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GEOFF RO ISON
PRESIDENT VINTAGE AIRCRAFT ASSOCIATION
It s EAA
AirVenture
time
It's here. For
aviators around
the
globe, the
month
of july
always brings
EAA AirVenture
Oshkosh
to
mind. Most every
one of these aviators will wish
he or she were
going to
be able
to
attend, but
for
varied
reasons,
many
are never
able
to make it.
Here's
hoping this
is
the
year for
you I still remember my first EAA
convention in 1984. So far, I
have
not missed a single Oshkosh since
my
first, and each of them has
been very
enjoyable
. But,
some
members
are
not
as
fortunate
as
J
am in being able
to
come
to
this
great
event
every year. Even
i you
can
get here only once, you really
owe it to yourself
to
experience
this amazing celebration
of
the
Spirit of Aviation .
One of the great
benefits
of
membership
is
the
opportunity
to
serve
your fellow members
as
a Vintage volunteer
during
EAA
AirVenture.
So, as
we
typically
do each
year
in july, here's
a
partial
list
of names and contact
so many years now.
VAA
is
about
participation: Be
a
member
Be
a
volunteer
Be there
Let's all pull in the same
direction for the good of aviation.
Remember, we are
better together.
join
us
and
have
it all.
Vintage
Aircraft Association
Chairpersons
Convention
Management
Geoff Robison , Cha i r m a n
chief7025@ao . com 219 493-
4724
Butch
joyce, Vice-Chairman,
windsock@
o
l com
336 427 0971
Convention Management
Field
Operations
George, Daubner, Vice-Cha irman,
[email protected] 414-673-5885
VAA Judging/
Awards
Dave
C
lark
,
VAA
C
hi ef
judge,
317-839-4500
Computer
Operations
Earl Nic
hol
as,
Cha irman, eman4@
ameritech.net 312-451-2930
Construction
and Maintenance
Merchandise
Bob Lum ley,
Chairman, lumper@
ex
ecpc.com 262 782 2633
Metal Forming Workshop
Steve Nesse, Chairman, stnes2009@
Iive.com 507-373-1674
Parking
and
Safety
Michael Kosta, Chairman, cubflyr@
comcast.net
303 673 9355
Participant
Plaques
jack Cope land Cha i rman
copelandl
@jul1o.com 5 8 393-
4775
Past
Grand
Champions
Steve Krog,
Chairman,
sskrog@aol.
com 262-966-7627
Safe Flying
Ken
M o r r i s Ch a i rma n,
taildragger7w@aol .com 815-547
3991
Security
Tim Fox, Ch a i rman
t m
@
f l
yingshepherds.com
26 486-
8126
Tall
Pines Cafe
Steve Nesse,
Cha
irman,
stnes2009@
Iive.com 507-373-1674
Tony s Trolley
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/ameritech.nethttp:///reader/full/execpc.comhttp:///reader/full/execpc.comhttp:///reader/full/execpc.comhttp:///reader/full/Iive.comhttp:///reader/full/Iive.comhttp:///reader/full/Iive.comhttp:///reader/full/Iive.comhttp:///reader/full/Iive.comhttp:///reader/full/Iive.comhttp:///reader/full/comcast.nethttp:///reader/full/jul1o.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/lyingshepherds.comhttp:///reader/full/lyingshepherds.comhttp:///reader/full/lyingshepherds.comhttp:///reader/full/Iive.comhttp:///reader/full/Iive.comhttp:///reader/full/Iive.comhttp:///reader/full/Iive.comhttp:///reader/full/Iive.commailto:[email protected]:[email protected]:[email protected]:///reader/full/ameritech.nethttp:///reader/full/execpc.comhttp:///reader/full/Iive.comhttp:///reader/full/comcast.nethttp:///reader/full/jul1o.commailto:[email protected]:///reader/full/lyingshepherds.comhttp:///reader/full/Iive.com
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y
VOL
37 ,
NO.7 2009
ONTENTS
Fe Straight
&
Level
It's EAA AirVenture time
by Geoff Robison
2 News
6 The Vintage Aircraft Association
Who
we are
how
fortunate we are .
and
all for so littl
e
by Charles W Harris
9
I t All
Started With Dad's Airplane:
The Jacobson Family Saga of N5752C
A Grand
Champion
with a family
connectio
n
by Budd Davisson
1 5
N90 ango ango to Oshkosh
The vintage AirVenture experience
by Mike Sheetz
2
The McBride C-150TD
A family project
by Budd Davisson
26 The Vintage Mechanic
Adh esives
and bonding
, Part II
by Robert
G.
Lock
3 4 Mystery Plane
by H.G. Frautschy
3 6 Eagles Nest at Platte Valley
Giving new
meaning
to the golden age
of
aviation
by Sparky Barnes Sargent
3 8 Aeromail
STAFF
EAA Publisher Tom Poberezny
Director of EAA Publications
Mary
Jones
Executive
Director
/E
ditor
H.
G.
Frautschy
Production/Special
Project
Kathleen
Witm an
Photography Jim Koepnick
Bonnie
Kr
atz
Adver
tis
in
g
Coor
dinator
Sue
Anderson
Class
ified
Ad Coo
rdinator
Les
ley Poberezny
Copy
Editor Colleen Walsh
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Rare Pitcairn utogiro rrives for irVenture
Around this time last
year,
Jack and Kate Tiffany,
of
Spring Hill, Ohio, and the crew
of
Leading Edge Restora
tions, were anticipating the flight of their recently restored Pitcairn
PA-18
Autogiro to Oshkosh for AirVenture
2008. However, the rotor blades were significantly damaged during testing about a week prior
to
Oshkosh,
and the flight had to be called off.
That made the arrival of the
PA-18 that
much sweeter
as
the 77-year-old rotorcraft landed safely at
EAA s
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West Side-
Vintage Aircraft
Camping
Hangar
Row 74
Cafe
~ Theater
""""'\ )
InThe
"
1) Woods
Antique
Parking
V
V;
",,'"
(( r \ Type Clubs,
~ ) Workshops
V
AREA
GENERAL
LAYOUT
5hog, Red
B,,
\: j
Showplane/Camper
M\
b h' B h \
D
t
t J
em ers Ip
oot
R
egis
ra
Ion \:>
\ \'--
_
Volunteer Booth
Past
Grand Champions - parked along road
Wayfinding Tower
Ta
ll Pines Cafe
o
VAA
and in rows 60 & 61,
Near Ultralight Runway Operations
Shack
VAA
Special
Interest Aircraft
VAA
Parking-
Display
D
rea
R
ow
62 through Row 77
No Camping
CommCenter
Rows
60
Row 50
Row 78
& 61
Ea
st
Si
de
VAA
Camping
and Parking Starts Here
Cont inues to Row 150
R C6lO9
To
help members
who fly
in
to
understand
the layout
of
the
convention area
administered
by the VAA, we ve
prepared this simplified
map.
As you can see, camping
starts at Row 74 on
the
east side
of
the
main north/south
road
(Wittman
Road), with
the
areas to
the
north of that
line set
up
to handle display-
only
vintage aircraft. That's
why
you may see
open
areas
as
you
taxi
south to your
camping location.
Once
you
arrive,
you ll
need
to
register
your aircraft
and/or campsite. In
addition
to roving registration ve
hicles, there is one main aircraft registration building, 10-
cated
just
south
of
the
VAA Red Barn (see map). The EAA
convention campgrounds are
private
campgrounds and
are
not open to
non-EAA members. Each
campsite
must
be registered by a current
EAA
member.
Another immediate
benefit of
VAA
membership
is
your free VAA
AirVenture
Oshkosh 2009
Participant
Plaque, which you can pick
up
in
the
rear
of the
Red Barn.
