Vintage Airplane - Dec 2008
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DECE
VOL.
36, No. 12
2008
CONTENTS
2 News
6
VAA
Volunteers
make it
happen at
EAA
AirVentur
e 2008
by H.G. Fra uts
chy
14 The Thunderbird
by James
E. Dunavent
18 Dennis Trone's Thunderbird
by H.G. Frautschy
22 Light Plane Heritage
The Messerschmitt M.
I?
by Jack McRae
24
The Vintage Mechanic
Precover Inspections
by Robert
G.
Lock
30 The Vintage Instructor
Sometimes you've got
to
push
. . .
by Doug Stewart
ST FF
EAA Publisher
To
m
Pob
e
re
zny
3 2 Mystery Plane
Direct
or of EAA Public
ations
Mary
Jon es
by H.G. Frautschy
Executive
Director /
Editor
H.G. Frautschy
Production
/
Sp
e
cia
l
Project
Kat
hleen Witman
3 6
Calendar
News Editor Ric Reynolds
Photography
Jim Koepnick
Bonnie
Kratz
37
Classified Ads
Advertising
Coordinator
Sue Anderson
Classified Ad Coordinator
Lesley
Poberezn
y
Copy
Editor
Colleen Walsh
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EAAers Urged to Respond
to
TSA's Ominous Proposal
As reported last
month,
the U.S.
Transportation Security Adminis-
tration (TSA) has proposed sweep-
ing security rules for the operation
of
aircraft
that
weigh
more than
12 500 pounds. The proposed reg-
ulation , titled the Large Aircraft
Security Program,
would require
owners of
those
aircraft
to
obtain
permission
from TSA
to operate
their
own
personal
aircraft every
time they carry passengers. Addi-
tionally, all flight crews would be
required to undergo fingerprinting
and
a background
check
, all pas-
sengers
would have
to
be
vetted
against
the
government's terrorist
watch lists,
and
numerous security
requirements would be imposed on
airports serving
these
large air-
craft. EAA
adamantly
opposes this
regulation
and
urges all members
to respond to TSA.
In early November,
TSA
did ex-
tend the comment period
on
the
proposal, as EAA and other aviation
groups had requested. Instead of
the
original
comment
deadline of
December
29 2008
TSA
extended
the comment period until February
27 2009.
EAA had asked for a
90-
day extension,
but
was nonetheless
pleased with TSA s prompt action.
We thank
the
TSA for agreeing
with
the many industry group and
EAA
members
requests for an ex-
tension, providing an additional
VAA Volunteers of the Year
Each year the
V
honors a pair of volunteers who have shown exceptional
dedication to the division
and its membership through their service related to
the annual convention. This year
we
have three honorees:
Dave
and Wanda
Clark
and
Wheeler North.
Our
congratulations
and
thanks to them
and
to the
more than
500
volunteers who dedicate a week or more of their lives each
year to the
V and
their fellow members.
For
more
on
the volunteers
who
make it happen see our article start ing
on page
6.
Wheeler
North of Carlsbad,
California, was selected as the
Art Morgan Flightline Volunteer
of the Year for his dedicated
service to the members who
fly
in
and park their airplanes
in
the Vintage area.
Wheeler,
a lifelong resident of the San
Diego area, has been a regular
volunteer for more than two de
cades. His enthusiasm for avi
r E ~ · ~ ~ ~ < ~ ~
field, Indiana, the "peanut butter
and jelly" couple you always see
them together ) of the Vintage
Aircraft Association, are a multi
talented pair. They were chosen
as the
2008
Behind the Scenes
Volunteers of the Year.
Dave and Wanda are here work-
ing for
EAA
and
VAA in
Oshkosh
almost as soon as the ice
is
out
of
the lake, and they're here help-
ing close out the convention site
when the leaves are falling from
http:///reader/full/rE~%E7%BE%BE--.4Lhttp:///reader/full/rE~%E7%BE%BE--.4L
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many of
the
same concerns
air
craft owners have
about
this pro
posed regulation.
How to
Submit a
Comment
o
comment-refer
to
Docket
No. TSA-2008-0021, Large Aircraft
Security Program, Other Aircraft
Operator Security Program, and
Air-
port Operator Security Program.
By
Mail In Person or Fax to
the Docket
Management
Facility,
U.S
. Dept. of Transportation, 1200
New Jersey Ave SE, West Building
Ground Floor, Room
W12-140
Washington
DC 20590-0001. Fax
202-493-2251.
o comment
electronically
access the Federal eRulemaking por
tal at www Regulations gov Follow
the online instructions for submit
ting comments.
You can
review all
the public
comments to
the TSA
security pro
posal
at
the
docket site on www
Regulations gov
nother Chance to
Sound Off
on 5
Percent
Rule Policy Changes
Those of you who did
not
submit
comments to the Federal Aviation
Administration's
(FAA s)
proposed
changes to
interpretation and
en
forcement
of the 51 percent
rule
have another opportunity to do so
from now until December
IS,
2008.
According to
the FAA,
reference
materials
were
inadvertently
re
moved for several days during a pre
vious comment period, so the
FAA
decided
in
late October
to
accept
further comments until
Decem
ber
15
. The reference materials
and
fuel-related issues. The
EPA is
pro
As
part of this effort, the EPA will
posing a broad-sweeping program direct state governments to exam
of air-quality testing
and
monitor ine whether general-aviation activ
ing to enforce newly adopted,
and
ity at certain airports contributes to
considerably more stringent, stan unacceptable levels of lead
in
the
dards for allowable levels of lead.
air. The new standards lower the al-
The final rule was
not
yet published lowable
amount
of lead to 1/10 of
in the
Federal Register
as
this issue
previously accepted levels.
went to press.
We're
encountering
increased
Member
Suggestions Drive lrVenture Site
Enhancement Program
The comprehensive, multiyear program
to
expand
and
enhance
the
EAA
AirVenture Oshkosh
convention
grounds
is
well underway,
and
many
of the changes are a result of feedback provided by EAA members
at last summer's convention.
We've extensively polled, surveyed,
and
listened to members since
the
site-planning process began, said EAA Executive Vice President
Brian Wierzbinski, a
member
of
the
AirVenture Site Task Force. The
feedback was very supportive and provided some valuable
and
construc
tive suggestions. Our members recognized the need for improvements
and the
benefits of
modernizing and
upgrading
while
retaining
the
event's unique culture
and
heritage.
As
a result of
the
members' input,
the
implementation schedule in
cludes even more attention to improving site transportation
and
creat
ing more shade
and
rest areas for members. Other priorities specifically
driven by members' comments include:
http:///reader/full/www.Regulations.govhttp:///reader/full/www.Regulations.gov
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pressure on the availability of fuel
for piston-powered aircraft on two
fronts,
said Earl Lawrence,
EAA
vice president of industry
and
reg
ulatory affairs. "For those
whose
aircraft
may operate
on
unleaded
autogas,
we've had
to fight
on a
state-by-state
basis
to
try
to
pre
serve a supply that does not con
tain ethanol
or
other
additives not
approved for
aviation
use. Now,
with this EPA announcement, we're
also seeing the potential for restric
tions on aircraft
running
on leaded
fuel
in
a given area."
The
EPA
indicates that
testing
and
monitoring
must
first reveal
whether any
such restrictions will
become
necessary. In cases
where
monitoring confirms
that
an
air
port
region's air exceeds allowable
lead limits,
the
respective state gov
ernment
will be required to resolve
the issue ... which
could mean
re
strictions on aircraft operations us
ing 100LL avgas.
"There
isn't enough data
to pre
dict whether aircraft burninglOOLL
in any airport
region
will
cause
lead levels
to
exceed
the
new
lim
its there. That's
why the EPA must
do
all this
testing and monitoring
first," Lawrence said.
Meanwhile, EAA continues its
work not only to address immediate
fuel concerns, such as promoting the
availability of usable unleaded fuel
and advocating against undue restric
tions
on
leaded fuel,
but
also to help
develop alternatives for the future.
