Professional Documents
Culture Documents
A I R P L A N E
Vol. 39, No. 1
2011
january
CONTENTS
IFC Straight & Level
Setting a course for 2011
by Geoff Robison
News
10
14
16
22
24
28
24
32
34
Mystery Plane
by H.G. Frautschy
37
Classified Ads
COVERS
FRONT COVER: The Reawin marque seems to be a popular subject for a few recently completed
projects in the Antique airplane community. This is the May familys Rearwin Sportster, originally built
in the fall of 1936. Read more about it in Sparky Barnes Sargents article starting on page 4. Photo
by Bonnie Kratz.
BACK COVER: Continuing our salute to great aviation magazine covers of the past, Model Airplane
News has been a fixture within the modeling community for over 80 years, and is still going strong.
This great cover, from September of 1934, created by famed illustrator Jo (Josef) Kotula depicts the
Italian dual-engined seaplane racer, the Macchi-Castoldi 72 racer of 1933/34.
STAFF
EAA Publisher
Director of EAA Publications
Executive Director/Editor
Production/Special Project
Photography
Copy Editor
Senior Art Director
EAA Chairman of the Board
Rod Hightower
Mary Jones
H.G. Frautschy
Kathleen Witman
Jim Koepnick
Colleen Walsh
Olivia P. Trabbold
Tom Poberezny
Publication Advertising:
Manager/Domestic, Sue Anderson
Tel: 920-426-6127
Email: sanderson@eaa.org
Fax: 920-426-4828
Senior Business Relations Mgr, Trevor Janz
Tel: 920-426-6809
Email: tjanz@eaa.org
Manager/European-Asian, Willi Tacke
Phone: +49(0)1716980871 Email: willi@flying-pages.com
Fax: +49(0)8841 / 496012
VINTAGE AIRPLANE 1
VAA NEWS
Naval Aircraft Get Extreme Makeovers
Help celebrate naval aviation centennial at Oshkosh
EAA AirVenture 2011 is a designated Tier 1 event for the Centennial of Naval Aviation celebration this year, so get ready for
a host of special appearances and activities in Oshkosh next July. While many initiatives have yet to be announced, one
special treat is confirmed and well underway: repainting several current inventory airplanes in colors from previous eras.
Its all part of our outreach to help celebrate the centennial of naval aviation, said Capt. Richard Dann, director of history
and outreach for the centennial. Were attempting to teach about the heritage, which many people may not be aware of.
Examples include a pair of T-45 Goshawks painted in yellow-winged, pre-World War II tactical aircraft schemes; an S-3B
Viking done up in the colors of naval airplanes that fought in the Battle of Midway; an MH-60S Seahawk helicopter painted
like those of Helicopter Attack (Light) Squadron THREE (HAL-3) Seawolf fire teams from the Vietnam era; and an F/A-18F
with a truly unique scheme modeled after the current Navy Working Uniform.
These aircraft in every manner of heritage paint will take part in designated Tier 1 eventsincluding AirVenture
Oshkosh 2011, Dann said. Although he could not commit
to which airplanes would be par ticipating at Oshkosh,
he indicated that several of the approximately 26 aircraft
will appear.
To see a photo gallery of some of the airplanes you could
see at Oshkosh this summer, visit EAAs Facebook page.
You can also learn more about Centennial of Naval Aviation events, including the Curtiss-Ely Pusher replica (at
right) built for the celebration, on page 20 of the January
issue of Sport Aviation.
Advance AirVenture
Admissions, Camping, Flights
Now Available Online
Advance purchase of AirVenture 2011 admission and camping
is now available on the AirVenture
website, and this year you can prepurchase camping at AirVentures
Camp Scholler for all arrival dates.
With rates remaining the same
as last year, EAA members and nonmembers can make prepurchases
via a secure website, allowing ticket
holders to speed through the admissions process. Both daily and
weekly admissions are available, as
is the ability to join EAA and immediately receive the best possible
admission prices available only to
EAA members. Discounts are available to those who prepurchase AirVenture tickets online before June
15, 2011, including $2 on daily
adult admissions and $5 on weekly
adult admissions.
2 JANUARY 2011
Win a Skycatcher
From Cessna and EAA!
