot In Mind

(and those who love airplanes)

Warner engines. Two 165s, one fresh O.H

.,

one low time on Fairchild 24 mount with

all accessories. Also a fresh O.H. 145,

Workshop chedule

Dec

5-7

.

2003

Corona (LA . CA

RVASSEMBLY

··

........

www

.

polyfiber

.

com

www

.aircraft

sp

ruce

.

com

Dec 12-14.

2003

Oshkosh ,

WI

RVASSEMBLY

Jan

16-1S, 2004

Corona

(LA

, CA

RVASSEMBLY

Jan

24 , 2004 Oshkosh ,

WI

TEST FLYING YOUR PROJECT

Jan 24-25

,

2004

Oshkosh

,

WI

COMPOSITE CONSTRUCTION

FABRIC COVERING

GAS

WELDING

INTRO TO

BUILDING

SHEET METAL BASICS

mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.ramengine.comhttp:///reader/full/www.ramengine.comhttp:///reader/full/www.ramengine.comhttp:///reader/full/www.ramengine.comhttp:///reader/full/www.ramengine.comhttp:///reader/full/www.ramengine.comhttp:///reader/full/www.ramengine.comhttp:///reader/full/www.ramengine.comhttp:///reader/full/www.airplanetshirts.comhttp:///reader/full/www.aviation-glftshop.comhttp:///reader/full/www.polyfiber.comhttp:///reader/full/www.polyfiber.comhttp:///reader/full/www.polyfiber.comhttp:///reader/full/www.polyfiber.comhttp:///reader/full/www.polyfiber.comhttp:///reader/full/www.aircraftspruce.comhttp:///reader/full/www.aircraftspruce.comhttp:///reader/full/www.aircraftspruce.comhttp:///reader/full/www.aircraftspruce.comhttp:///reader/full/www.aircraftspruce.comhttp:///reader/full/www.aircraftspruce.comhttp:///reader/full/www.aircraftspruce.commailto:[email protected]:[email protected]:///reader/full/www.ramengine.comhttp:///reader/full/www.airplanetshirts.comhttp:///reader/full/www.aviation-glftshop.comhttp:///reader/full/www.polyfiber.comhttp:///reader/full/www.aircraftspruce.com


32/38

VINTAGE

AIRCRAFT

ASSOCIATION

OFFICERS

President

Vice-President

Espie

-Butch-

J o y ~ e

Geo

rge Daubner

704 N.

Regional

Rd. 2448 Lough Lane

Greensboro, NC

27425

Hartford, WI 53027

336-668-3650

262-673-5885

[email protected]

[email protected]

Secretary

Treasurer

Steve Nesse

Charles W. Harris

2009 Highland Ave .

7215 East 46th St.

Albert Lea, MN

56007

Tulsa,

OK 74147

507-373-1674 918-622-8400

[email protected]

[email protected]

DIRECTORS

Steve Bender

85 Brush

Hill Road

Sherborn, MA 01770

508 -653-7557

sstl

[email protected]

David Bennett

P.O. Box 11

88

Roseville ,

CA

95678

916-645-8370

a

ntlquer@inr

each.com

john Berendt

7645 Echo Point

Rd.

Cannon

Falls,

MN 55009

507 -263-24 14

[email protected]

Robert C. 8ob" Brauer

9345 S Hoyne

Chicago, IL

60620

773-779-2105

[email protected]

Dave Clark

635 Vest

al

Lane

Plainfield, IN

46168

317-839-4500

[email protected]

john S. Copeland

lA Deacon Street

N o r t h ~ 8 ~ ~ ~ ~ : ~ ~ 5

01532

[email protected]

Phil Coulson

284

15 Sprin

gb

rook Dr.

Lawton,

Ml

4

9065

269-624-6490

[email protected]

Roger

Gomoll

889

1Airport

Rd,

Box

C2

Blaine, MN 55449

763-786-3342

pledgoorive@msncom

Dale

A. Gustafson

7724 Shady Hills Dr.

IndianapoliS, IN 46278

317-293-4430

[email protected]

jeanni

eHill

P.O. Box 328

Harvard, IL 60033-0328

815-943-7205

[email protected]

Steve Krog

1002 Heather

Ln.

Hartford,

WI

53027

262 -966-7627

sskrog@ao l.

com

Roben D. "Bob" Lumley

1265 South 124th SI.

Brookfield,

WI 53005

262-782-2633

[email protected]

Gene Morris

5936 S eve Court

Roanoke

, TX

76262

817-

491-9

110

[email protected]

Dean Ri

chardson

1429 Kings Lynn Rd

Stough

ton, WI

53589

608-877-8485

dar@april

aire.com

Geoff Robison

1521 E. MacGregor Dr.

New Hav

en,

IN

46774

260 -493-4724

[email protected]

S.H . "Wes " Schmid

2359 Lefeber Aven

ue

Wauwatosa,

WI 53213

414-771-1545

[email protected]

Membership Services Directo!y-

ENJOY THE

MANY

BENEFITS OF EAA AND

THE EAA VINTAGE AIRCRAFT

ASSOCIATION

EAA

Aviation Center,

PO

Box

3086,

Oshkosh WI

54903-3086

Phone (920) 426

4800

Fa x (920) 426 4873

Web Site: http://www,eaa.org

and

Ilttp://www,airventure.org E-Mail: vintage @ eaa.org

EAA an d

Di

vision

Me

mbership Services

800-843-3612 .. . FAX 920-426-6761

(8:00 AM-7:00 PM Monday-Friday CSn

• New/ renew memberships:

EAA,

Divisions

(Vintage Aircraft Association,

lAC

,

Wa

rbirds),

National Association of

Fl

ight Instructors

(NAFI)

• Address changes

• Merchand ise sal

es

• Gift me

mb

erships

Programs and Activities

EAA AirVenture Fax-On-Dem

and

Directory

· . . 732-885-6711

Auto Fuel

vintage airplane - dec 2003

Documents