"Innovative spirit, creativity, and
industriousness are hallmarks of the
EAA community.
As
pressure on the
Stocking Stutter
Give the Gift
of
Oshkosh This ear
EAA is again offering advance ticket purchasing for EAA AirVenture
Oshkosh 2009-and just in time for the holiday season. EAA mem
bers
and
non-members may prepurchase daily and weekly AirVenture
admission tickets via a secure website
and
get a $2 daily or
S
weekly
discount. This system was created by ClicknPrint Tickets and is made
possible through support from Jeppesen.
"The response to the availability
of onl ine advance tickets for Osh
kosh 2008 was overwhelming," said
Rick Larsen, EAA's vice president
of marketing. "It was an easy deci
sion to bring back
that
system for
Oshkosh 2009, and we're focused
on
making the admissions process
even more convenient so you can
get to the fun even faster "
To access the advance ticketing,
visit
www AirVenture org
and click
on
"Buy Tickets Online Now." Full
instructions
and
answers
to
frequently asked questions are available at
that
site.
Advance EAA AirVenture tickets also make great Christmas and holi
day gifts
and
allow recipients to enjoy
many
months of anticipation
prior to thei r own Oshkosh experience. "We wanted the advance ticket
option
to be available prior to the holidays to satisfy the many requests
we received
to
make AirVenture admissions
an
easy-to-give holiday
gift," Larsen said.
Steps
to
simplify
the
admission structure will also be enacted for
next year's event. Youth and student admissions have been merged into
a single admission category, while children S years old
and
younger
continue
to be welcomed to
the
event free of charge. In addition, EAA
members are encouraged to bring guests, with a guest weekly admission
now including a one-year EAA membership.
for
demolition
this
fall,
but
Witt
man
Regional Airport Director Pe-
ter Moll
recently
said an
actual
demolition date was never estab
lished. The best guess right now
is
that
i t won't
happen
until late
save
any
"souvenirs"
that
could be
made available to the public.
The
old tower
will
definitely
be
torn
down well before EAA AirVenture
Oshkosh 2009.
http:///reader/full/www.AirVenture.orghttp:///reader/full/www.AirVenture.org
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@EAA org
New Pho
to Gall er i
es
View
several new photo
ga ll
eri
es
recently
posted
to
t
he EAA
web
si
te, including:
•
U2
at Ai r
Ven
ture
• Copperstate 2008
• Ai
rVentur
e Mu
se
um
25 th anniversary
•
SE
R
FI
2008
•
EAA Ha ll
of Fame ceremon
ies
Vis it www.EAA org/photos to see
a
ll
these ga lleri
es
and more.
the EAA
website. The brief how-to
hints demonstrate helpful, timesav
ing tips for aircraft homebuilders
and
res
torers.
More
than
325,000 video down
loads have occurred since the Hints
debuted in March 2008, and EAA re-
cently added
the
50
th
installment
.
We
could
n't
be more pleased with
how our members have embraced
this
ser
i
es, sa
id Charlie
Becker, EAA's
director of member programs. "Hints
for
Homebuilders captures what
EAA
is all about: members he lping each
other, passing along their knowled
ge
and
skills
to others; inventing better,
simpler, and less expensive ways to
do things; and sharing with anyone
who wants to learn."
EAA
welcomes your ideas for fu
ture Hints for Homebuilders.
I f
you
wish to contribute an idea, send an
Visitors next year
can expect
a
visit from WhiteKnightTwo, the
ca r-
rier ship for the new SpaceShipTwo
space tourism vehicle; a reunion of
participants from
the
five visits of
Br
itish Airways' Concorde to Osh
kosh in the 1980s and 1990s; special
recognition of aviation's humanitar
ian role around the world;
and
pro
grams saluting international aviation
anniversaries and homebuilt aircraft.
In
addition, comedian/ven
triloq
u
ist
Jeff
Dun
h
am, one of
the
nation's
hottest comedy
con
cert draws
and
an
expe
ri
ence
d
helicopter builder and
pilot,
has
confirmed his return
for
an ap
pearance on
Saturday, August
I,
presented once again
by Ro
torWay
International.
Du
nham's
appear
ance at
Oshkosh in
2008 drew an
estimated 10,000 people.
Upcoming
Major Fly-Ins
U.S. Sport Aviation Expo
Sebring
Reg
ional Airport (
SEF)
Sebring, Florida
January 22-25, 2009
www.Sport Aviation Expo .
com
Aero Frledrlchshafen
Messe Friedrichshafen, Friedrichshafen,
Germany
April 2·5 , 2009
www.Aero Friedrichshafen.com
/ html/
en
Sun n
Fun
Ay-In
at
Lakeland
Lakeland Linder Regional Ai rport (LAL )
Lakeland, Florida
April 21-26 , 2009
www.Sun N Fun.org
Golden West Regional Ay-In
Yuba
County Airport MYV)
Marysville , California
June 12-
14
,
2009
www.GoldenWestFlyln .org
Virginia Regional Festival of Alght
Suffolk Executive Airport (SFQ )
Suffolk, Virginia
May 30-31, 2009
www
. VirginiaFlyln.org
Rocky Mountain Regional Ay-In
Front Range Airport
FTG)
Watkins, Colorado
TBD
www.RMRFI
.org
Arlington Ay-In
Arlington Municipal Airport AWO )
Arlington , Washington
July 8-12, 2009
www.NWEM .org
EAA
AlrVenture Oshkosh
Wittman Regional Airport OSH )
Oshkosh, Wisconsin
July 27-August 2 ,
2009
www.AirVenture .org
MId-Eastern Regional Ay-In
Grimes Field 174 )
Urbana, Ohio
mailto:[email protected]:///reader/full/www.Sport-Aviation-Expo.comhttp:///reader/full/www.Sport-Aviation-Expo.comhttp:///reader/full/www.Sport-Aviation-Expo.comhttp:///reader/full/www.Aero-Friedrichshafen.comhttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.GoldenWestFlyln.orghttp:///reader/full/www.GoldenWestFlyln.orghttp:///reader/full/www.GoldenWestFlyln.orghttp:///reader/full/VirginiaFlyln.orghttp:///reader/full/VirginiaFlyln.orghttp:///reader/full/www.RMRFI.orghttp:///reader/full/www.RMRFI.orghttp:///reader/full/www.RMRFI.orghttp:///reader/full/www.NWEM.orghttp:///reader/full/www.NWEM.orghttp:///reader/full/www.NWEM.orghttp:///reader/full/www.NWEM.orghttp:///reader/full/www.NWEM.orghttp:///reader/full/www.AirVenture.orghttp:///reader/full/www.AirVenture.orghttp:///reader/full/www.AirVenture.orgmailto:[email protected]:///reader/full/www.Sport-Aviation-Expo.comhttp:///reader/full/www.Aero-Friedrichshafen.comhttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.GoldenWestFlyln.orghttp:///reader/full/VirginiaFlyln.orghttp:///reader/full/www.RMRFI.orghttp:///reader/full/www.NWEM.orghttp:///reader/full/www.AirVenture.org
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The Volunteer Appreciation Party, sponsored by AUA Inc., Is held on Friday night during the
convention. Pizza Is served to all, and then the skits and silliness from our talented volunteers
Is presented as the evening's entertainment.
In addition to the skits, many volunteers earn certificates of distinction. At times the
recipient wishes that the action that precipitated the certif icate had not been noticed or so
honored, but few procedures escape the watchful eyes of their fellow volunteers, who are only
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Stili other volunteers are highlighted for their contributions, Including these folks who were presented with M
Shared y Talent certificates.
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Denny Grulzenga gets a good laugh from the
shenanigans going on during the Volunteer
Michael Kosta, one o our resident thespians, struts his
Appreciation Party.
(her?) stuff as Michelle, one of
the
Judges for the
Vintage Idol
talent
contest. Michael, also known In our
area as Denver, Is chairman of
V
fllghtllne safety.