Entering to win an airplane has
never been easier. Weve made it
simple to enter the 2011 EAA Share
the Spirit Sweepstakes. Youll find
10 entry coupons bundled with this
EAA AirVenture 2010 Art Morgan Flightline Volunteer of the YearBradford Payne
Bradford Payne is a longtime EAA volunteer who has been coming to AirVenture since 1971. A professional pilot since 1994, and
a current United Air Lines pilot, Brad earned his pilot certificate in
1986. From the beginning it was his destiny to become the aviation guru he is. He grew up in Dayton, Ohio, just three blocks from
the Wright brothers house, and his uncle was Orvilles paperboy!
For many years, Brads entire family attended EAAs air show as
a family vacation. Each of them has volunteered at EAA at some
point. Brad and his brothers were particularly interested in the VAA,
where they could ride the scooters! Bradford has been a flight line
volunteer since 1984, and for volunteers who want to learn more
Geoff Robison, Bradford Payne and
about our aircraft, he teaches several aircraft identification classes
George Daubner.
during the fly-in. With his experience as a member of the National
Intercollegiate Flying Association, where he competed in aircraft recognition, Bradford truly is an expert in
identifying and explaining the differences among the various aircraft, and he does an impressive job teaching
others how to learn to identify aircraft as well. Bradford also creates an information sheet each year for every
type club aircraft we will be parking in the Vintage area as well as special identification fliers to help every volunteer become familiar with the aircraft in our division. Brad is one of the volunteers who can wear any hat
and work any of the positions on the flightlineand is willing to do so! He continues to add to the VAA membership. Before they married, he told Jennifer, his then future wife, Oshkosh is a non-negotiable part of the
relationship. Jennifer has also become a vital part of our division, and by this summer, they will have added
a total of two upcoming members to our organization, as they will welcome their second child! Brad loves airplanes but enjoys the company of all the other volunteers in the VAA. He feels like he fits right in because it is
the one place his passion for aircraft is shared by so many others! He looks forward to attending every year. For
him, its Christmas in July!
Congratulations, Bradford Payne, on receiving the annual Art Morgan Flight Line Volunteer of the
Year award!
VINTAGE AIRPLANE 3
T h e M a y F a m i l y s
Spectacular
1936 Sportster
BY
4 JANUARY 2011
Z
AT
IE
NN
KR
ressed in
a custom blackand-white scalloped paint scheme,
replete with gold trim and
chrome accents, the May familys
Rearwin Sportster conjures a spectacular image of dapper 1930s blacktie formality, from its classy cowl
right down to its wheel spats. Its an
aeronautical treasure that just keeps
improving with age, thanks to the efforts of one Nebraskan family.
BO
Rearwin Sportster
Its estimated that Rearwin Airplanes, which was based at the
Fairfax Airport in Kansas City,
manufactured approximately 50 of
the Model 8500s, and today, only
seven are listed on the FAA Registry. The Model 8500 was similar to
the earlier Model 7000, except it was
powered by an 85-hp LeBlond 5DF
engine and was endowed with a few
extra features. Marketed primarily as
a sportsmans airplane, the tandem
design measured 22 feet 3 inches
from spinner to tailskid and had a
wingspan of 35 feet. The Sportsters
gross weight was 1,460 pounds, it
had a useful load of 830 pounds,
and with its roomy tandem cabin,
its baggage compartment carried at
least 50 pounds. A 12-gallon fuel
tank was in each wing, and with a
5 gph fuel burn, the Sportster could
cruise 103 mph at 1900 rpm, thus
offering a 480-mile range.
A 1936 advertisement for the
Sportster Model
7000 proudly announced: Rearwin
popularity is truly international. The
shipment of two
Rearwin Sportsters now on
the way to Airtaxi Company,
Lt., Cape Town,
Union of South
Africa, proves international endorsement of Rearwin engineering skill, Rearwin
craftsmanship and Rearwin high
quality. The Modernistic lines of this
marvelous plane represent streamlining at its best.
In 1937, Rearwin Airplanes marketing slogan declared: Rearwin
popularity is proof of Rearwin superiority. As touted in era advertising, a
Rearwin pilots letter to the company
stated: Everywhere the smart appearance, efficiency and economy of
the Sportster elicited most favorable
comment.Capt. Wm. W. Ford,
Richmond, Ky. The company also
highlighted the Sportsters capabilities by stating that it had the fastest take-off, quickest climb, highest
ceiling, [and] slowest landing in the
$2000-$3500 class[and a] roomy,
luxurious cabin with unexcelled visibility in all directions. And its easy
to own a Rearwin for you need pay
only one-third down.