EAA and VAA memberships are available at both aircraft
registration
and
at the
membership
booth
located
under
the VAA Welcome Arch,
northeast
of the Red Barn at the
corner
of Wittman Road
and
Vern Avenue.
Flight Planning for
Your EAA
m e
mb
er
Kr
is
Ko
r
tokrax.
ah
ead to confirm
fuel availability
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ing through
Sunday,
July
26,
the
VAA
Tall Pines Cafe will
be open
for breakfast (6:30 - 9:30 a.m.) and
dinner
(4:30
-
7:30
p.m.). Start
ing
Monday, July
27, only break
fast will be served
at the
Tall Pines
Cafe (6:30 - 9:30 a.m.).
Just to
the
north, an FAA
Flight Service Sta
tion (FSS) trailer will be located
near the
cafe. At the trailer
you'll
be able to check
the weather for
your
flight and
obtain
a full brief
ing
from FSS specialists
with
out
having to
trek up
to
the FAA
Building
near the control tower.
We'll see
you there
each
morning
for "breakfast and a briefing."
Are You a Friend of
the
VAA
ed
Barn?
f
so, be sure to check in at the
information
desk
at
the
VAA
Red
Barn. There, we'll issue
you
a spe
cial name badge.
We
can also pOint
out the location
for
the
Ford Tri
Motor rides.
f
you
have
any
ques
tions,
feel free to ask for
Theresa
Books,
the
VAA administrative
as
sistant.
f
you need
to
reach
her in
advance of
your
arrival, call
her at
EAA
headquarters, 920-426-6110.
Our thanks to each of you
who have contributed to
the
VAA
Friends of the Red Barn 2009 cam
paign.
We'll
have the
list of
con
tributors in the September
edition
of
Vintage Airplane
VAA Message Center
f you would like
to
leave a mes
sage for people you
know
who
fre
quent
the
VAA
Red Barn,
stop by
ets must be purchased in advance so
we
know how much
food
to
order.
The delicious meal will be served af-
ter 5:30 p.m. Trams will begin leav
ing
the VAA Red
Barn around 5 p.m.
and
will make return trips after
the
picnic. Type clubs
may hold their
annual
banquets during the picnic.
Call Jeannie Hill (815-943-7205),
and
she will reserve seating so
your
type club can sit together.
Sh w noFly Out
The annual
fly-out to
Shawano
is Saturday, August 1.
The
sign-up
sheet will be at
the
desk at
the VAA
Red Barn, and
the
briefing will be
at 7 a.m.
the morning of the fly
out.
The
community
of
Shawano,
approximately
an hour
north
of
Oshkosh (as the Cub flies),
is
a big
supporter of
VAA
and
puts forth
a
lot
of effort
to sponsor this
event.
Shawano's residents
do
a great job
of hosting
us,
and
we
hope
you'll
help
us thank
Shawano
by
joining
us on
the
flight.
VAA
ed
Barn Store
The
VAA
Red Barn Store, chock
full
of VAA
logo
merchandise
and
other
great gear, will be
open with
expanded
hours all
week
long,
Monday through Saturday, 8 a.m.
until 6
p.m. Early-bird arrivals
can
shop on the
previous weekend
as
well, during limited hours.
Show
your
VAA membership
card
(or
your
receipt
showing
you
joined
VAA at the convention), and you'll
receive a 10 percent discount.
One evening during
AirVenture
for a
morning
or two, we'd appreci
ate it. If that's
not
your cup of tea, feel
free
to check with the VAA Volunteer
Center, located just to
the
northeast
of
the VAA
Red Barn.
The volun
teers
who
operate
the booth
will be
happy
to
tell you
when
your help is
needed each day.
t
doesn't matter if
it's just for a few hours or for a few
days-we'd
love
to
have your help
ing hands There is
no
need for you
to contact us ahead of time; you can
talk with us when you arrive.
VAA Judging Categories
nd
Awards
The
VAA s
internationally recog
nized judging categories are:
- Antique: Aircraft
built
prior to
September
I,
1945
- Classic: September I, 1945 - De
cember 31, 1955
- Contemporary:
January
I, 1956
- December 31, 1970
Any
aircraft
built
within
those
years
is
eligible
to
park
in the
Show
plane parking
and camping
areas.
I f
you wish to have
your
aircraft
judged,
let the
volunteer
know
when
you register your aircraft
and
camping area.
I f you
want your
aircraft to
be judged by VAA
vol
unteer judges, you need
to
be a cur
rent
Vintage
Aircraft
Association
member.
VAA contributes
a signif
icant portion of the costs
related
to the
EAA
awards that are pre
sented
to
the
award
winners. The
Awards Ceremony will be
held
Sat
urday
evening
at 6
in the
new Vin
tage Hangar - not in Theater
in the
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A Night at the Movies With
EAA
Fly-In Theater
Bring your blankets and lawn chairs and watch a great aviation movie at
the
EAA
Fly-In Theater, presented by Ford
Motor
Company and
supported
by Hamil
ton
Watches. Movies are shown
night
ly, from Sunday, July 26,
through
Saturday,
August
1,
and each film
is
introduced by a celebrity presenter. The theater
is
lo
cated
just north of
EAA s Camp Scholler at the end
of
Doolittle Drive, and
the
pro
gram begins at 8:30 p.m.
Here s
the lineup of movies, along with the guest presenters who have
been confirmed:
Sunday, July 26
One Six Right
(presenter
TBD)
and
Barnstorming
presented by
Paul
Glenshaw
and ndrew King
Monday, July 27 The Right Stuff
(presenter
TBD)
Tuesday, July 28
Cloud Dancer
presented byTom Poberezny
and friends
Wednesday, July 29
Six Days
Seven
Nights
presented
by
Harrison Ford
Thursday, July
30
Bat
2
(presenter
TBD)
Friday, July 31 X-1S presented
by
Joe Engle
Saturday, August 1
Pearl Harbor
(presenter
TBD)
Audrey Lane
and
Eide Avenue);
the
Wearhouse flag pole area;
the
shade
pavilion
north
of
the
control tower;
and near
the
Ultralight Barn. Lo-
cations will be
indicated
on EAA s
free convention grounds map. The
admission wristband also instructs
Admission Parking Hours
www.AirVenture.org/planning/admis-
sion.html
Find or Share a Ride to Oshkosh
www.AirVenture.org/rideshare
AirVenture NOTAM
www.AirVenture.org/flying
Alternate Airports
and Waypoints
www.AirVenture.org/flying/alter-
nate_airports.html
www.AirVenture.org/2008/
news/08060S presentations.html
Put
more
than a thousand pre-
sen
tation
s,
workshops
,
and other
scheduled events at your fingertips.
Find Your Favorite
Presentations
and
Workshops
Online
With hundreds
of
the world's
leading aviation
authorities
giv-
ing
close
to
1,000
individual
pre-
sentations
at nearly
4S locati
ons
spread throughout the AirVenture
gro
und s,
finding
out w
ho
is pre-
senti ng, where, and when,
can
be,
in
a word, cha llenging. The
EAA
AirVenture website
ha
s an online
tool that can make this task sim-
ple
when
yo
u
use
the
integrated
AirVenture Schedule.