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From north to south along the fllghtllne, the
V
covers the parking area from four point buildings.
Here are some of the folks who volunteered on the flightline on Wednesday, July 30.
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"You put how much hot sauce In the chili?" Sue
Eichman and Lorraine Eberle take care of feeding
hundreds
of
volunteers each day In
the
VAA
volunteer
kitchen, using EAA Operation Thirst-supplied food
supplemented by donations from various volunteer
functions, such as the corn boll , plus a touch of their
own culinary talents.
H G
FRAUTSCHY
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The Classic airplane Judges.
The Antique airplane Judges.
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- - I t y
of
h a w a n o W I e c o M I n ~ S n north
of
OshkOsh
boats the
Shawano FIy Out. Juat for btl ...
; their
vintage airplanes to the annual event, pi lots
are given a free breakfast. jeannie
HOI
coordinates the
fIy-out with
the Oshkosh tower and the pilots, many of
whom are shown here prior
to
their early-momlng departure.
The f1lghtllne safety crew
at
Classic Point picks
up Jerry Wenger's Waco YPF as
it
is taxied in by
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long
ago
n a
tUtu .
iaaue f
WntsgeAkpIane
Anna Osborn and her
husband John have
served the division with
decades of service to their
fellow volunteers.
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lthough
this
disclosure
may shake the Ford Motor
Company to its corporate
roots,
it
was
not
the first
to produce
Thunderbirds
...
an
air
craft of
that
name was being turned
out
in respectable
numbers
as far
back
as
1926 by
the
W.
F.
W.
Air
plane Company
of Glendale, Cal
ifornia. However, it may be some
small consolation to the Ford boys
to know that the California article
was just
as
dashing and advanced,
stylewise , as their more widely
BY
J AMES E. D UNAVENT
California during the late 20s
and
early 30s;
many an
old, bold pilot,
who learned
the stick-and-rudder
trade
in
the
Los
Angeles area at
that
time, remembers
the
T birds oper
ated by
the
Warren School of Aero
nautics from Burdette Field, which
was located on Western Avenue just
south of Imperial Highway . . almost
completely open country then
and
ideal for flying operations. Today,
the same area is completely over
grown by sprawling suburbia.
Commercial aircraft construc-
at Clover Field, Santa Monica, for
construction
of
the
famed Army
World Cruisers
and the
first Navy
DT
torpedo planes. A
number of
interesting
civil
craft
had
been
built
as
early
as
1919 by individu
als
and by
small
companies
, but
none
reached
any
self-sustaining
status. These
shoestring
ventures
inevitably folded after a few short
months , as
the
market was
then
saturated with surplus aircraft that
could be purchased for a few cents
on the original dollar value. By the
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In this photo from the E Archives
the Hisso-powered version of the Thun
derbird soars over the Los Angeles area
during the late 192 s.
E
RCIj IVES
powered Eaglerocks and Swallows
were beginning to be flown in over
the mountains,
soon convinced
the
flying
fraternity that their
slow-climbing,
lumbering
surplus
aircraft were definitely
outmoded,
even for casual passenger work.
Some operators in Southern
California
had
successfully
mod
ified
Standard SJ-I
s
to carry two
or more passengers in
addition to
the pilot,
by
fitting more powerful
engines
and
widening
the
original
fuselage .
Although this increased
for engineering, to design high-lift
wings
and
a new fuselage structure
for one of
these
Standards. Once
the
work
had
been started, it soon
became
apparent
that an
entirely
new aircraft would be more feasi
ble for
proposed operations-one
with increased speed, range, and
ceiling to get over
the
mountains.
The problem of financing
the
development of
an
entirely new
craft was solved
when
Paul Whit
tier, a
young man of independent
means who was being taught to fly
on Sunday
,
July II
, Frye took it
aloft
on
a 45-minute test flight .
After first making a few taxi runs
to
get
the
feel
of the ship
, Frye
lifted it from
the
hard-packed dirt
strip
in
less
than
100 feet after the
throttle was opened. The Thunder
bird gained 2,000 feet of sky in less
than
three minutes, and during the
ensuing half-hour
Frye
cavorted
all over the sky, giving the ship a
prime wringing out to show its
aerobatic and handling character
istics. Once
the
initial show was
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gine. Although
the
airframe was
stressed to take
powerplants
of up
to
22S hp, a used, overhauled OX-S
was installed in the prototype from
the standpoint of economy and
to
demonstrate the
performance
that
could
be obtained with the lower
powered engine. The
engine
could
be detached from the
main
airframe
by
removing
four
retaining
pins,
and
a new
engine
of
the
same
or
different type could be mounted in
less than one-half hour. Later
Thun
derbirds were fitted with a
variety
of the engines then available-
the lS0-hp Hisso A vee-type
liquid-cooled powerplant and
the forward spar; the
remainder
of
the ribs were conventional
wooden
webs. A five-piece laminated
spar
structure
was also
incorporated
in
place
of
the solid
beams that
had
previously been used. Both up
per
wing
panels were joined
at
the
centerline and
formed
a
continu
ous
spar. Lower wing panels were
hinged to a
fuselage
stub
wing),
which was an
integral
part of the
fuselage framing.
The
tail assembly was welded
steel tube, and the
pilot could
ad-
arly Thunderbirds
low-powered
OX-S
engine . a 9S
mph high
speed was guaranteed
(this was given in cruising aircraft
performance
tables
published
in
1928
by some aeronautical
maga
zines). Also, as irrefutable proof,
the
company test pilot,
Clint
Burrows,
flew a
three-year-old
stock Thun
derbird to
an
average 119.4 mph
pace
over four
timed speed
runs,
upward
and downward,
at
the Na
tional
Guard
Field in Los Angeles
on November
21, 1927. The same
ship
had previously won a trophy
in
the event for light commer
cial aircraft under 100
hp
at
the 1927
Santa
Ana air
meet
,
some less well-known
types,
where it averaged 114 mph
such
as the
12S-hp
Bailey
incorporated
welded
over a triangular course.
Bull's-Eye or the
140-hp
Floco
With its
12-to-1
factor of
air-cooled or
the
9S-hp Day-
steel tube fuselages
safety, the T'bird could per
ton Bear
taken
from a
defunct
form
the
most violent aerobat
prop-driven
iceboat
in one of
ics then known, being limited
the northern
states. The first
braced
with
steel wire
only by the inability of an
OX-S
Bailey-powered ship was test
flown by Earl Chubb at Bur
ndcable trusses
dette Field in September 1927.
When Department of Commerce li
censing became
mandatory in
early
1927,
the
Thunderbird
received
ATC approval under DC Memo No.
2-141,
covering
all current engine
installations other than the one
with
the
Dayton Bear, which was
reportedly flown only a few times
on
an
unlicensed, bootleg basis be
fore it ground-looped into a thresh
ing combine
in
Montana
and
was
wrecked beyond repair.
Early Thunderbirds incorporated
welded steel tube fuselages braced
with steel wire and cable trusses;
this
was
changed
in later ships
to
just the stabilizer in flight to com
pensate for trim
with
various loads.
The
radiator
was
built into the
leading edge of the upper center
section and faired into the upper
wing curve. The main landing gear
and
tailskid were sprung by
shock
cord, and brakes
were
not fitted.
These, plus
an
improved oildrau
lic shock system, were planned as
standard and optional
equipment
respectively on subsequent produc
tion aircraft,
but
it is doubtful if any
such
equipment was
actually
in
stalled except as owner-made mod
ifications during later years. The
to
run
satisfactorily under neg
ative G or inverted conditions.
The 43-gallon fuel tank gave it
a nominal range of 440 miles at an
average 10-gallon-per-hour (gph)
fuel consumption. Gross weight was
2,248 pounds; of this, 81S pounds
was disposable load
including
a
340-pound
payload. Empty weight
was 1,433 pounds . Climbing abil
ity
was listed as 700 feet per min
ute (fpm) for the first S OOO feet; the
service ceiling was lS OOO feet. It re
quired 20 minutes to get the ship to
its rated absolute ceiling-approxi
mately 17,000 feet.