N16473
The May familys Model 8500,
N16473 (serial number 502), fl ew
away from its birthplace in Kansas City in September 1936, its LeBlond radial purring happily with
a Flottorp birch propeller spinning
on its nose. Landing in Hastings,
Nebraska, under the care of Frank
Cushing, its lustrous red factory
finish, highlighted by a dark blue
stripe and gold pinstriping was admired by onlookers. The Sportster
changed hands again in July 1937,
VINTAGE AIRPLANE 5
JAY TOLBERT
Three generations of the May family (L-R): Mark and daughter, Amelia;
Mike; Vivian; Jerry; and Mikes son, Josh.
One Generation
After Another
The May family comes by aviation honestlyits just in their
genes. Jerrys father, Walter, learned
to fly in 1926 and barnstormed with
Harold Warp [of Minden, Nebraskas Pioneer Village fame, and
the founder of Warp Brothers PlasticsEditor] in matching Swallow
biplanes. Jerrys eldest son, Mark,
shares additional highlights of his
grandfathers aviation career: My
grandfather was an A&E, and was
an excellent mechanic and welder,
and also a machinist. He was a
great pilot, and was friends with
6 JANUARY 2011
Amelia Earhart and Charles Lindbergh. He was a [welding instructor] for Swallow Aircraft. He worked
with Walter Beech, Lloyd and Waverly Stearman, and all the wonderful people at Swallow Aircraft.
He also worked for my great-uncle
Glen Morton, of Morton Aircraft, in
Omaha. Later, he started Mays Aircraft Service Inc. with my father in
Minden, Nebraska. My grandfather
was instrumental in my father buying the Rearwin, and both of them
restored it the first time.
When Jerry and Vivian had their
own sons, Jerry happily influenced
the youngsters by taking them
Teamwork
The family worked together as a
team to breathe new life into their
languishing Sportster. Fortunately,
they didnt have to do any extensive
hunting for parts, since the airframe
and engine were complete. As for paperwork, Jerry says, I have all of the
Custom Touches
JAY TOLBERT
The simple and original instrument panel includes a Zenith height meter.
LeBlond
The Model 8500s 85-hp LeBlond
5DF was manufactured by LeBlond
Aircraft Engine Corporation of Cincinnati, Ohio. It was a five-cylinder,
air-cooled radial, and an Eclipse Type
Y-150 starter was optional, as was a
Jones Motorola fuel pump. For lubrication, it had a dry-sump, doublegear-type pump with both scavenger
and pressure gears in a single unit.
It weighed 220 pounds and sold for
$1,250 at the factory.
Parts availability for such an engine is a primary concern these days.
Years ago, there were a few parts still
available. I had bought parts for a 70hp engine that I did for another aircraft, and when I did that, I thought,
Theyre going to become sparse. So
I bought extra valve springs, bushings, pins, pistons, and those types
of items, Jerry explains, so I had
my supply. Then when I overhauled
it this time, I had them available to
usebut now, there are no extras left!
One thing we did add this time was an
Airwolf filter, because we thought it
would be beneficial.
8 JANUARY 2011
wheel. He had the approval, and I installed the kit during the first rebuild.
So we just reused those rings and used
Cub 800x4 tires. It has multi-disc mechanical brakesone disc is stationary, the next moves with the wheel,
and so on. When you push the heel
brakes with your feet, it pulls the arm
out and squeezes them togetherit
has excellent brakes. Those pads are
nonexistent now, too, but these are
still in great shape, and I think theyll
last for many years. The aircraft was
built way ahead of its time, really;
there are a lot of things on it you see
years and years laterso Rearwin had
some really great ideas.
Describing the landing gear, Mike
says, There is a coil inside the shock
on the main landing gearits a hydraulic spring shock. It has an orifice
hole, a metal plunger, and rebound
springsand its the neatest, softest
gear! You can bounce it hard, and it
feels like you hardly touched.
Warm Memories
Ask any member of the May family, and theyll tell you that what
they like most about their treasured
Rearwin is that its a family airplane.
