February - EAA Chapter 1389

Transcription

Builders Log
Builde
rs Log
NEWSLETTER OF CHAPTER 1389 OF THE EXPERIMENTAL AIRCRAFT ASSOCIATION
Feb. 2010
Glenn Moore's
Ryan ST-R
p.4
MEMBER GUIDE
Check out the Website!!
Contact Info__________
Web Site
www.eaa1389.org
-----------------------------OFFICERS
For those of you who may still not know, we have a wonderful website put
together by Larry Landucci (http://www.eaa1389.org). It has info on our club, our
members, events, projects, and much, much more. Our website is a wonderful
resource that we should be very proud of. Thanks Larry!!
President..........................Scott Compton
[email protected]
608.848.4108
Vice President................Neil Robinson
[email protected]
608.238.4429
Treasurer...............................Lanny Smith
[email protected]
608.231.1496
Secretary...........................Larry Landucci
[email protected]
608.845.7961
Newsletter Editor.....Jakob Robinson
[email protected]
608.238.4429
Web Editor.....................Larry Landucci
[email protected]
Tech Councilor........................Al Barger
608.846.1941
Tech Councilor….................Bill Rewey
608.833.5839
Meeting time, meeting time
Our next meeting will be at the usual winter time on the first Wednesday
in February. Keep warm and hope for good flying weather.
NEXT MEETING:
Airport Info__________
C29 Middleton Municipal - Morey
Field Middleton, Wisconsin, USA
Wed. February 3, 6:30pm in Morey FOB conference room.
Program – Scott Compton will be showing a video on runway incursions.
Airnav Page:
www.airnav.com/airport/C29
FBO
Morey Airplane Company
8300 Airport Rd.
Middleton, WI 53562
(608) 836-1711
Fuel available: ………………100LL, JET-A
Parking: …..HANGARS & TIEDOWNS
Airframe service: ………………….MAJOR
Powerplant service: ………..…… MAJOR
Bottled oxygen: ………………………NONE
Bulk oxygen: …………………..……….NONE
Send thee in thy words
I am happy to announce that starting with the March newsletter I am
instituting a new program to boost newsletter content. Each submission over 100
words will earn the author a chance to win a $10 gift certificate at the airport diner
in Lone rock. Two certificates will be awarded yearly. One at the Fly-in or the July
meeting, whichever comes first, and one at the December meeting. It is my hope
that this will motivate people to submit a steady stream of content for the
newsletter.
- Jakob Robinson, Editor
Runway 10/28
Dimensions: 4000 x 100 ft. / 1219 x 30m
Surface: asphalt, in excellent condition
Runway edge lights: medium intensity
Runway 1/19
Dimensions: 2000 x 120 ft. / 610 x 37 m
Surface: turf, in good condition
1
DEPARTMENTS
F E A T UR E S
4……Glenn Moore’s Ryan ST-R
3……From the President’s
Desktop
3……Editor’s Perspective
3…...Tresurer’s Report
3……Young Eagles Update
8......Fun and Games
9…...Classified Ads
10….Fly-in Fun
2
DEPARTMENTS
From the president’s
desktop
After taking off January, we now have the February
newsletter out and hope that helps brighten your
winter. The highlights from January's meeting were
Al Barger's torque wrench presentation, and a
videos from Oshkosh. I went over the survey
results and a BIG thanks to everyone who
participated.
Another reason to join us at the meeting is the sign
up sheet to present a program for the coming year!
I have several members who suggested an interest
in presenting to the club. I will fill in the meetings
on a calendar with the topics and presenters.
So I look forward to seeing everyone at the
February meeting. The agenda is getting updates
from members on their current projects, progress
report on the park equipment, and videos from the
FAA about runway safety. I would like to get a list
of members who would like to receive the Chapter
newsletter via mail instead of email.
Sincerely,
Scott Compton
Editor’s perspective
I would like to say hello and express how much I am looking forward
to my term as editor. During my tenure, I hope to live up to the faith you
have all placed in me and bring you a high quality publication each and every
month. And please remember that this is your newsletter too. Contribute
articles when you can and always feel free to call or e-mail me with any
suggestions, questions, or concerns.
I will of course try to fill the newsletter with interesting reading
every issue, however, It’s always more fun when everyone participates. If you
have suggestions of articles from third party publications that you think
merit reprinting in the newsletter, let me know and I’ll try to get permission
to use it.