The Hisso-powered W-14-H was
somewhat heavier,
and
all perfor
mance figures were slightly better. ..
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fields
in
Southern
California and
on
the
West
Coast. Principal
dis
tributors in California were
Cliff
and
Phil Henderson, a dealer
in
Or
egon handled
sales
in the
Pacific
Northwest region,
and Lee
Schlens
was
named
the
southwestern
dis
tributor, covering Arizona, Nevada,
and
contiguous
states
other
than
Southern California. Mr. Woolsey
recalled
that
several
Thunderbirds
were sold
in
Canada
and
states east
of
the
Rockies,
and one
or two were
exported
to
the Philippine Islands,
reportedly being
flown there
un
til
the
Japanese invasion. Several of
the
small flying schools in the Los
Angeles area, located at Dycer, Rog
ers,
and the
old Angeles Mesa Field
later taken over
by
Western Air Ex
press, operated
Thunderbirds
at
one
time or another,
and
according
to Mr. Woolsey, two
were sold
to
a gentleman who intended
to
use
them for
filming an
unidentified
World War I air epic. Roscoe Turner
had a stock
Thunderbird
modified
at
the factory
to incorporate
a 50
foot
diameter parachute
packed in
a center-section
compartment
and
later he used
the aircraft
which
was given license
number
NX-9830
due to
the
experimental
nature of
the
modifications, for his
attempts
at parachuting
the
entire
aircraft
safely to
the
ground.
During 1926 Jack
Frye,
Walter
Hamilton Paul Richter Monte
Edwards,
and Theodore
Woolsey
formed the
Aero
Corporation
of
California
and moved to
a
field
at
106th
and
Western
just north
of Burdette
Field.
This operation
North
Allen St.
in
Glendale.
In
reorganizing the
company
Woolsey
had
brought
in new
cap
ital and
taken
in
several partners
to
handle
the
business end while
he
was
concerned with
the
techni
cal
and
manufacturing
side
of
the
business. Several sizable orders
had
been received
including
one
for
S
aircraft from
Lee
Schlens
the
southwestern
distributor. While
he
was engrossed
with production and
with
obtaining
a valid approved
type certification
for
the Thun
derbird, two of the partners made
a
power play
to
take over the
op
eration through
a forced sale.
As
things
were
by
that time in
a le
gal tangle, Woolsey obtained
new
backing
from
Maj. C.C. Moseley,
William
Henry of the
Los Angeles
Times,
and
E.C. LeMunyon of Rocky
Mountain
Steel Products,
and
when
the assets of
Thunderbird
Inc. were
put on sale, successfully
outbid
his
previous
associates. A
new corpo
ration was to have
been formed
which
would be
known as
Moseley
Aircraft, and one of the first
items
of business
was
to design
a
mili
tary
trainer version of
the
Thunder
bird
for
submittal
to the
Army Air
Corps. However,
by that time
the
1929 business slump was
beginning
to
have disastrous consequences
in
the
aircraft
industry
so
t
was de
cided
to
shelve
the
project,
and no
further aircraft were
built
under the
Moseley
trademark.
Woolsey,
who
had
built-his first
airplane-a
Cur
...
tiss-type pusher-at
the
age
of IS
barnstormed
Jennys
while barely
out of high
school,
and
raised
the
r a ~ ~ W h i ~ n e y .Jacob5,
Lycoming, I : o n ~ i n e n ~ a l ,
M-14 Hou5ia and more.
-r
.
~
.
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OEM PVI: KIT5 REPAIR5
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763-631-9342 P r i n r : : ~ t : D n MI\I
http:///reader/full/N/N.aircraftexhaU5~.nehttp:///reader/full/N/N.aircraftexhaU5~.ne
-
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20/44
Dennis
Trone's
Thunderbird
About a year ago I
spent
a
very
en
joyable
Sunday afternoon
hang
ing
out with
Dennis Trone at
the
Brodhead, Wisconsin,
airport.
Denny
was airing
out
a couple of
his
old biplanes, including one
I didn t
know
much
about,
the
Thunderbird
W-14.
The
biplane
was talC and a
little
intimidat
ing. I got
to
be the prop-flipper
each time
Denny
needed a re-
BY H.G.
FRAUTSCHY
start after doing
a
bit
of
engine
maintenance
that early-fall day.
Propping
a
little
Sensenich on a
Continental bolted
to
the front
of a Cub is one thing, but that
big propeller
on
the front of
that
OX-S was something else I need
not
have
worried;
Denny
was
an
old hand
at
expertly getting it
ready
to
go so that all I had
to
do
was take a short walk while
A view of
the
Thunderbird n action at Brodhead ,
Wisconsin, on a beautiful early fall day
n 2007
pulling the
prop down,
and as
I let go,
Denny would have the
engine controls set just
so
and
the
Curtiss V 8 would rumble to
life .
Denny
loved the really old
stuff and
was
an
expert at creat
ing
ways that made
it
easier and
safer
to
operate
many
of
the
old
engines he loved. Unfortunately,
Denny
passed away
earlier this
year, before we could fill
in
some
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8/20/2019 Vintage Airplane - Dec 2008
21/44
I
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-
8/20/2019 Vintage Airplane - Dec 2008
22/44
The late Denny Trone antique-airplane man.
enny was
airing
out
a
couple
of
his
old biplanes,
including one
I didn t know
much
about,
the
Thunderbird
W 14.
of
the
blanks
on the
history of
his
Thunderbird .
In a wonderful
coincidence,
t is
summer
I
was
thumb
ing through
a
collection
of old
model-airplane
newsletters from
the early 1970s, published by the
North American
Aviation
Flight
masters
scale model-airplane
club,
and
1
and
behold, there
was a
three-view
of the Thunder
bird.
I realized that the
artist
who
created
the
artwork
was none
other than
Jim
Dunavent, now
deceased, whose Stinson artwork
had
been
a part of
our
coverage
ofJohn
Seibold s Stinson SM-l in
the November
2007
issue.
Jim s artwork was done in con
junction
with
an article he wrote
on the history of the Thunder
bird, published in the August
1964
issue of Model irplane News
(MAN). Thanks to the generos
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8/20/2019 Vintage Airplane - Dec 2008
23/44
ppy
Fordloter
ComPl1J1
Drive away in
new
Ford Lincoln Mercury Mazda or Volvo vehicle this holiday season
and save
enough
money from the Ford Partner
Recognition
program to spend more on
your
family
.:
.. :s::===
. ,
. . .
.
-
-
ENJOY THE PRIVILEGE OF PARTNERSHIP
EM Members
who are
considering
the purchase or
lease
of a
new Ford
Motor
ompany
vehicle
should
be
sure to
take
advantage
of
the Ford Partner
Recognition Program. Your membership benefits qualify you for X Plan pricing.
-
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Light Plane Heritage
OR IGINALLY PUBLISHED IN
E xperimenter
JULY 993
The Messerschmitt
M.l?
I
t may come as a surprise to
learn that Willy Messerschmitt,
builder of the famous Bf 109,
Bf 110
and
other German
military airplanes of World War II,
got his start in aviation by building
gliders and light airplanes that were
very similar to modem ultralights.
As
a teenager, before World War
Y JACK McRAE
and in 1923 started his own glider
design and construction business
with a much refined design. This
was the S.14, which featured an en
closed streamlined fuselage and a
high aspect ratio wing.
In 1922 some of the restrictions of
the Treaty of Versailles had been re-
moved, and low-powered airplanes
lightplane contest, which showed
that the motorcycle engines were
not very dependable, Messerschmitt
next decided to design and build a
two-seater along the same general
lines but using an engine intended
for aircraft use. This was the M.1?,
and
it was a high-wing cantilever
monoplane of all wood construc
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The M 17 restored) hangs in Deutsches Museum,
Munich, Germany.
in, an arrangement
that
apparently
did
not
allow
much
forward visibil
ity.