Mike and I remember the fuselage
sitting in the garage on its landing
gear, says Mark with a smile, and
playing in itso its always been part
of our lives. Josh, tickled by his uncles comment, chuckles and says, It
was in that stage when we were little
kids, too! To which the entire family
laughs heartily.
Reminiscing, Mark says, Back in
the old days we used to all four go in
the airplane. Mike would sit on Moms
lap, and wed trade in flightId go to
the back and hed go to the front. I
was 5 years old the last time that I flew
itwe had a Sears catalog underneath
me, and I was making landings. Id
flare, and Dad would do the rudder
pedals. So I have a lot of good memories with the airplane. It was a big part
of my grandfathers life, too.
At age 73, this Sportster Model
8500 has only 575 hours total time,
and around 35 hours since its recent restoration. Jerry has logged
100 hours on it during the years hes
had it flyingand that number will
no doubt increase as the May family
enjoys creating new memories with
their Rearwin. The well-deserved
accolades that N16473 received
contribute to those memories; it
garnered the Customized Aircraft
Champion - Bronze Lindy at AirVenture 2009, and the Grand Champion, Rearwin Family, and Texas
Chapter awards at Blakesburg 2008.
Theres one thing for certain
when Jerry embraces a new member
of his familywhether human or
airplaneits for keeps. Hes owned
the Rearwin Sportster for 55 years
and his Luscombe 8A for 51 years.
I do hang on to things, he says
with a broad, contented smile, adding, My wife feels safe! Weve been
married for 46 years. To which Vivian quickly laughs and responds,
The older you get around him, the
safer you are! With that said, the future of the May familys Rearwin is
well-secured.
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VINTAGE AIRPLANE 11
12 JANUARY 2011
VINTAGE AIRPLANE 13
ROGER THIEL
Part II
This is the second installment
of a story, wherein a large communal lightplane hangar in the present-day American Midwest during
winter, six antique airplanes come
to life and tell their tales of Depression-era survival to the newer
airplanes, who are worried about
recent national economic issues.
14 JANUARY 2011
what I hear.
Id rather not undergo this occasional inactivity, but its not comparable to how I lived the first years
of my lifeas an observer/liaison
airplane in World War II.
Compare todays stateside situation to being shot athard, fast,
early, and often! Compare it to not
having my pilot know whether he
and I would return from each of
our assigned observation missions
during the war.
I was among the very lightest
and smallest of the warplanes, and
it was up to my pilotand me
to fly into combat in my fabriccovered, unarmed frame, with extra
reserves of strength and spirit.
To kill my pilot and, not incidentally, me was worth a great deal
Italy, working on his third day without sleep, saw that one hit to my
tubing was only a crease and that it
was okay. That crease has since been
regarded by 22 civilian mechanics as
a minor factory fluke. It is perfectly
safe, but only I know the truth of
that scary day when my frame deflected the bullet that would have
otherwise killed my pilot.
For decades no one knew what I
had been through. It would be 30some years after the war that enthusiasts and restorers depicted the
L-bird experience and accorded us a
historic dignity.
And so in those years right after
the war, I never complained about
hard student landings and of various
other neglects and pilot mistakes.
But look at me now! In only
the past few years, because of my
weight, I have become eligible
for something called light sport,
which enables some pilots to fly
me all over again with a new energy. And this is yet another breath
of goodness to my life, a life that
could have ended so easily so many,
many times.
Squeak if you must, but only
when you really, really need grease.
These times, by the standards of most
of the world, are still quite grand.
VINTAGE AIRPLANE 15
My Friend
Frank Rezich
Part IV
16 JANUARY 2011
ROBERT G. LOCK
I got
sent through
basic school and
wound up in the
Air Transport
Command
Ferry Division.
armament, bomb racks, etc. Some
of these ships had their plastic
nose and tail gun turrets faired
in with sheet metal to make a
smooth rounded nose and tail. In
Memphis these aircraft were fit-
VINTAGE AIRPLANE 17
Frank served as a crewmember on the C-109, the aerial gas truck used to supply bases in the China/
Burma/India (CBI) theater of operations. The airplane had to gain an altitude of at least 19,000 feet
to clear the mountainous terrain between India and China.