Located at www.AirVenture.org
under A t traction s an d
then
under Ac tivities, Presentations
Workshops, the database
in
cludes all th e venues, sub jects and
topics, presenters and eve
nt
s from
not
only
Forums
and
Workshops,
but also Warbirds in Review, Kid-
Venture, Museum Speakers Show-
case, Authors
Corner,
Theater in
the Woods,
special
at
the
air
craft presentations
on
AeroShell
http://www.airventure.org/planning/admishttp://www.airventure.org/ridesharehttp://www.airventure.org/ridesharehttp://www.airventure.org/ridesharehttp://www.airventure.org/flyinghttp://www.airventure.org/flying/alterhttp://www.airventure.org/2008http://www.airventure.org/2008http://www.airventure.org/2008http://www.airventure.org/2008http:///reader/full/www.AirVenture.orghttp:///reader/full/www.AirVenture.orghttp:///reader/full/www.AirVenture.orghttp:///reader/full/www.AirVenture.orghttp://www.airventure.org/planning/admishttp://www.airventure.org/ridesharehttp://www.airventure.org/flyinghttp://www.airventure.org/flying/alterhttp://www.airventure.org/2008http:///reader/full/www.AirVenture.org
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TH
VINTAGE AIRCRAFT ASSOCIATION
Who we
are
w fortunate we are and all for so little
BY CHARL
ES
W.
H
ARRIS
The grassroots aviation
commu
antiques, classics,
contemporaries
from "Slim" Lindbergh and his Ryan
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180s, 182s,
and
195s together
with
Mr . Piper again and his Short Wings,
Cherokees
and
Comanches cre
ated
the
marketing
successes that
brought aviation down
to
a
cost
level
that
nearly everyone could af
ford. These
aviation pioneers
an d
their
airp lanes
together
with
Wa
l
ter Beech s engineering masterpiece
Bonanzas brought us aviation
as
we
know it today.
In addition to these legends
there have been all t
he other
greats
and
near greats
who
with their un
canny
abilities have developed t
he
airplanes for us individual
pilots
who
love
the
sky,
who
love
to fly,
and love the
indescribable
magic
of liftoff
and
flight
through
Mother
Nature s heavens
in
what
is
still a
never-ending miracle. Today
thou
sands
and
thousands of these unbe
lievably fine airplanes are available
to
us with all of their proven capa
bilities at essentia
ll
y bargain base
ment
prices.
We
are
the
present-day
beneficiaries of
our
glorious avia
tion past; additionally, we are the
recipients of
what
EAA
founder
Pa
ul Poberezny envisioned
and
cre
ated. I t should be crystal clear to
everyone what
an exceptionally
fortunate group we are.
This
is
who
and
wh
at
we are. Our
love of airplanes
is
what we are, and
the
airplanes are
our
glue. But
the
who
we are even tops
the what
we
are. The people of
EAA and
VAA are
the emotional heart and soul of a
ll
of this magic.
When
one steps
onto
the porch of the
Red Barn
or into
the brand-new Vintage Hangar at
F Administrator Marion Blakey speaks to a group ofType Club officials
during E AirVenture. In cooperation with E
the
Vintage Aircraft sso-
ciation has regular contact with many levels of the F as we work to repre-
sent our membership on maintenance and operational iss
ues
.
The VAA volunteer kiosk is always a busy place. More than 5 members
volunteer their
time
and ex
pert
i
se
during
the
weeklong convention.
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Ken an Lorraine Morris explain the proper way to hand-prop an airplane
one of the educational events the VAA hosts in its area every year.
Expert metal workers demonstrate metal-shaping techni
que
s to mem
who can then give it a try themselves.
VAA. We
have been
the
leaders in our
chosen
field since
our
first days
in
1972.
We
have moved consistently
over the
past
37 years
to
perpetu-
ate our historic past and at the same
time deliver
the
utmost
to
our VAA
members
in
the
way of, first
and
al
ways foremost,
our
freedom
to fly.
Without
EAA
and our
160 OOO-plus
members and our never-ending vigi
lance for
our
freedom to
fly
it
is
al
most certain private
and
sport flying
in
the
United
States, and
perhaps
over
the
entire world, would
not
ex
ist. Secondly, VAA
is
never ending in
its quest
to
provide its membership
with the
utmost in
solid, meaning
ful
ever greater member benefits and
value. Our members presently receive
so
much
value for
their
affiliation
within our
special area
of
interest
that
we quite often lose sight of
the
forest for all
the
beautiful (airplane)
trees. Virtually sight unseen, almost
invisible, and taken for granted every
day are
the
things
that
VAA
has pro
vided us
through the
years, and the
ever
more new things that further
enhance our membership.
Are
you
aware
or have you
ever
considered:
e The VAA has two full-time staff
members: namely,
an
executive di
rector/magazine editor
and
his very
able assistant.
EAA
provides access
to
EAA
staff
in
everything needed
for the business
of
running an as
sociation, from
membership
cards
to
financial
accounting
Addition
al
y
VAA
en joys edi
torial assis
tance from the EAA editorial
staff
and
constantly
commissions out-
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MIKE
STE I
NEKE
The Jacobson Family Saga
of N5752C
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been any other
C-170, a scrapyard
would have been its final destina
tion.
But N5752C wasn 't just any
C-170, and Steve
Jacobson
wasn't
just any C-170 owner.
Steve was born into aviation, and
his life
and
this particular C-170A
have been entwined, in
one
way or
another, for nearly half a
century
(48 years
to
be exact) .
me ready to solo on my
birthday.
However, when the time came, we
were delayed
by weather,
and
in
the meantime, the C-170 was de
livered. Since it was there, Dad gave
me a few hours of dual in
it,
and
away I went, doing
my
initial solo
in our own 170. 1
By now, you're getting an inkling
as
to
why Steve
is
so attached
to
his
droning back and
forth
between
Tennessee and Kansas.
As is
always
the
case, we
tend to
outgrow airplanes with which we
were perfectly
happy
as
we
yearn
for something that's faster and of
fers more utility.
In
1972 Dad sold the 170 and
upgraded to a C-l72 with an Avcon
180-hp conversion and a constant
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While Jake Jacobson toyed with the idea of a super-duper, full-of -bells-and
whistles modern panel, once
the
decision was
made
to put the airplane back to ts
original configuration, there was no turning away from creating a restored panel,
right down
to the
brown-faced flight instruments and NARCO radio.
Interestingly
,
the airplane
was
again sold
to another U S
Navy pi
lot
whom
Steve
had
known.
For
whatever reason, when
I
got back
in
to flying little airplanes
again-I
was flying for the airlines
almost
since
getting
off active
duty-I
decided I
wanted
our
old
airplane
back. I t was as
simple
as
that.
I
wanted
it,
no matter
what,
8/20/2019 Vintage Airplane - Jul 2009
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Back
before the days of
electric
trim
and a flap mo tor, the pilot
could
quick
ly
grab a handful of flaps
and
roll in just th e right amount of trim.
Du
ring th
e
res
toration,
care
was
taken
to
du
pl
ic
ate
the
style and
finish
of the placards
and
lettering style.
would
save
me
a lot
of
flying
time
getting it
hom
e.
"1
knew
things
were probably
worse
than
the y appeared when
I
forked
ov
er 3,000
just to
get
a
ferry
permit
because
the
mechanics
didn't
want
to do
all
the
work
the
airplan
e
ne
eded
to be
licensed. Re-
gardless I hopped in and pointed it
west
toward
San Francisco,
where
I
The interior
fabrics
were duplicated by Ronnie Broadhead, owner of Bust-
er 's Auto Upholstery
in
Porterville, California.The multipanel design from
1950
was
expertly re-created, and shoulder
harnesses
were installed
in
such
a way that few would think they weren't original equipment.
Dellicker of Del-Air in Porterville,
California .
Tha
t was well
inland
and away
from
the sea. Besides,
Harry
had done the conversion on
Dad's 180-hp 172
and
came highly
recommended
by
a
wide variety
of sources as
being one
of the
best
metal
men in the
country.
liMy
origina
l
intent
was
to have
Harry
fix what
needed
fixing so I
could go
fl
ying and en
j
oy my air
p l
ane.
However, it seemed as i f it
was a matter of only a few
hours
after
he
st
arted taking
th ings apart
that I knew
my
airpl
ane
was
much
sicker
tha
n I
thought it
was.