Access
to
the
front cockpit was
through
a door on the
right-hand
side, while the rear cockpit
had
a
hinged cover over the passenger's
head. The tail surfaces were of all
wood construction, the elevator be
ing attached to the horizontal trail
ing edge of the fuselage.
to
reach an altitude of
more
than
4,400 feet
and
a speed range of from 40
to
87
mph.
From
those
two races
a
total prize
money of 10,000 Deutsch
marks was won. In 1925 a
flight across the
Alps
from
Bamberg Germany
to
Rome was made
by
Wer
Specifications of
the
M.17
~ ~ ~
ft.
Waight Empty ................... .................................
::
..................396 Iba.
Ueeful Load .........................
.................
......
::
.....:
...................
..4181ba.
Gross Waighl .............................. ... ... ...................... ............8141bs.
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BY ROBERT GLOCK
Precover
Inspections
e
objective of
this
month's column is
to give
some
tips
on
preparing
the
aircraft structure for covering.
With
modern covering mate
rials it is possible for the fabric
to
last 30 years or more. There
fore, it is necessary
to
prepare
the structure
to
last that long.
Keep
this
in mind during res
toration.
First, the aircraft
should
have been assembled
and rigged
at
least
once
prior
to
covering. Figure 1 shows
my Command-Aire assembled
for a
preliminary
weight-and
balance check.
Numerous
pre
cover checks were
made
be
Figure 1
fore covering.
Some of
my
restorations require
partial assembly at least twice, fol
lowed
by
a
complete
assembly.
When I restored my Command-Aire
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worth
the
effort
Before covering, assemble all
the paperwork that will
be
need
ed for filling out Federal Aviation
Administration
FAA) Form 337,
weight-and-balance data, and the
logbooks. This is also a
good time
to
check the moment arm mea
surements
of required,
optional
and special equipment that may
have
been
installed in the aircraft.
This
data
will be used when com
Figure
clamped/tied-no
chafing. Pow
er on system
function
check.
- Instrument system lines clamped
no chafing. Airspeed indica
tor
works properly (blow gently
into pitot line). Inst rument range
markings are installed. Placarding
(if any) is properly displayed.
- Brakes
properly
installed; lines
clamped
. No
chafing
of lines.
- Fuel
system
tank secure; fuel
lines clamped-no chafing. Se-
moves
with rudder movement
(steerable only).
-All
wood
parts secured for per
manent installation.
A difficult task
during
restora
tion is
to
think
ahead
so problems
with assembly do not rear their
ugly heads later. One such prob
lem
on
my
Command-Aire
was
the
previously
mentioned bat
tery location. Because the
ship
was
never
designed to have a bat
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8/20/2019 Vintage Airplane - Dec 2008
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All bolts
and
nuts
tight
and
safetied.
- Control cable/push-pull tubes
installed. No chafing on struc
ture. Check for
the
location of
rib lacing cord
around internal
control components
Check
problem lacing areas.
-All nail/rivet heads covered
with tape. Sharp areas that
could chafe fabric are covered
with cloth tape,
the
same ma
terial used to tape athlete s an
kles, etc.
- Inter rib bracing installed cor
rectly if used); all ribs straight.
-Navigation light assembly
and
wiring properly installed, wires
secured to structure, and
no
chafe points.
All glue joints secure; structure
well sealed with varnish, par
ticularly spar ends.
- Wing or center-section fuel tank
for proper installation, lines
clamped, and no chafing. f pos
sible conduct a leakage test of
all lines and fittings from up
per wing tanks to fuel strainer.
Wings can
present
a unique
Figure 4
problem in
that
they must
not only
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This stunning photograph by Gilles Auliard was taken during the 2 6 American Barnstormers Tour
It
shows the finished product
in
flight over Wisconsin. That's me
in
the rear seat, and my brother Steve
in the front cockpit. What a great flying airplane
bolt together but the
trailing
edg
es must match along with root
ribs and
leading
edges.
In
Figure 4
you
can see
that
I constructed one
wing
completely
with no
leading
edge skin
installed
.
Then I assembled the
second
wing
and
bolted
it to the
complet
ed wing. The wing was trammeled
Failing to do
this
step might result
in a
warped
wing which
wo
uld
cause the
ship
to exhibit
poor
fly
ing qualities .
EMPENNAGE
- If not already comp leted
check
the fit of all componen ts to the
fuselage.
-Bellcranks and
push-pull
tubes
move
in
proper
direction.
-For cables Single-wrap safe
ty
is approved but
double
wrap is preferred . Always use
.041-inch-diameter safety wire .
Either brass or stainless steel is
approved.
sketch
the
opening location in
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After a careful precover inspection , the covering can be installed. Here
I
am
at long last applying the first coat of Poly-Brush on the right upper
ommand-Aire wing panel.
M
ay
989 . Fi
nal
assembly in the maintenance hangar at Sun n Fun Fly-
In at Lakeland, Florida. The engine installation still was not complete ,
but the plane was getting close to test-flight t ime when this photo was
snapped.
the
fabric covering for rudder,
aileron,
and
elevator cables; trim
cables;
and
tail wheel
steering
cables, etc. Mark where the ai-
leron
push-pull
tubes
penetrate
the
fuselage
fabric
in
line with
the aileron torque tube control.
And don't
forget the pitot/static
lines
that penetrate the fuselage
covering from the lower wing.
Be
sure
to mark the
locations.
FINAL INSPECTION
The structure's inspection
should be
made
by
the
super-
vising airframe and powerplant
(A&P) mechanic who
holds an
inspection authorization . Ap-
proval for cover should be
given
and recorded on
F
Form 337.
The inspecting
mechanic
may
make
an
entry,
Inspecting
left
and right
upper
and
lower wings
this
date.
Okay to cover," or the
entire aircraft
may
be
approved
for cover.
This is only a suggested guide
for precover inspection of a typi-
cal aircraft. Inspection points may
vary based
on
the
specific
type
of
aircraft, equipment installed, etc.
But the bottom
line
is to prepare
the structure for
long-term
ser-
vice and make sure
that noth
ing in the airplane rubs together
during the vibrations caused by
flight. Correcting this later can be
a real
pain.
CONCLUSION
I say again, the aircraft struc-
ture must be prepared for at least
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BY
DOUG
ST WART
Sometimes you've
got
to push ...
"Switch off?/I I called out.
"Switch off " was his reply.
"Brakes on?"
"Brakes on /I
II
Okay, give i t a couple of shots
of prime, and I'll pull it through
four blades./I
I was standing
at the
front
end
of
a 1943 Aeronca
L-3
that a client of
mine had
recently purchased . His
insurance mandated that he get 10
hours of
training
in
the
airplane
prior to soloing it, and the Federal
Aviation Administration mandated
that he receive a tailwheel endorse
ment
prior to acting as
the
pilot in
command of the airplane. This was
to be our first flight .
As
I pulled through the prop of
the
75-hp
Continental
engine, I
made a mental note of the fact that
the propeller seemed to give less re
sistance than I had expected. I ra
tionalized
that
the
engine was cold
and
of low horsepower, and that I
wasn t pulling through a big Pratt
Whitney radial. Nonetheless ..
"Okay, switch on?/I I asked.
the back seat of this World War
II
observation plane. Once I secured
my seat belt, and put
on
the headset
that was connected to a portable in
tercom (at least I wouldn't have to be
shouting at the top of my lungs, and
I have long ago given
up
the con
cept of
smacking
my
client upside
the head wi th a rolled-up sectional),
I
told my
client we could start to
taxi to the end of the runway.