18 JANUARY 2011
h i n d t h e f l i g h t e n g i n e e r s a f t
bulkhead and pointed to a device
attached to the structure. See
that? Its an auxiliary hydraulic
pump. Now you stand there and
watch it carefully while I throw
the electrical switch. When the
electrically driven motor started
there were sparks emitting from
the unit, which was located less
than a foot from a fuel tank loaded
with 115/145 fuel. Frank came
back and said, See that, sonny?
My unlit cigar wont ignite that
fuel tank, but that thing sure as
hell will. Nothing more was said!
Near the end of the war, as the
Allies continued to gain ground
moving toward Japan, the B-29s
based in China were moved to
Guam and Saipan in the Mariana Islands. Long-range bombing
would dispatch from these new
bases, and the China bases were
eventually abandoned. When flying the Hump to China was no
longer required, Frank went back
to ferrying aircraft wherever they
were needed.
Frank was released from military service after the war ended
in 1945. Frank remembered what
happened in December 1946: I
came home. No job. Just a little
bit of discharge pay in my pocket.
Mike Rezich bought this BT-13 for a commuter airplane to run back and forth from Stinson Aircraft outside of
Detroit and the south side of Chicago.
set of good lower wings, re-covered
and assembled the airplane, test
flying it and storing it at Willie
Howells Airfield south of the Chicago Municipal because of the municipal airports expanded size and
higher traffic density.
Franks UPF-7 was only the second airplane owned by other than
brother Mike. Up until this time,
Mike owned all the family airplanes. Nick bought a Culver Cadet new from the factory in 1942,
before Frank bought his Waco.
The Culver was the only new airplane the family purchased. This
same Culver has been returned to
the family, as Nicks son Jim now
owns it. (Well have more on it in
Part 7.)
Thanks to the 50-foot gate
near the Rezich home on LaPorte Street, Nick bought a surplus Vultee BT-13 ship to use as
a commuter when he briefly
worked for Stinson Aircraft in Detroit after the war. The airplane
was taxied to the family shop,
where it was converted to civilian status and received a CAA license complete with registration
number NC9535H. Nicks son Jim
20 JANUARY 2011
remembered, They tried a special clear coat on the polished surfaces, but it didnt work, so the
airplane ended up getting painted
a sand/tan topcoat color. Frank
painted a red stripe on the fuselage side and around the nose of
the engine cowling. He would also
have to paint the civilian registration number on the rudder. The
airplane was later modified as a
skywriter, and Nick had a contract
to write Muntz TV over Chicago
one summer. He got some help
from one of his friends, but had
problems when he wrote the Z
in Muntz backward! Weve included a shot from Franks collection of the BT-13 behind the
Rezich home. Note the wood
wings standing against the building, on the right side of photo.
Jim remembered, The wooden
wings in the background are most
likely from Gordon Israels Redhead racer. One day Mike decided
to clean up and threw them in the
burn pile.
Ready to proceed with his life,
it was time to move away from
home. Frank recalled, I looked
around the airport, but there
w a s n t m u c h h a p p e n i n g , s o I
checked with United Air Lines.
Well, United said come work for
us as a junior fl ight engineer. But
that is a bus drivers job, so you
can get laid off every six months.
I thought, I can do better than
that. So I stayed home and started
calling around and found a hangar
just west of Chicago, a little ways
on an airport that has a quarry on
itStinson Airport. Okay, I can go
over there and work as an A&E.
There were guys buying up these
surplus airplanes. Aha, we want
to convert them for civilian use.
So I opened the hangarRezich
Aircraftand the first and biggest
jobs I had were Howard airplanes.
So I worked that shop because it
was right up my alley. Then Nick
talked me into building a racer. I
started that in 1946.
Next month, in Part 5, Frank designs the Rezich brothers racer for
the Cleveland Air Races and is requested to join the Ford Motor
Company as a technical representative on the Pratt & Whitney R-4360
radial engine, which was being built
by Ford under a licensing agreement
with Pratt & Whitney.
MCRAE
poration of Topeka and in 1920 designed and built the New Longren,
a side-by-side two-seat biplane that
featured a well-streamlined, semimonocoque fuselage of molded fi-
Editors Note: The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts
related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!HGF
22 JANUARY 2011
strips. Ailerons were used on the upper wing only and were interchangeable, with control by torque tube.
Swivel fittings allowed the wings to
be folded without affecting the controls. When folded, the wings were
braced to the fuselage to allow towing to the airport by car.