"For one
thing,
t here was a lot
of seam
and rivet corrosion .
In
way past
the
intergranular stage
,
and that gear could have ripped
out of the
airplane at any second
.
Knowing how
far I
had
ferried
the
airplane, when I saw
that
, I
couldn't
believe I
had
dodged
that
particular
bullet. t
sho
uld have come home
on a truck.
"Early
in
the
process, I
came to
grips with reality: I hadn't
bought
an airplane;
I
had bought
a flying
basket case.
Everything about
the
airplane was
wrong, and there
was
simply no way to put it back into
the air safely
without
doing a
com
plete restoration. But, I
didn't know
if I really
wan
ted to go
that
way or
not.
I
knew
I
didn't
want a show
8/20/2019 Vintage Airplane - Jul 2009
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With
mo
re than 75 percent
of the
exterior skins replaced during
the
restoration
the
17
gleams in
the
partly sunny
skies over Waupaca Wisco
nsi
n one
of
our regular sites for a relaxing afternoon
of
air-to -air and ground photogra
phy during
the
annual E
co
nvention.
I went radio shopping, I found the
bells
and
whistles were
going
to
cost something like five times what
I had paid for the airplane
in
the
first place. I just
couldn't
do it.
II
At
the
same time, I sat back
and thought about how much of
my life had
been
spent
glaring at
illuminated gauges in
the
middle
of the night in lousy weather. I had
done
i t
in single-engine Navy air
planes and
most
recently in 777s,
and it was usually over the ocean. I
was building this airplane
to
fly for
fun, but as many dark, nasty nights
had repeatedly reminded me, flying
hard IFR
quite often is a long way
from being fun.
I
was in the
middle of an
I then
knew what
I wanted in an
airplane: a no-frills, fun-to-fly, and
fun-to-Iook-at airplane.
Five Two
Charlie was going back to original.
When Steve returned home, he
pulled
the trigger
on a
total
res
toration, and
Harry
Dellicker in
cluded
a bunch
of extra sheets of
aluminum in
his
next
truckload
of metal
because
he
was going to
need it for S2C.
Del-Air
is
well-equipped for do
ing complete
170/172 rebuilds be
cause, among other
things,
i t
has
one of the
original
fuselage jigs it
bought
from the factory, and Steve
Jacobson made good use of it.
l i lt became obvious that there
wasn't
one
piece of major structure
Incidentally, as soon as I saw
Lindholm's airplane, I knew Five
Two
Charlie
was
going
to be pol
ished,
and that
drove many of the
decisions during restoration.
It goes
witho
ut saying
that
pol
ishing an airplane
doesn't
give the
restorer
anywhere
to hide.
Every
single
litt
le nick, ding, and zit be
comes painfully
obvious, and ev
ery time he lines up a rivet gun to
drive a rivet
he
asks himself, ls this
the one
where I'm going to screw
up and
put
a 'smiley face' on an
otherwise pristine panel and have
to replace it? It's a nerve-racking
process th a t
leads to
'craftsman
ship paranoia' during the restora
tion.
It's an old
axiom that
perfec
8/20/2019 Vintage Airplane - Jul 2009
16/44
otherwise. We wound up replac
ing
about 75
percent
of the skins.
Even the fin was
mostly
junk. All
we were able to save were the ribs.
The
same thing
applied to
all the
control
surfaces. The corrugat ions
were terrible, so we got
new
skins
and
remanufactured
the
surfaces .
We weren't restoring an airplane.
We were
building
a new one, one
piece at a time
The
wings were basically a re
peat of
the
fuselage. We pulled ev
ery
bolt and
rivet
and
replaced ev
erything,
including skin
s
cables,
pulleys, and
anything
else that
wasn't
close to looking like new,
and I don't remember much
that
fit
that description.
li he
instrument panel had been
modified for an old VTR-1 , so we
just
rebuilt one and
put
i t
back
in. We're using the receiver and
the VOR , but the transmitter isn't
hooked
up
. The
one
[transceiver]
we use is in the glove box."
Steve
can
' t
say enough about
the support he got from
the
Inter
national
Cessna 170 Association
or
the maintenance
guys
at
the
Cessna Pilots Association,
but
none
of them could
help
him when it
came time to do the interior. There
was lots of
information
for a 170B
but
nothing for a 170A, and Steve
hadn't come that far only to cut
corners at the last minute.
"Ron Partridge, customer service
manager for the propeller division
at Cessna, and his staff shuffled
through a bunch of drawings and
came up with engineering specs on
I
decided I wanted our
old airplane back.
It
was as simple as that.
I wanted it,
no
matter what,
which is
a bad mind-set to have
when buying an airplane."
started before he retired, and then
Paul Lodas jumped in . However,
Chris Shaw,
who
was a
young
guy
just
out
of school,
took
over
and
finished the airplane by himself, in
cluding
doing the panel, rewiring
the entire airplane, and shooting
airplane
finished,
but
as I took
off, I knew he was watching, and
I
couldn't help
but
grin, think-
ing
that my career, in
fact,
my
entire life, started right there in
that same cockpit, with him by
my
side. Absolutely nothing gets
8/20/2019 Vintage Airplane - Jul 2009
17/44
N9
ang
ango
l
The vintage irVenture experience
r an old student pi
lot
and
devout aviation
junky, there is nothing
like a trip to Oshkosh, Wis-
BY
MIK
E SHEETZ
ana
,
to
fly the vintage aircraft early
in the week to the show.
We
were
to follow with the company 's King
Air
in mid-week
and return with
we would take this beautiful bird for
its flight
to
the big dance. Up early
Thursday morning, I found ground
fog and low ceilings to be ruling our
8/20/2019 Vintage Airplane - Jul 2009
18/44
machines. Tony had seen
that
it was
lovingly restored
with
beautiful at
tention to nearly every detail. The
panel was closely restored
to
origi
nal except
for
the
GPS
autopilot
navigation systems
and the
radios
including the Bose headsets. I was in
aviation heaven already.
With our
luggage,
flight
bags,
navigation charts,
and
supplies
to
A close look
t the
award plaque and
the
Lindy trophy
had before,
but
will always remem
ber. We made
our way
down the
taxiway,
made our
radio calls, and
were heading down Runway 27 with
the
morning
light behind
us. We
climbed
through the
shallow cloud
cover
and in
just a
minute
were on
top
with
a
beautiful
morning sun
shining off to my right
as we
headed
north
for our first rendezvous pOint,
checked our heading.
We
were listen
ing to air traffic control
ATC) out
of
South Bend, Indiana, and Chicago
Center
as we climbed
to
a cruising
altitude of 4,500 feet mean sea level.
Angling across Lake Michigan
to the
northwest
can
be a little
unnerving
for a student pilot like me, but with
Harry s careful eye on things, I was
comfortable just keeping an eye
out
,
8/20/2019 Vintage Airplane - Jul 2009
19/44
came upon what seemed like a hun-
dred windmills generating electricity.
Quite a sight I
must
say, just spin
ning
gracefully in the wind. About
this
time
we
heard
from
Oshkosh
ATe. There
had
been
some delays,
and if we weren't yet circling around
Green Lake west of Ripon, the en
try point for Wittman Regional dur
ing AirVenture, we had better find a
place to just lazily bore a hole in
the
sky for a while until things eased up.
Harry decided to head toward Fond
du
Lac
after a bit
and
set down for a
while instead of burning off fuel
at
50-plus gallons per hour even in
effi-
ciency cruise. About
15
minutes later
a more serious
ATC
communication
informed
us that an incident
had
occurred
at Wittman
Regional,
and
ATC was shutting down arrivals for
at least an hour. Now the fun began.