The airport we were operating
out of is a small, privately owned/
public use airport, with a 2,300-foot
runway. The runway is composed
mostly of grass,
but
the
underlying
surface is shale and gravel. Although
fairly wide at the
north
and south
ends, it narrows to about 45 feet in
the
north third
of the runway as
i t dips down into a hollow that
is
about 25 feet lower than the rest of
the runway.
The winds
that
day indicated we
would need to take off to the south,
so we taxied to the north end of the
field. As we came up
out
of the hol
low it took quite a bit of power to
moving in a nice flow from the right
side of the cockpit to the left.
Every
thing was set.
Prior to walking out
to
the air
plane my client and I had discussed
the
lesson plan for the day. In
the
previous lesson we had spent a fair
amount
of time taxiing the airplane,
including several high-speed taxis
to gain the sight picture and feel of
when to pick the tail up, and then
as we cut the power, how to com
pensate for the loss of flight control
effectiveness as we decelerated, still
keeping everything headed straight
down the runway. In this lesson we
would be taking to the air, and thus
all the important flight speeds had
been briefed.
Rotation would be at 45 mph in
dicated airspeed (lAS). With some
trees blocking our path
another
thousand feet beyond the
end
of
the runway, we would
then
look for
60 mph lAS as our best climb speed.
We briefed what we would do in the
case of an engine failure, dependent
upon when and where it might fail.
able. The flight controls came alive,
climbing in a manner that would Pilot series in AOPA Pilot magazine,
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and my client fed in forward stick
and picked up the tail. Our airspeed
indicator came alive; we
had
static
power indicated on the tachometer
and oil pressure. Now all we needed
was rotation speed.
But we were now at the bottom
of the hollow, and climbing up the
other side diminished our accel
eration. However,
by
the time we
reached the top of the hollow we
had
also reached rotation speed.
With a gentle pull on the stick, my
client lifted us off
and
we acceler
ated in ground effect up to 50 mph
lAS. Yet now
with the trees loom
ing out there beyond the end
of
the runway, my client started to ap
ply some more back-pressure to the
stick. Doing so lifted us up out of
ground effect, but then our climb
stopped. The airspeed indicator was
still indicating 50 mph.
With an ever-increasing sense of
urgency, my client added some more
back-pressure
to
the stick. (Mind
you, this wasn't a hard pull
on the
stick, just an almost unconscious ad
dition of back-pressure.)
To
his con
sternation, rather
than
climbing we
remained at
an
indicated speed of
S
and started a slight descent.
My
client was
not
the
only one
starting to experience a pucker fac
tor,
although
I am sure
mine
was
nowhere near
as
intense
as
his, as
I understood
what
was
happening
and had the
solution to
our
prob
lem. Luckily we
had the portable
intercom and headsets,
as
I hate to
shout,
and as
we
had
neglected
to
bring along
a sectional, I
hate to
definitely clear the trees.
The back side of
the
power
curve almost sounds like some Star
Wars fantasy, yet every pilot has at
some
time
flown on the back side
of the power curve. In fact, there
is
no way anyone could obtain even
the most basic of pilot certificates
without demonstrating to an exam
iner the ability to fly in slow flight
while maintaining altitude.
As
one
learns the techniques, the realiza-
With
an
ever
increasing
sense of
urgency my client
added some
more
back-pressure
to the stick.
tion should dawn
that
if our power
is
reduced to a minimum to sustain
altitude at high angles of attack, any
increase in angle of attack will ei
ther yield a stall if you are truly at
minimum
controllable airspeed) or
if
not
a stall, then a descent . This
is
the back side of the power curve,
a realm of flight also known
as the
"region of reverse
command.
It's
a place where the houses do indeed
get bigger, rather than get smaller,
when back-pressure
is
applied to the
stick or yoke.
For many
pilots, visiting this
area of
flight
occurs
only
during
the
training for
their initial pilot
certificate,
and they
rarely, if ever,
March 1998.
Suffice it to say that it is an excess
of power that really makes an airplane
climb. If the engine of your airplane is
of low power to begin with, and then
if
it
is
not making the rated horsepower
that is advertised on its data plate, you
might very well find yourself in a situ
ation where weight, density altitude,
runway alignment, surface, and/or
slope might
all,
or in part, conspire to
prevent a
safe
takeoff.
Or, you might find yourself in a
situation
as
we were in. Unless
we
pushed the nose down a little and
accelerated to best climb speed, we
were bound to
mush
along right
into the trees that stood in our path.
For those pilots who fly small vin
tage airplanes with engines of lim
ited horsepower, remember that it
is
quite possible that the engine might
not be making all of the horsepower
it
was rated
for.
In the situation I just
described, I would
not
be surprised
if, for a variety of reasons, the maxi
mum horsepower the
engine
was
capable of sustaining was more than
70
percent of the 75 hp for which
i t
was rated, or
in
other words, about
52 hp. The causes can include some
very old and worn-out spark plugs
and low compression, which were
found on
an
inspection I mandated
subsequent to the flight.
So don't
forge .
sometimes
you've got to push,
i f
you want to
climb.
Yes,
it
is
counterintuitive,
and that's what
can get a pilot
in
trouble. There might also be times
when you are going to need to push,
but doing
so
will get you caught
be
-
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BY
H
G
FRAUTSCHY
THIS MONTH'S MYSTERY PLANE COMES
TO
US
FROM
THE FILES OF
TE
BUSINGER'S COLLECTION.
Send your
answer to
EAA
Vintage Airplane P.O
.
Box 3086, Oshkosh, WI
54903-3086.
Your
answer
needs
to
be in no
later than January
15 for inclusion
in
the
March 2009 issue of
Vintage Airplane.
You
can
also
send
your response via e-mail.
Send your
answer to [email protected]. Be
sure
to
include your
name
plus your city
and
state in
the body of your note and
put (Month)
Mystery
Plane in the sub ject line.
SEPTEMBER s
MYSTERY
ANSWER
We received
a
number of
notes concerning
our September
Mystery
Plane.
I t
was
from an
they went to the Kinner
K5
This was
the prototype
for the Fairchild
KR
In
the Virginia photo, the
engine
also is quite compact (like a Scarab)
had fallen to 4,125 by late 1930.
About 45 KR-21As are said
to
have
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8/20/2019 Vintage Airplane - Dec 2008
35/44
21A.
Mike Butler
Oshkosh, Wisconsin
It is
the
1928-1929 Kreider-Reisner
Model C-6 (Fairchild
KR-21).
The real mystery is
which
KR-211
KR-21A it is. Looking
at
the engine
it appears to be the 110-hp Warner
Scarab-powered
prototype of
the
Model
C-6
(KR-21). However, a
few
things
don t
quite
add up. The
paint scheme does not match that
of X576E.
(As
it was originally
,
the registrat ion number was
254X, incidentally.) The tires are
the larger
24x4-inch type
fitted to
production aircraft, and the brace
wires from the horizontal stabilizer
to the vertical
stabilizer
consist
of two
wires
that
meet
at
an
apex
on the
rear
spar
of the horizontal
stabilizer.
A
photo of
X5 76E
in
volume 3 of Joseph Juptner s U S .
Civil Aircraft:
ATC
2 1 to 3 (the
KR-21/KR-21A is described on
pp
47-49)
shows
that there were
two
separate wires
on the
prototype.
and appears to have the crankcase
fairing,
and propeller , of the
prototype.
As
you know, production
machines (Model C-6-Bs, aka
KR
21As) were powered by
100-hp
Kinner
K5s, which
had much
taller
cylinders
and
a fairing on the front
side of each cylinder.
The Fairchild KR-21A (Kreider
Reisner
of
Hagerstown,
Maryland
,
built them for Fairchild), fitted with
Kinner
K5
engines, had a
length of
22 feet 1
inch,
a height
of
8 feet 6
inches,
an
upper span of 27 feet,
and
a lower span of 24 feet 6 inches. The
wing chord was 57 inches at the root
and 41 inches at
the
tip, and the total
wing
area was 193 square feet. The
USA 45 airfoil was used, and
empty
weight was 1,068 pounds. With a
useful load of 535 pounds and 23
gallons
of
fuel and three gallons of oil,
the
gross weight was 1,604 pounds.