The tail surfaces were of a thick
section for rigidity, with rudder and
elevators operated by torque tubes.
The elevator controls were entirely
enclosed in the fuselage, and the
rudder had only a short length of
control cable exposed.
The landing gear was of the cross
axle type supported by streamlined
V-struts on each side and used rubber cord for shock absorbers.
The New Longren was intended
to be a business and pleasure airplane of moderate price ($2,465) for
the individual owner. The low cost
of maintenance and small storage
space required were big advantages.
The U.S. Navy was experimenting with small airplanes in the early
1920s and purchased three of the
New Longrens to test the servicing
performance of molded fiber construction; a potential answer to faster
and cheaper construction. After several years of testing, the Navy decided
to buy additional airplanes from Longren, but by that time the company
was no longer in existence. It had
been unable to compete with the low
prices of the World War I surplus airplanes that were then available.
The New Longren reportedly flew
and handled well, and at a flying
meet in Kansas City in November
1921, it won the looping contest
with 38 loops. The takeoff distance
was 125 feet, and the landing run
was 75 feet. It was reported that a
total of six were built.
Longren remained in the airplane
business, however, and in the early
1930s built a very attractive twoplace, all-metal biplane in Kansas
City, using the Martin 120-hp engine.
He subsequently worked for the Spartan Aircraft Company in Tulsa and
then moved to California, where he
manufactured hydraulically operated
metal-forming machinery.
550 pounds
500 pounds
1,050 pounds
189 square feet
5.55 pounds/square foot
17.5 pounds/square foot
96 mph
250 miles
Reference:
Aviation magazine, September 19, 1921
Aerial Age Weekly, September 26, 1921
Flight magazine, June 8, 1922
Aircraft Yearbook, 1923
VINTAGE AIRPLANE 23
Morton W. Lester
EAA 55178, VAA 14
BY JACK
24 JANUARY 2011
Lester Airport was a Piper dealer, and this pre-WWII photo shows their first
J-5 Cruiser. Morton and his father are standing by the ship with Mortons
younger brother perched on the engine.
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VINTAGE AIRPLANE 25
The Antique/Classic judges pause for a photo in 1972. Morton is the third one from the left, standing in the back.
back to the United States, restore it to
flying condition, and donate it to the
EAA AirVenture Museum in Oshkosh.
Morton purchased a derelict aircraft that at the time was believed
to be the prototype Johnson Rocket,
saving it from being junked. He subsequently sold it to Leonard McGinty,
who had it restored. After Leonards
death, the airplane was purchased by
the Swift Museum Foundation. Subsequent research has revealed that
the airplane was initially the Swift
prototype and, later, after some modifications, was re-designated as the
Johnson Rocket prototype. It will be
displayed in the Swift Museum.
Several other vintage aircraft,
This is my 1929 Travel Air Model 6000. It was truly a joy to fly. As a footnote, it flew much better fully loaded than it did when flying solo.
26 JANUARY 2011
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Vintage
Mechanic
THE
BY ROBERT G. LOCK
Test flights
his months discussion is on a subject that can
cause stress, both emotional and physical. It is
the test flight.
In previous publications we have discussed various
subjects dealing with aircraft restoration, but now is
a good time to talk about the dreaded test flight.
Perhaps you have spent several years restoring your
airplane to pristine condition and
finally its time to see how well it
flies. Here are some of my thoughts
on the test flight, and hopefully,
ideas that will make that first flight
safe, successful, and enjoyable.
When I was instructing A&P
mechanics at Reedley College in
central California, my airframe
classes focused on restoring an
a i rc r a f t t o f l y a b l e c o n d i t i o n .
These aircraft were quite simple, mostly Aeronca 7AC and
11AC/11CC, Cessna 140, and
Taylorcraft-type airplanes.
My classes numbered 20 to 50 students who all
took part in the live airplane work. I would have
half of the class working in the lab, so I supervised
10-25 students, all involved with return-to-service
aircraft. Needless to say I spent many hours after students left our facility closely inspecting their work. In
the end, I was the fortunate soul to fire up and test fly
the airplane.
My duty as test pilot was also put to use in my
own shop, as I completed restoration of antique aircraft. Having been in the seat for the first flight many
times, I developed some guidelines that have worked
well for me.