Harry steered our Beech from
the
southwest,
making
a nice
gradual
turn
back to enter a left
downwind
for 36 at Fond du
Lac. We
could see
aircraft coming from Green
Lake
and
Ripon like bees
going
back to the
hive.
Once in
the
pattern
we were
able to get
in
line
and
were quickly
turning onto
left base for 36. Com
ing directly at us on a right base for
36 was a Mooney. About that
time
Fond du Lac tower said, Twin Beech
cleared to land
on
36. Harry banked
our bird in a smooth 90-degree low
turn and headed
for the numbers.
The last I saw of
the
Mooney off
to
my right was it beginning to climb
out
for a go-around
and
keeping its
distance. Thanks, I thought, to the
Mooney pilot, for giving way.
the next half-hour it never let up.
After an
hour
or so of waiting, we
got
news
that Wittman
was
about
to open;
we prepared ourselves for
departure. After a brief delay caused
by
other
parked aircraft was solved
by
the
line
crew, we
made
a
hard
left turn from our parking spot
and
then
traveled
down the
taxiway for
departure on 36. One or two aircraft
departed
ahead
of us, but
soon
we
were off and turning west toward -
pon and entry
into
the
line for Wit
tman.
Scanning
for
other
planes, I
assisted Harry with information for
approach,
and
we fell
in behind
a
couple
of
Cessnas heading up the
tracks
from the southwest toward
Wittman.
We
had to
drop
the gear
and
flaps
and
go into a near-stall
configuration, with
an occasional
chirp from
the
stall warning,
to
stay
behind them. ATC asked us to do the
usual wing waggle
to
make sure we
were in communication. About the
time I thought Harry was
going to
take
the
high
and
wide approach of
faster aircraft, ATC told us to head di
rectly east from our position over
the
town of Fisk
and
follow Fisk Avenue
(County Road
N ,
which would take
us into
an
extended direct base entry
for 36 at Wittman. With light winds
Wittman Regional was
using
both
runways for arrivals.
We
had maybe
two
other
aircraft ahead of us, and
compared
to
our arrival
at
Fond du
Lac,
this was a piece of cake. That big
runway was a sight
to
behold, with
all
the
planes
and
activity going on
to our left. It was magical. Harry
put
the Beech
down
on the
numbers,
The next three to four hours were
spent cleaning the
plane
in
prepa
ration for judging
and
setting
out
a
display
that
detailed
the
restoration
of this fine aircraft. I couldn't believe
I was here,
at
AirVenture,
helping
prepare a beautiful aircraft for judg
ing. I didn t mind
dirtying
up my
AirVenture cap from
the
year before
while
getting to
baby
this beauty.
Anyone who knows about round en
gines knows they
aren t the
clean
est,
but that
makes them all the more
unique. After all, how
many
times in
one's lifetime do you get to
fly
in an
honest-to-goodness classic airplane
in exchange for preparing it for the
highlight of
being at
AirVenture. I
still couldn't believe it.
Once Harry
and
I finished clean
ing
up
and locking things up for the
night, we headed out for food and to
check out some of the other aircraft.
Of course, we spent some time talk
ing to a lot of people about our ride
and
got to
know
some of
the other
Twin Beech
parties around
us, all
great people. We
had
some visitors
from all over,
including
Australia .
Venturing through some of the clas
sic, vintage,
and
antique aircraft
on
display, we made
our
way
down
to
the ultralight strip.
We're fortunate our older brother,
Jim,
lives
in
the
nearby Appleton
area. He and his wife, Jan, welcome
us to AirVenture every year. Jim's
not
a pilot
but
enjoys
the
show enough
to join us
one
day each year to see
and
hear
the
action
and
take plenty
of pictures. They knew of our plans,
but
we called
them
to
set
up
a meet
8/20/2019 Vintage Airplane - Jul 2009
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dew and a few night bugs stuck on the
surfaces, set up the restoration photo
display,
and chat with those who
came by to admire the
Beech.
One fel-
low gave quite a compliment by say
ing he had been around AirVenture
three days taking pictures and that the
Twin Beech was
the
best looking of
the lot. The judges arrived promptly
as
planned and quickly went about their
duties. We could tell they were im
pressed, but there are
so
many beauti
ful aircraft here at Oshkosh. Anyone
would be hard-pressed to judge them
all.
Several others stopped
by,
includ
ing the pilot-owner,
Rod
Lewis, of the
P-38 Glacier Girl That was a special
treat.
We
watched a lot of planes ar
rive through the rest of the morning,
monitoring
ATC
and
admiring
the
controllers' professionalism.
Harry stayed with
the
plane,
and I
headed out to check
out
the displays
and
consider some souvenirs from
my
stay. My
daughter,
Suzie,
had
and
finally
made
i t
back
to
the
plane.
A nice surprise was there
waiting
at the Twin Beech
when
I got back.
An
invita
tion
from
the
judging com
mittee to attend the Saturday
evening awards ceremony
had been
handed
to
Harry.
Wow This was to be a real
event-fi lled week I'm sorry
the owner, Tony,
wasn t in
attendance.
We
called to let
him
know of
the
invitation.
I
could hardly wait. The rest
of the evening was taken up
with a
few
conversations with
admirers of
the
Beech
and shutting
down for the night. We walked over
to
the
Theater in
the
Woods to take
in
the
program.
I
believe
that night
included an interview
with
Jimmie
Doolittle's navigator, Dick Cole. That
was
primetime, too.
Saturday was taken up with trying
to get
in as much as
possible with the
commercial building displays, more
air show with warbirds
and
all, tak
ing in
the
Ford exhibit, checking out
some of
the
newer designs,
and
ad
miring
the work of others. The big
aircraft at show central are always a
hit,
as
are
the
military aircraft dem
onstrations. There was so much
to
see
and
do. Of course,
the
evening
program was yet to come.
Theater in
the
Woods is a special
setting for AirVenture faithful. This
is
where we get
to
know
those who
have made aviation such a grand un
dertaking. Many notable figures have
appeared there, and the programs are
came
to
the
stage
to
be recognized
for their achievements.
We
sat there
not
knowing for sure what
the
out
come would be, just that our atten
dance
was
requested.
Finally, the
moment
came
and
brother Harry
made his way to
the
stage to receive
the
Bronze Lindy for
the
Outstand
ing Customized Contemporary
Air-
craft. Older brother Jim was there
taking
pictures, as was
I
Harry ac
cepted
the
award
on
behalf of Tony
Miller,
the
owner.
I
was very proud
to be even a small part of it all. Back
at
the
house
that
evening, we remi
nisced about the
entire
goings-on
and then,
sadly,
began plans
for
Sunday
and
leaving AirVenture.
The time had finally come to pack
up
and
be
on our
way back
home.
We
contacted the volunteer
shed
handling departures and cranked up.
Again, Harry had to make a hard turn
out of our parking spot to avoid some
thing, this time a PA speaker pole. Out
on the taxiway there
was
quite a line.
Then to top it
off,
a departing aircraft
apparently lost a fuel cap. Runway 18
was
shut
down
to allow a couple of
vehicles to cruise the runway looking
for the missing cap. When the runway
was finally cleared,
the
line moved
fairly quickly under the watchful eye
of
the
controllers. I was able to take
a couple of quick
photo
shots
as we
lined up
on
Runway 18 of
the
long
runway ahead of us and a final shot
of the miracle of AirVenture. Winding
up those beautiful radial engines,
we
climbed
out
to about 500 feet
until
clear of
the pattern
and
a
few
miles
beyond, and
then
began climbing to
8/20/2019 Vintage Airplane - Jul 2009
21/44
Over
the
years, I have had several airplanes insured with AUA
and I can tell you that their attitude and their service is tops.