The
V
MAX
was
110
mph,
with aV
e
of 95
mph
and a landing velocity
of
45 mph. Initial climb rate was 776
fpm,
and the
ceiling was 12,400 feet.
The original price was 4,685, which
been
built, and the type certificate
number
8-26-29 was assigned (later,
ATC No. 215). The Fairchild KR-21As
were superseded by the KR-21B
ATC
No. 363).
Wesley Smith
Springfield, Illinois
The September 2008 Mystery
Plane seems to be
one of
the Kreider
Reisner
Challenger C-6 or C-6A
prototypes for the production
Kreider-Reisner (later Fairchild)
KR-21A ATC
No. 215)
with
a five
cylinder
Kinner K 5
100-hp
radial
and KR-21B (ATC No.
363)
with
a five-cylinder Kinner B-5
125-hp
radial. The C-6
and
C-6A prototypes
had seven-cylinder Warner Scarab
110-hp radial engines as
shown in
your
photo.
Jack Erickson
State College, Pennsylvania
Other correct answers were
received by Bruce Renner of Fall City,
Washington, and
Wayne
Muxlow
of
Minneapolis, Minnesota.
-
8/20/2019 Vintage Airplane - Dec 2008
36/44
VAA
Entertaining
Cobalt Blue Wine glass
Wine or water, serve a
beverage in this beautiful
glass to guest and family.
V12513
$6.95
Cobalt
Blue
Cup
Keeping beverages warm.
Stainless Steel Thermos
V08217
$21.95
Stainless Steel Travel Mug
V12512
$1
Hot cider never tasted so
good
Gold
logo
is
NOT metall ic, so the
cup
can
go
in
the
microwave,
and
is
dishwasher
safe.
V12512 $5.95
rder nline: www vintageaircraft org
Telephone Orders:
800·843·3612 From US and Canada
(All Others
Call 920·426·5912)
Or send to:
EAA
Mail Orders, PO. Box 3086,
Oshkosh,
WI
54903-3086
Limited supplies available .
·Shipping
and
handling NOT included. Major credit cards accepted.
WI
residents
add
5
sales tax.
T A i L W ~ L S
These individually hand
painted ornaments will look
great on your tree, and they
make a wonderful gift ! A
variety of designs to delight.
V12518 Round
Ornament
V12519 Heart-shaped
Any three assorted
shapes
for $27.95
$16.95
Keep
a journal of your
meetings,
appointments,
flying, or just keep a run
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-
8/20/2019 Vintage Airplane - Dec 2008
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...
......
....
...
~
I
~ a n k ~ e n b ~ n s
I I
,
Woodstock
t A
•
Has
een flying
since he
was
18
"Daddy has always said to
get
the best for his girls. That s why
he
has been with AUA going on eight years. He says that AUA
has
always been easy to work with and very competitive in
pricing, Plus they are down to earth and love airplanes
too "
- TiffanyOltjenbruns
• First airplane
was a
essna 150; now
owns
a Bonanza
T ~ f j 4ZI-4
GET TH SKILLS
-
8/20/2019 Vintage Airplane - Dec 2008
38/44
TO G T
IT BUILT
GET YOUR HOMEBUILDING
PROJECT
OFF THE GROUND
BY
SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS
BEGINS DURATION COURSE
DESCRIPTION
LOCATION
December
5-7
2l-l days Repairman
(ElSA) Inspection-
Airplane
Lantana
,
FL
January
1
0-11
2
days Composite Construction,
Electrical
Systems
&Avionics, Fabric Covering,
Basic Sheet Metal, &What's Involved
in Kitbuilding
Presco , AI.
January
16-18
2l-l days Repairman ELSA) Inspection-
Airplane
Frederick,
MD
January
17-18
2days
Composite
Construction, Electrical Systems
&Avionics,
Fabric
Covering, Gas
Welding
,
Discover Aircrah Building,
Basic
Sheet
Metal, Test Flying Your Project,
&
What's
Involved in Kitbuilding
Oshkosh, WI
January
31
February 1
2
days
Von's RV
Assembly
Watsonville, CA
EAA's online Calendar of
Events has
become
the go-to spot on the web to list and
find
aviation eyents In
your
area. The user-friendly,
searchable
format
makes H
the
perfect
web·based
tool
for planning your local
trips
to
a fly-
In
.
It's always
been
difficult to list every Item
sent to
us
In the limited
amount
of pages In
Vintage Airplane, and
now,
wHh
so
many
events
nationwide that make up our online calendar, It
would simply
be Impossible
to equHably sort out
and then prtnt them
all.
Starting wHh the January
Issue, the
calendar will no longer be printed In
the
pages of
Vintage
Airplane.
In
EAA's
online Calendar
of
Events, you
can
search
for
eyents at any
glYen time
within
a certain radius of any airport by
enter
i
ng
the
Identifier or a ZIP
code,
and
you
can further
define your
search
to
look
for
Just
the
types
of
events you'd like to attend.
We Invite you to
access the EAA
online
Calendar
of Events
at http:// .8aa.oll/
calel lal
December 7 - SANTA PAULA, CA2
(SZP).
First Sunday Open House. Aviation
Museum Of Santa Paula Fly
in;
display
your aircraft, come to gi
ft
booth for sign
off. Museum and private hangars open
to amaze you with collections inside.
You
never know what you might see at SZPl
Restaurant on field. 10am--3pm Contact
Judy, Phone: 805-525-1109, Email:
December 17 - Oshkosh,
WI.
Wright
Brothers Memorial Banquet, featuring
Former Astronaut Frank Borman.
EAA
Airventure Museum. Aviation and space
legend Frank Borman (EAA 300174) will
be the keynote speaker at this year's
EAA
Wright Brothers Memorial Banquet.
EAA
's annual commemoration
of
Orville
http://%2C%2C%2C%2C%2C%2C.8aa.oll/mailto:[email protected]://%2C%2C%2C%2C%2C%2C.8aa.oll/mailto:[email protected]
-
8/20/2019 Vintage Airplane - Dec 2008
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Someth ing to buy,
se l l or t r ade?
Classified Word
Ads:
5.50 per 10 words,
180
words maximum, with boldface lead·in
on first line.
Classified Display Ads: One column wide
(2.167 inches) by 1 , 2, or 3 inches high at
20
per inch. Black and white only, and no
frequency discounts.
Advertising Closing Dates: 10th
of
second
month
prior to
desired issue date (i.e.,
January
10
is the closing date for the March
issue). VAA reserves the right to reject any
advertising
in
conflict with its policies. Rates
cover one insertion per issue. Classified ads
are not accepted via phone.
Paym
ent must
accompany order.
Word
ads may
be
sent via
fax (920-426·6845) or e·mail
classads@
eaa or{fJ
using credit card payment (all cards
accepted). Include name on card, complete
address,
type
of
card , card number, and
expiration date. Make checks payable to
EAA
.
Address advertising correspondencae to EM
Publications Classified Ad Manager, P.O. Box
3086, Oshkosh,
WI
54903-3086.
MISCELLANEOUS
Flying wires available.
1994
pricing. Visit
www.flyingwires.com
or call 800-517
9278
SERVICES
Always Flying Aircraft Restoration, LLC
A&P I.A.: Annual, 1 00
hr
inspections.
Wayne Forshey 740-472-1481
Ohio - statewide.
airplanes, anyway •• we
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calendar on
your plane's finish!
800-362-3490
RandolphAircraft.com
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-
8/20/2019 Vintage Airplane - Dec 2008
40/44
Flight
Stay warm in this black or sage flight jacket.