First, test flights should be conducted in the early
morning hours when the air is calm and cool. Select a
day when there are no crosswinds to deal with so that
demon wont enter into the picture.
The mental state of the test pilot is as important as
the ability to fly an airplane. You must be ready and
. . . make
that first
flight safe,
successful,
and
enjoyable.
28 JANUARY 2011
I like to do a small amount of slow flight, conducting a sample landing pattern starting at 2,500 feet
above the ground. But while conducting any maneuvers it is important to keep the engine cool. The airplane should be trimmed for all flight attitudes and
airspeeds. If the center of gravity is properly placed,
this will happen. If the airplane is either nose- or tailheavy you will run out of trim travel before control
stick pressure neutralizes. After 20-30 minutes I land to
check the airplane and engine over before continuing.
Takeoffs on a test flight can be fun, but the first landing is always a memorable event. Here are a couple of
ideas to ponder.
First, a good landing is always accompanied with a
good approach. A lousy approach will usually result
in a lousy landing. Biplanes have very poor visibility over the nose. They also come down fast if you
pull the power off. With this in mind, make your
approach to landing by holding some power all the
way to the fl are. At airfi elds where I can dictate the
pattern (uncontrolled), I shoot the downwind at 800
feet AGL, turn base at 600 feet AGL, and turn final at
400 feet AGL.
Keep pulling the power off; its a game to play on
landing and keeps you from getting too bored. The
game is to continue reducing power but not adding
power to make the runway. To this day my approaches
are a little high to allow me to see the runway over the
engine. I will never shoot a low final and add substantial power to make the runway. You cannot see anything in front of you, so dont do it!
Another idea for the final approach is to use a little
slip so you can see the runway. This trick worked
well when I was flying a Pitts S2C with Sean Tucker
and Ralph Riddel at Salinas. You could set up a cross
control slip and when you crossed, the numbers just
set the airplane down the runwayit was already
flared to the three-point attitude. Hold it there until all
three wheels touched down. Squeak and youre down.
Oh, it was fun!
The second flight can be a more in-depth investiga-
To stability
test the
airplane, begin
at a safe
altitude, at
least 3,000
feet AGL.
There is nothing more exciting than a test flight in a strange airplane. When I
first flew the Command-Aire from the Lakeland, Florida, airport in 1989, however,
it felt like I had flown it before, perhaps in another life. It was sweet! After 11
long years of restoration, my pride and joy finally took to the air. This photograph
shows the Command-Aire taxiing back to the Sun n Fun museum hangar after
the successful test flight.
Airspeed control on final is critical to making good
three-point landings. I have flown the Command-Aire
since 1989 and have many takeoffs and landings in all
types of wind conditions, so I have the three-point attitude memorized. I flare the airplane out to that threepoint attitude and hold it until a full-stall landing
occurs at minimum airspeed. I even three-point land
the airplane in crosswinds.
The important point to remember is, the test flight
is a check of systems, stability, and control. Make notes
carefully so adjustments can be made in a controlled
fashion. The airplane must be slowly tweaked until it
flies just right. The photo above shows the New Standard completing a fly-by at low altitude for all those
in attendance to see this beautiful airplane close up.
Note that ailerons and elevator are streamlined, giving
a clue that the rigging of the airplane is really close.
Now go out and have some fun with that great biplane! Good luck and happy flying!
Editors Note: EAAs Flight Advisor program isnt just
for homebuilders; its for any pilot who is preparing to
test fly his newly constructed or restored aircraft. You can
learn more about the program on the Web at www.eaa.
org/flightadvisors. To find a Flight Advisor, log in to EAAs
online community at www.Oshkosh365.org and click on
the EAA Members Only tab in the bar; on the left side
youll see a listing for the program under the Flying heading. We urge anyone contemplating a first flight to take
advantage of this important member benefit!
HGF
VINTAGE AIRPLANE 31
Vintage
Instructor
THE
32 JANUARY 2011
VINTAGE AIRPLANE 33
by H.G. FRAUTSCHY
MYSTERY PLANE
This months Mystery Plane comes to us via Wes Smith. It is a twin of
foreign manufacture and registration.