I know from experience that they
won't
turn their back on you;
they ll be there to help when you need them.
ou
can t do any
better than
AUA
Going
to
Airventure
- Emory hronister
Emory
Chronister
Stonevilre NC
_ Graduated from Embry-Riddle
Aeronautical Institute in 1962
_ Joined
Braniff Int
l Airlines
in
1965
_ Over lost 40 years
has flown for
three
airlines
a
charter
company
and as a corporate
pilot
_
29
000 hours
8/20/2019 Vintage Airplane - Jul 2009
22/44
8/20/2019 Vintage Airplane - Jul 2009
23/44
I
went
to Williams AFB and flew
T-33s getting ready for F-80 fighter/
bombers overseas. I
wasn't
crazy
about the F-80, but
at
least t was
a fighter. I really wanted F-86s, but
they
were a
ll
going to
the
more sea
soned hands .
Fate
has
a way of changing the
cards
an
individual holds in the
oddest
of ways, but seldom
is
i t as
odd as the next turn of events.
I was on leave
during
Christ
mas of '51
from fighter/bomber
sch
ool at
Ne
ll is. I
decided
to
try
to
drive throu
gh
a blizzard, which
was a serious mistake. I got stuck
and
nearly died before
being res
cued. However, I had frostbite seri
ous enough that they temporarily
grounded me and I couldn't report
as per
my
orders.
When my new
orders
arrived,
it was to be part of the first class of
pilots
to
be checked
out in
F-86s. I
was finally going to get to fly the
fighter we all dreamed about.
When he
arrived
in Korea
he
flew
100
combat
missions
in the
F-86 with the 51st Fighter Group.
Bob
wen
t
on
to
a
disting
u
ished
career in
the
Air Force, which in
cluded 170 missions in Vietnam
flying RF-101 Voodoos, before retir
ing as a fu ll colonel.
Although the
military kept
him
in t
he
air
and
moving from base to
base, it wasn 't
enough to
satisfy his
aeronautical
desires, so
he bought
his first airplane.
I was
based
at Offutt
AFB in
Omaha and kept my Swift
right
th ere on base.
The
old man, Gen.
8/20/2019 Vintage Airplane - Jul 2009
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With just a couple of slight changes to make
the
150 a bit more accommo
dat ing
to
the modern operating environment
the
interior of
the
restored
150 hearkens back to a less complicated t ime of flight instruction and per
sonal transportation.
We
flew over
to
Spring Valley,
and the gentleman who had i t
for
sale met us there.
t
was David
Pi
installed
a full gyro panel and
did
what
we
thought
was a first-rate job
on the
airplane.
The
distinct head on
view
of
the
high-wing essna is punctuated by
the deep black McCauley prop.
Cessna 140As because their tapered
metal wing
was a
little more
effi
cient than the early model wings.
Bob the elder continues,
I
liked the A Model 1405, but
then
I
started looking even closer at con
verting a square-tail 150
into
a tail
dragger. That
would
be the best of
all worlds. t had the Fowler flaps
and
better ailerons as well as a more
modern panel.
The
only
thing
wrong
with
the pre-'63, straight-tail
150s was
that the
little
wheel
was
on the wrong end.
So, we decided
8/20/2019 Vintage Airplane - Jul 2009
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Bob Jr., mom Robbie, father Bob Sr., and brothers Chris
and
Greg all had a hand in creating a new-old classic.
you still need an airplane to convert.
Bob
Sr.
says, I started the search
in
the
usual place,
Trade-A-Plane
and found a listing for a 1963 C-lS0,
which was the last year of the straight
tail and had
the
best panel. The air
plane
was
in Mountain City, Tennes
see so we
bought it,
then
drove 950
miles to pick it up, intending for one
of
us
to
fly
it home.
When
we got there
the
airplane
had
no wings or tail on it.
At
some
point in the past, the
seller
had
taken i t
apart
and
taken
it home
so
he
wouldn't
have
to
pay stor-
8/20/2019 Vintage Airplane - Jul 2009
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with
one
from a
14 A
to
get rid of
the
nose-gear
mount
bracketry
and
to clean up
the
cowling area.
Part of the firewall forward
cleanup includes removing the
steering mechanism and
flush
patching
the
holes in
the
boot
cowl. And,
of
course,
you have
to
cut
the nose-gear
connections
off
the
pedals themselves.
We
spent
quite a bit of time tidying up every
thing
ahead of
the
firewall.
When
we started on
the
instru
ment
panel,
the
original idea was
to
hard-mount the
entire thing,
but
we decided to maintain
the
original
panel
on the
right. We'll
do
a plas
tic overlay for
the
entire panel, as
soon
as we
can
get
Mom
and Dad
to stop flying it for a day or
two.
Dad chimes in, "We didn't
plan
on
redoing the wingtips
and
the
dor
sal,
but
the dorsal was pretty sorry.
t
wasn't straight because
the mount
ing
flange was bent and
probably
always
had
been.
So
Chris did a
'fl_
angectomy.'
He
cut
the
entire flange
off, made another,
and
riveted it in
place. He also
made
up mounting
flanges for
the
152 wheelpants."
Once
the
airplane was on its gear
it was Bob Jr.'s turn.
"I
painted
everything
inside, in
cluding
the
doorsills, so we wouldn't
have to worry about
them
when
painting
the
rest of
the
airplane.
"We replaced all of
the
glass,
and
when
it came time to
do the
uphol
stery,
[we]
used Airtex seat kits
and
the
wool
headliner, but I had
to
work it quite a bit
to
get a clean fit."
Little by little,
as
the
airplane
came
together, the pile of
painted
pieces continued
to
grow, and Bob
Jr. kept moving
them into
his back
bedroom for safekeeping.
"I
took
some
time to build
a
regular paint booth
for
the
fuse
lage
and the
wings,
and
it was well
worth
the
effort."
As
Oshkosh 2004
began
bearing
down
on them,
Bob Jr. says
they
were
putting
in 80-hour
weeks try
ing to
get
everything done.
Plus,
their
mother had just gotten out
of the hospital from bypass surgery
and didn't
have
enough
strength to
flare the PA-12
to land
it. For
that
reason alone, they vowed to
have
the airplane
at Oshkosh, when
their parents showed up.
Bob Jr.
says, We decided to
go
with
a
slightly
modified
1955
Cessna 180 paint
scheme,
but
we
had to do it in red. Dad
is
a real red
freak, so
there wasn't
even a ques
tion
what
color
the
trim would be.
He
continues, "We really wanted
to surprise them,
and,
in fact, we
sort of
kept
it
a
secret, and they
didn't see
the
airplane for the first
time
until
the two of them walked
up
at
Oshkosh. Mom hadn't been
out of
the
hospital very long at all,
and she absolutely lit
up when
she
saw
the
airplane.
That
was
the
ef
fect
Chris
and
I
had both been
hoping for. That
made it all worth
while.
The
fact
that
we received a
Bronze Lindy made i t even better "
These days
so
many families
have
a difficult
time maintaining
their relationships
as
the
kids
get
older
and
new families begin
to
take
precedent. However, it
doesn't
take
more than
a few minutes
around
the McBrides to realize
that
they
definitely
don't
have
that
problem.
Love takes
many
forms,
and
in this
case, it
is
shaped like a little red and
white
airplane,
and neither
Bob
Sr.
nor
Robbie McBride
would
have it
any
other
way.
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CONCORDE
COCKPIT
CREWS 40TH
ANNIVERSA
OTH AN IVER A Y
OL
AIR
CAMPER
80TH
ANNIVERSA
JE
F
DUNHAM LIV
8/20/2019 Vintage Airplane - Jul 2009
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BY RO ERT G. LOCK
dhesives and
bonding
Part
II
In
this
issue I want
to
follow up
on the
subject
of a
previous
arti
cle-bonding.