Beautifully lined in orange. Sporting
the VAA
logo and
it
has plenty
of
pockets
Black Sage
Vl1894
MD
Vl1782
LG
Mens'Sweater
This stylish Men's sweater w ll keep
you looking great
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Vl1719 Oak
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Vl1718 Black (dark h
(assorted
sizes)
Vl1734 Chestnut
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is fitted denim shirt
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V12756 SM
V12757 MD
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To
see more great VAA merchandise,
go to
our website listed below.
continued from page 5
-
8/20/2019 Vintage Airplane - Dec 2008
41/44
(TC)
to
allow U.S.-registered
general-aviation
(GA) air
craft
in compliance with
U.S.
emergency
locator trans
mitter
(ELT)
regula tions (121.5 MHz)
to
fly
north of the
border
without
new 406
MHz
units
after
new Canadian
regulations go
into
effect
on
February
I,
2009.
On that
date Canada will adopt
the
International Civil
Aviation Organization (ICAO)
standard
requiring digital
406 MHz
(ELTs) in
all aircraft during international flights.
However, here
in the
United States,
the
FAA
is not
plan
ning to make
any
changes to FAR 91.207 (the regulation
requiring
ELTs in most
airplanes) for domestic flights, so
many
U.
S.
GA
aircraft will remain compliant to
U.S.
regu
lations and forgo
the
upgrade from
the
existing 121.5
ELTs
to
the
more costly 406 MHz
ELTs.
EAA's
recommendation
would apply
to all small U.S.
registered aircraft-12,500
pounds
gross
weight or
less
with a
maximum
five seats--claiming an equivalent level
of safety under
the U.S.
ELT regulatory requirements.
"Requiring these
U.S
aircraft to install 406 MHz
ELTs
could have
an
adverse
economic impact
on
general avia
tion industry
and
tourism between the U.S. and Canada,"
said Randy Hansen,
EAA
government relations director.
If the recommendation
is not
accepted by TC, EAA of
fered an alternative that would allow U.S . pilots to comply
by using a less expensive 406 MHz personal locator beacon
~
-
(PLB ) instead
of
an installed 406 ELT. EAA also asks that
pilots
who
fly common/direct flight routes over Canada
between the Northeastern
U.S.
area
and
Michigan with
no
intention
of
landing at a
Canadian
airport be allowed to
continue doing so.
Denis Browne, chairman of EAA's Canadian Council,
concurs
with
EAA's recommendation and also submitted
comments recommending
that
Canadian-registered GA
aircraft also be allowed to fly with a 406 MHz PLB in lieu
an installed 406 MHz
ELT.
Aviation Imponderables
Every so often we get a question here at EAA headquar
ters that leaves us scratching our heads and thinking, "Gee, I
have no idea, but I'd like to know, too." Member David Wil
were, and in the 40's and 50's, these tires were perfectly
in
tune to the exciting times in aviation.
Not only do these tires set your vintage plane apart from
the rest, but also look exceptional on all General Aviation
aircraft. Deep 8/32nd tread depth offers above average
AERO
CLASSIC
COLLECTOR
SERIES
Vintage Tires
New USA Production
Show off your pride and joy with a
fresh set of Vintage Rubber. These
newly minted tires are FAA-TSO'd
and speed rated to 120 MPH. Some
things
are
better left the way they
VINTAGE
Membershi:R Services Directory
-
8/20/2019 Vintage Airplane - Dec 2008
42/44
AIRCRAFT
ENJOY THE MANY BENEFITS OF
EAA
AND
EAA's
VINTAGE AIRCRAFT ASSOCIATION
SSOCIATION
OFFICERS
President Vice-President
Geoff Robison George Daubn er
1521 E. MacGregor Dr. 2448 Lough Lane
New Haven, IN
46774
Hartford, W I 53027
260-493-4724
262-673-5885
ci1ie([email protected]
gdaubner@eaa org
Secretary
Treasurer
Steve
Nesse Charles W. Harris
2009
Highland
Ave. 7215
East 46th
5t.
Albert Lea, MN 56007 Tul
sa,
OK 74147
507-373-1674 918-622-8400
DIRECTORS
Steve Bender Dale A. Gus tafson
85 Brush Hill Road
7724 Shady Hills Dr.
Sherborn, MA 01770 Indianapolis, IN 46278
508-653-7557 317-293-4430
[email protected] daie([email protected]
David Bennett
Jeannie
Hill
375 Killdeer
Ct
P.O. Box 328
Uncoln , CA 95648 Harvard, IL 60033-0328
916-645-8370 815·943-7205
Qntiquer@illreacl1 com
dinglJao@owc net
John Berendt Esp ie
"Butch"
Joyce
7645 Echo Point
Rd.
704 N. Regional
Rd.
Cannon
Falls, MN 55009 Greensboro,
NC
27409
507-263-2414
336-668-3650
[email protected] windsock@aol com
Jerry Brown
Dan Knutson
460S Hickory Wood Row
106 Tena Marie Circle
Greenwood,
IN
46143
Lodi, WI 53555
317-422-9366 608-592-7224
Ibrown4906@aoi com lodicub@cIIarter net
Dave Clark
Steve
Krog
63S
Vestal Lane 1002 Heather Ln.
Plainfield,
IN
46168
Hartford,
WI 53027
317 -839-4500 262-966-7627
sskrog@aol
com
John
S.
Copeland
Robert D.
"Bob" Lumley
1A Deacon Street 1265 South 124th St.
Northborough,
MA 01532 Brookfield, W I 53005
508-393-4775 262-782-2633
copeland @jullo com
Phil Coulson S.H. "Wes"
Schmid
28415 Springbrook Dr. 2359 Lefeber Avenue
Lawton,
MI 49065 Wauwatosa, WI 53213
269-624-6490 414-771-154S
rcou so1,516@>cs.com
shschmid@gmail com
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
Phone
(920) 426-4800 Fax (920) 426-4873
Web Sites:
www.vintageaircraft
.arg,
www.airventure.arg, www.eaa.arg/memberbenefits
E-Mail: vintage
aircra t@
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PM
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y)
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MEMBERSHIP INFORMATION
EAA
lAC
Membership in the Experimental Aircraft
Current
EAA members may join the
Association, Inc. is $40 for one year, includ
International Aerobatic Club, Inc.
Divi-
ing 12 issues of
SPORT
AVIATION. Family sion and
receive SPORT AEROBATICS
membership is
an
additional
$10
annually.
magazine for an additional $45 per year.
Junior
Membership
(under 19 years of age)
EAA Membership, SPORT
AEROBAT-
is available
at
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All
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ICS
magazine and one
year membership
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in the
lAC
Division is available for $55
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per year (SPORT AVIATION magaZine
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.
Add $18
for Foreign
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Postage.)
Current EAA members may add EAA
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Current
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EAA Membership and
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cluded). Add
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EAA Membership, WARBIRDS
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receive
cluded). Add $7 for Foreign Postage.)
DIRECTORS
EMERITUS
Robert C. Brauer E.E.
"Buck" Hilbert
9345 S. Hoyne 8102 Leech
Rd.
Chicago, IL 60643
Union,
IL 60180
805-782-9713 81S-923-4591
pllOlopiiot@aol com
buck7ac@gmail com
Gene
Chase
Gene Morris
2159 Carlton Rd. 5936 Steve Court
Oshkosh, WI 54904
Roanoke, TX 76262
mailto:ci1ie([email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:daie([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/rcou!so1,516@%3Ecs.commailto:[email protected]://www.vintageaircraft.arg/http://www.vintageaircraft.arg/http://www.vintageaircraft.arg/http://www.airventure.arg/http://www.airventure.arg/http://www.airventure.arg/http://www.airventure.arg/http://www.airventure.arg/http://www.airventure.arg/http://www.airventure.arg/http://www.eaa.arg/memberbenefitsmailto:vintageaircra([email protected]:vintageaircra([email protected]:vintageaircra([email protected]:vintageaircra([email protected]:vintageaircra([email protected]:vintageaircra([email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:ci1ie([email protected]:[email protected]:[email protected]:[email protected]:daie([email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/rcou!so1,516@%3Ecs.commail