34 JANUARY 2011
engine, featuring flush-top wing radiators. Parts of the design were influenced by Curtiss R-6 and R2C/E3C
racers. These flush-mounted wing radiators were meant to reduce drag but
tended to leak, dumping hot water on
the pilot. They would also have been
very vulnerable in combat! Eventually, three XPW-8 prototypes were
constructed (23-1202 to 23-1203)
and 25 PW-8 (PW = pursuit, watercooled) production aircraft (24-201 to
24-225) were ordered on 14 September 1923. They were delivered from
June to August 1924. Armed with a
pair of .30-caliber Marlin machine
guns, the PW-8 had a top speed of
165 mph at sea level, a range of 440
miles, and a ceiling of 23,300 feet.
The PW-8 led to the more famous P-1
Hawk series of Curtiss fighters.
PW-8s were assigned to the 1st
Pursuit Group at Selfridge Field,
some even flying on skis. Lt. Russell
Maughan flew PW-8 (24-204) from
Long Island, New York, to San Francisco on 23 June 1924, in a famous
dawn to dusk flight that lasted 23
hours and 48 minutes with five refueling stops. It covered 2,607 miles.
Maughan had previously attempted
two such flights in the prototype,
23-1201.
A similar photo of 23-1201 in the
snow, but with a pilot in the cockpit,
appears in Wagners American Com-
VINTAGE AIRPLANE 35
36 JANUARY 2011
The second
prototype was
dimensionally
somewhat larger
than the L-18-1/
PW-8, and the
radiator area
was increased.
tal flight in July of 1923, using the
prototype machine. He accomplished
this feat the following year on June
24, 1924, using the fourth production PW-8 (A.S. 24-204) modified
with additional fuel tanks (75-gallon
main, 47-gallon rear, and 45-gallon
drop tank; McCook P-361). The first
several PW-8s were used as test aircraft. A.S. 24-202 (P-358) was fitted
with an external supercharger. The
third prototype (L-18-3) was com-
VINTAGE
TRADER
S o m e t h i n g t o b u y,
sell, or trade?
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
reser ves the right to reject any adver tising in
conflict with its policies. Rates cover one insertion
per issue. Classified ads are not accepted via
phone. Payment must accompany order. Word
ads may be sent via fax (920-426-4828) or e-mail
(classads@eaa.org) using credit card payment (all
cards accepted). Include name on card, complete
address, type of card, card number, and expiration
date. Make checks payable to EAA. Address
advertising correspondence to EAA Publications
Classified Ad Manager, P.O. Box 3086, Oshkosh,
WI 54903-3086.
MISCELLANEOUS
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Arlington Municipal Airport (AWO),
Arlington, Washington
July 6-10, 2011
www.ArlingtonFlyIn.org
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Messe Friedrichshafen,
Friedrichshafen, Germany
April 13-16, 2011
www.AERO-Friedrichshafen.com/html/
en
SERVICES
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mike@biplanebuilder.com, www.
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polyfiber.com
information@polyfiber.com
800-362-3490
VINTAGE AIRPLANE 37
ets.ts
k
c
i
t
ke
ture.org/tic
n
e
e
V
Air entur
r
rV
youw at Ai
n
e o e no
Savy onlin
Bu
Its gonna be
a big day. All
week long.
This year weve packed each day
(and evening) of AirVenture with
special events and attractions
youll want to plan around.
Monday, July 25
Opening Day Concert
Tuesday, July 26
Tribute to Bob Hoover
Wednesday, July 27
Navy Day
Thursday, July 28
Tribute to Burt Rutan
Friday, July 29
Salute to Veterans
Saturday, July 30
Night Air Show Returns
Sunday, July 31
Big Finale, the Military Scramble
VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
President
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
chief7025@aol.com
Vice-President
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Oconomowoc, WI 53066
262-560-1949
gdaubner@eaa.org
Secretary
Steve Nesse
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Albert Lea, MN 56007
507-373-1674
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DIRECTORS
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269-624-6490
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DIRECTORS
EMERITUS
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PO Box 470350
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920-231-5002
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15401 Sparta Ave.
Kent City, MI 49330
616-678-5012
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5936 Steve Court
Roanoke, TX 76262
817-491-9110
genemorris@charter.net
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PO Box 219
New Egypt, NJ 08533
609-758-2910
jrturgyan4@aol.com
TM
TM
airventure@eaa.org
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Copyright 2011 by the EAA Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine,
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VINTAGE AIRPLANE 39
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WI residents add 5% sales tax.
40 JANUARY 2011