Specifically, I want
to comment on the
use
of epoxy
resin
on type
-certificated aircraft.
But first, le t 's exp l
ore
where
the
FAA stands on
this issue . Advisory
Circular 43.13-1 B
is the
latest
re
vision and
contains
the
approved
adhesive for
the construction and
repair
of
type-cert ificated aircraft.
Chapter
I, Paragraph
1-
4a
1 )
says
to
refer
to the
aircraft
repair
manual for acceptable
adhesive
selection. There's
only
one
prob
lem here-there re no structural
repair
manua ls for
old
airplanes
Paragraph 1-4a (2) says adhesives
must
meet a
military
specifica
tion
(mil spec), aerospace material
specification
(AMS),
or
technica l
standard
order
TSO)
for "Wooden
Aircraft Structure." Further, Para
graph
1-4b states, "Adhesive tech
8/20/2019 Vintage Airplane - Jul 2009
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heCommand-Aire upper wings taking shape. Note
that
the wings are bol ted
together
to assure proper
fit
when aircraft will be rigged for flight. At this point
the leading edge plywood skin has not been installed.
Installation
of
the leading edge skin takes skill; the job
is
made easier if one
has
done it before. Nailing strips
will be used to apply pressure to glue joints while the
adhesive cures. Nailing strips are cut from clear pine
and will measure 118-inch thick and 114-inch to 1/2-inch
wide depending on how wide the glue
joint
requires the
clamping pressure to be applied.
The upper left
wing
for a New Standard ready for
installation
of plywood
leading edge. The lower skin
is bonded in place and varnished well to resist water
damage. Outboard skin
is
bonded in place, and nailing
strips can be seen apply ing pressure to the adhesive
joints. Inboard skin has been prepared by applying
several coats of varnish. Note the rib, spar, and stringer
locations do not have varnish
but
are the raw wood. A
light
sanding,
just
enough to scratch the surface, will
improve bonding strength. Adhesive is applied to both
surfaces
to
be bonded, and the skin aligned and tacked
in place at the
upper
corners. Now the nailing strips
are
put
into place to
apply
pressure to the
joint
Waxed
paper is placed between nail ing strips and skin. I ll go
into more detail
as
to
how
to align, mark, and apply skin
in a future article.
8/20/2019 Vintage Airplane - Jul 2009
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from Aircraft Spruce Specialty
Company
or almost of C-clamps or para llel cla mps. Clamping pressure
any
marine
supply business. for those older adhesives is recommended at 125-150
There are precautions that must be observed wh
en
psi
fo
r softwoods a
nd
150-200 psi for hardwoods. I f
using any epoxy adhesive. For old-timers who have one uses that mu ch pressur e w
ith
epoxy adhesives,
used Resorcinol or plastic resin (no longer approved) the pressure will drive the epoxy resin from
the
joint
adhesives,
clamping
pressure for spar splices
or
any and a
wea
k
bon
d will
occ
ur. A
clamp
that
applies
bonded
joint
with a large surface area was by means en ough pressure to bring sur faces i
nto con
tact and
allows some squeeze out of ex
cess
resi
n is n ee ded . I f possible,
spring-type clamps
and
caul blocks
should be used.
For
rib
fabrica
t
ion, use
brass
n ails an d nail through gussets for
pressure
dur
ing
cure. For
installa
ti on
of plywood
skin
over wood
rib s use nailing strips
and
lI2-inch
to S
in ch
long p lain wire nails.
Th e nail
ing
strips will be removed
after cure.
ot My m ain concern when
u s in g epoxy
re s
in is clamping
p
ressure
wh
en
th
e j
oint
r
equires
mech anica l clamping. I f mechani
cal
clamping
is required, make sev
eral test samples until
the
clamping
pressu
re
yields an airworthy joint.
An airwort
hy
j
oin
t will cause wood
he Command-Aire lower left wing with skin bonded to upper and
to fail or show wood fibers in the
lower surfaces. Leading edge skin
is
birch, while lower
wing
walk area
bond line wh
en
tes ted to destruc
is mahogany plywood. Difference in color is apparent. Both birch and
tion . Clamp, c
ur
e
and
destruct test
mahogany plywood are from the hardwood family
of
woods,
but
birch
is
samp les unt il you achieve the de
denser and harder than mahogany.
It
can be difficult to nail
with
brass nails,
sired result
s.
Most repairs
to
wood
especially if
it is more than l i -inch thick.
st ructures are classified as rna jor
repairs, so
the
airframe and pow
erp lant mechanic with i
nspection
authorizat ion must conduct these
tests since he or she will
be sig
nin
g to ret
urn
t
he
structure to service.
Mixing th e WEST
SYSTEM is
easy
. Wh ile
m a n y p r
evio
u s
ep
8/20/2019 Vintage Airplane - Jul 2009
31/44
slow hardener is 206. I've used only the slow hard
ener.
You
can purchase pumps that fit in
the
can
that
will meter out
the
exact
amount
of resin/hardener.
EPOXY
TIPS
Mixing:
Use
unwaxed
paper
cups;
do
not
use
any
container
that is
glass, waxed, or plastic foam. Some
times the pumps that dispense the resin and hard
ener will spit some air, particularly
i f
they
haven't
been used for a period of time. In that case, meter
some resin into a cup,
then
meter
some
hardener
into the same cup. I f
the pump
does
not
emit any
air with the material, you're good to go. I f some air
is
emitted
with
either
the
resin or hardener,
throw
the batch away and mix a new batch
as
the ratio of
resin and hardener will not be correct.
Stir slowly for
at
least a minute
to
thoroughly
mix the
hardener
with the resin. Don't whip the
mixture, as you will introduce air bubbles into the
adhesive. Popsicle sticks or tongue depressors make
good stir sticks.
Once mixed,
the pot
life will depend
on ambient
temperature
and amount of epoxy
in
the cup. Ep-
oxy resins cure by chemical cross-linking
of
mole
cules. The byproduct of this cure is exothermic heat
(exotherm). Once
the
cure process kicks off,
the
ma
terial will begin to gel. Your project must be assem
bled
and
clamped before the material begins to gel.
If
the
resin is in a pot,
the
gel time will be very lim
ited due
to exothermic heat buildup
.
So
don
t
mix
too much material at
one
time. It's always better
to
mix small quantities of ten than to throwaway large
batches when they kick off.
Spreading Use a
brush
that doesn't shed bristles.
For hardwoods (plywood) I sand bonding surfaces
lightly with a fine grade sandpaper; just enough
to
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OISE
Cribbage Boards
Handcrafted from wood, they include game instructions, pegs,
cards and historic
in
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be removed from airplane for playing.
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put some scratches
in the
surface.
Softwoods (spruce) do not need
sanding.
Spread
an even coat
on
both
surfaces
to
be
bonded , as
semble,
and then
apply appropri
ate pressure.
Clamping Apply only enough
pressure
to bring
surfaces
into
good contact and allow
for
a
small
amount
of
squeeze
out
of
resin
. Maintain pressure until
resin has cured.
Curing I usually leave clamps
in
place at least
overnight and
keep
temperature
to around 70°F (I'm
from the old school) .
FI LERS
There may be a time when a
filler material
can
be added to the
epoxy
resin
mix to create a spe
cial occasion
product.
I
have
used
two types:
microballoons and
cotton
linter.
Micro
reduces
the
density of the epoxy and can
be
mixed to any consistency from
syrup to
peanut
butter.
t depends
on
what you
are going to do
with
it. Micro
and
epoxy make good
filler
that
is
easily
sanded
but
has
very
little structural
strength.
Cotton
linters
and epoxy
resin
is strong when cured, but
it
has
little
use on
wood
aircraft
struc
tures.
e
sure to thoroughly
mix
the resin/hardener irst and then
add in
filler.
OTHER USES
When we
were
restoring
the
New Standard
biplane
, the fac
tory
made all wing and landing
8/20/2019 Vintage Airplane - Jul 2009
33/44
foam to soften. When
the lam
inated
glass
fiber is in the liB
stage of cure (resin begins to gel
and exothermic
heat increases),
the glass
can
easily be trimmed to
shape
using
a razor blade, knife,
or scissors. After complete cu re
I sanded the fairings to fit each
strut.
I
then mixed resin an
d
added
cotton linters
to make
a
thick paste and stuck the fairings
to the
struts,
applying pressu re
with masking
tape until
cured.
Adding filler
material (cotton
linters)
to epoxy
resin makes
a
good
gap-filling adhesive, but
it
doesn t sand easily, so
wipe
off
excess
resin that
squeezes out.
I then sanded
and
wrapped the
fairings with pinked-edge surface
tape and finished with the Poly
Fiber process. It worked great
and
is very lightweight.
Epoxy resins can be useful for
repair of structures due to
their
flexibility. Perhaps the F
door
to
granting
approval
for use
on
type-certificated aircraft has
opened ever so slightly. There are
some
F
field approvals available
for use of WEST SYSTEM epoxy
resins
in
wood
structures
. Some
of
the type
clubs would have a
337 available. It s only a
matter
of
time now. ........
Flight
omes
~ A L I V E ~
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in
FREE
8/20/2019 Vintage Airplane - Jul 2009
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Who we are .
. . continued from page 8
Gene
Chase
a longtime
VAA
member,
is
just one
of
the
many volunteer/members who stand ready to help. Like
Volunteers like Dwayne and Sue Trovillion exemplify
the otherVAA directors and director emeritus, Gene s a
the camaraderie and spiri t that s ust part of the VAA
great resource
to the VAA
staff throughout the year.
experience.
throughout the
country to support
local vintage airplane owners and en
thusiasts groups.
All
of these local
chapters originate and distribute peri
odic aviation newsletters to their mem
bers and supporters. Many local
VAA
chapters organize and conduct vintage
airplane fly-ins throughout the
co
u
n-
try each year for
the
benefit of area
members and the entire vintage air
plane community.
e
The
VAA
represents
its
more
than
7,000
members and
approxi
mately 40,000-50,000 non
member
vintage airpl
ane
owners
at
FAA
Ag-
ing Airplane conferences each year.
e The
VAA
nationally has 24 mem
ber elected
officers
and director
s
directly, publicly, and visibly in con
stant support of
the
vintage airplane
movement 12
months
each
year.
e The
VAA
has initiated and con
ducts the only annual Vintage Aircraft
Ha ll
of Fame program in the world.
e The
VAA
conducts and hosts
th
e
largest gathering of
the
finest show
class vintage airplanes
in the
world
each
year
at
AirVenture
in an
area
specifically reserved for vintage air
craft.
t
hosts each member attending
th
e convention
in
a newly enlarged,
most we ll known, and highly recog
nized meeting place in the world for
vintage airpl
ane
fans ...
he one and
on ly, internationally
famous
Red
8/20/2019 Vintage Airplane - Jul 2009
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• Through EAA, the VAA has access
to the highest reaches of the Depart
ment
of Transportation and FAA, as
well
as the highest reaches of the po
litical spectrum in Washington, D.C.
•
The
VAA
recruits more
than
500 volunteers each year at AirVen
ture
to
assist
in
hosting
and to
sup
port
the
700-800 vintage airplanes
that
attend the
largest
sport
avia
tion event in the world.
• As
this summary
is
written,
VAA
prepares
to launch, in mid-
July 2009,
the
first issue
of
a
new
medium,
Vintage Airplane Online
e-
newsletter. I t will be
timely
, with
current updates on
the
happenings
in the world of vintage aircraft,
and
will include a calendar of events, a
question and answer section,
photo
gallery, as well as links
to
interest
ing websites. Now, where else
can
you
be so current
on vintage
air
plane
matters
as
at
your home
or
office
computer
screen Your cost?
Zero, zilch, all courtesy of
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• Vintage operates
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to
make vintage
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to all at modest prices.
• More than 100 dedicated
VAA
volunteers provide daily breakfast
food services in the far south area of
Wittman Field during AirVenture at
our Tall Pines Cafe.
. The
VAA
maintains a complete
information
please"
booth
at
the
Red
Bam to dispense
full
information
to
all
comers who may be new to Air-
Venture or to anyone
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ir
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BY H.G.
FRAUTSCHY
THIS MONTH'S MYSTERY PLANE COMES TO
US
FROM
A SUGGESTION BY W S SMITH OF SPRINGFIELD, ILLINOIS.
Send your answer
to
EAA Vintage Airplane
P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs
to
be
in no later
than
August 15 for
inclusion in
the
Octo
ber 2009 issue of
Vin tage Ai
rp
lane .
You
can also
send
your
response
via
e-mai
l.
Send
your answer to mystery
plan
e@eaa org Be sure to
include your
name plus
your
city and state in the
body
of
your note and
put
I/(Month) Mystery Plane
I in
the subject line.
APRIL S MYSTE
RY NS WER
We didn t
fool
many
of you with
Kreutzer K-S
built
by Air Transport changed to the T-6
and
put into pro
the
April Mystery Plane. Here s
the
Manufactur ing for
LA
businessman duction for a Latin American market.
first answer we received: Allan Hancock in 1929 (NC99SY).
Julian A. Smith
The
April
Mystery Plane is a
Later the K-Sdesignation was
Hernando, Mississippi
Hayden Hamilton, who
Coach introduced in 1928 which was offered in two
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]
8/20/2019 Vintage Airplane - Jul 2009
37/44
models ATCs 170 and 171) and were designed for the
smaller airlines operating over rugged
and
desolate
country. The company also
thought
the design would
appeal
to
business owners looking for extra
comfort
and the
safety of mult i engine flying.
The
design, created by Albin
K. Peterson,
was a
baby tri-motor powered by three Kinner K-5 100
hp engines.
The cabin could
accommodate six pas
sengers in a spacious
cabin
that was
equipped
for
heat and
ventilation.
The windows were made from
shat terproof glass, thereby providing a perception of
added safety.
The
total 300
hp
provided more than
ample reserve power
that
translated
into higher
per
formance while providing ample power for
contin
ued flight i f
an
engine where
to
fail.
The Air Coach saw
utilization
with airlines op
erating
in Arizona
and Louisiana, both of which
offered bleak terrain where
the
margin of safety was
most likely appreciated by all on board. Kinner En
gine Co. operated a
K-5
as a demonstration aircraft,
flying
around the country to show
off
their
engines.
Production
was
suspended with
only
about nine
planes being
produced,
one of the
many
aircraft
companies
that
folded
during the
Great Depression.
An attempt was made in 1935 to revive the design
by the Air Transport Mfg. Co., but
this
venture was
not
successful.
Specifications:
Length: 33 feet 6 inches
Wingspan: 48 feet 10 inches
Height: 9 feet 6 inches
Wing Area: 315 square feet
Empty Weight: 2,745 pounds
Gross Weight: 4,443 pounds
Useful Load: 1,698 pounds
Fuel: 85 gallons
Maximum Speed: 130 mph
Cruising Speed: 110
mph
Landing Speed: 45 mph
8/20/2019 Vintage Airplane - Jul 2009
38/44
Eagles
Nest
at Platte Valley
Giving new meaning to the golden age
o
aviation
'
a topic that many
of
us
are reluctant to think
about: How
long
will
my
loved ones be able
to
live inde
I
t
S
Y SP RKY B RNES S RGENT
gles
Nest
project. Taylor's vision
of an aviation-themed assisted
living facility was first inspired by
Dr.
James Pa