Also, I do apologize for not bringing out a Jan. newsletter but my
life was quite busy over the holidays. Now that contacts and templates are in
place, I will be sending out a newsletter on the last day of each month.
Thanks in advance for your contributions and support.
- Jakob Robinson, Editor
Treasurer’s report
January 2010
Savings Balance
$14,516.95
Checking Balance
77.92
TOTAL
$14,594.87
- Lanny Smith, Treasurer
Young eagles update
We have a full year of young eagles events to look forward to and prepare
for. As it stands we are planning our usual three young eagles days which, if
the weather cooperates, should allow us to fly about 150-200 kids.
2010 Young Eagles Rallies
May 15……….9:00AM – 12:00noon
July 10……….9:00AM – 12:00noon
October 2……9:00AM – 12:00noon
Total rides credited to the chapter…….698
3
Glenn Moore's
Ryan ST-R
From Sportsman Pilot Summer 2000 Issue
Years ago someone speculated that antique airplanes such as the Cessna Airmasters would eventually disappear because no one would
consider so challenging a task as building a new all-wood, cantilever wing for one. Today, we have to smile at such naivete because it seems
that nothing intimidates builders and restorers any more. Absolutely nothing!
There's no better example of the phenomenon than the aircraft you see pictured here. It looks like a Ryan STA, it sounds like a Ryan STA
and it flies like a Ryan STA, but, in reality, it's a reproduction . . . built from scratch by Glenn Moore of Burgaw, North Carolina!
Considering the monumentality of such an achievement, we HAVE to start with the man, himself. Glenn Moore was born in Royal Oak
(Detroit), Michigan and went into the Air Force in 1946 right out of high school. He was trained as an A&P and spent most of his
enlistment as a P-80 crew chief at Williams Field near Phoenix. He joined the Michigan Air National Guard upon returning home, so was
called back into active duty during the Korean "police action." Ironically, he ended up right back in Phoenix, but this time on the other side
of the city at the reactivated Luke Air Force Base.
After a year, he was returned to civilian life, and proceeded to follow his father into the insurance business. He had always wanted to learn to
fly, so he spent his mustering out pay to take flying lessons at the Big Beaver Airport, eventually soloing in a 90 h.p. Piper PA-11. After
getting his Private license, he bought a Taylorcraft BC-12D and, later, stepped up to a Stinson Voyager.
4
Some years before, Glenn's father had moved to the sunnier clime of
Wilmington, North Carolina, but by 1960 he was wanting to retire. Glenn
looked over the situation and decided to move to the Tar Heel state
himself and buy his father's insurance business. He and his wife,
Catherine, have lived in the Wilmington area ever since, raising six kids
along the way. Glenn ultimately sold his insurance agency and became the
plant manager for a furniture company, where he remained until his own
retirement. By that time he and Catherine were living on Stag Airpark,
which is just north of Wilmington and near the town of Burgaw.
Jumping back to the 1950s and early 1960s, Glenn had become one of the
early members of EAA and had become enamored with the sensuous lines
of the Piel Emeraude. Perhaps the most beautiful of the early homebuilt
designs, but with its semi-elliptical, full cantilever, all-wood wing also
considered one of the most challenging to build, the Emeraude was a tough
choice as a project, but Glenn was determined to have one. Not only did
he complete the airplane in the early 1960s, but it was quickly apparent he had produced a trophy winner that marked him as an
exceptional craftsman. He enjoyed the Emeraude for about eight years and won trophies everywhere he displayed it, but ultimately
sold the airplane to a person in California.
Glenn's next project was the restoration of a Bonanza, which he enjoyed for a time. A very active participant in his local EAA
Chapter activities, he served as a Designee (now Technical Counselor) and wanted to have experience in all the different construction
methods and materials, so when the Rutan Revolution came along, he decided to build a VariEze. He flew that little speedster until
moving to Stag Airpark, but quickly found that its grass runway was simply not well suited for the VariEze's tiny wheels and long takeoff roll. Paying hangar rent for the Eze at a paved airport in Wilmington while his Stag Airpark hangar sat empty didn't make much
sense, so ultimately the airplane was sold.
There's nothing that tugs at the heart strings of a veteran builder/restorer like an empty workshop, so, inevitably, the time came when
Glenn began thinking about a new project. He had already built an all-wood and a composite airplane, so this time he thought he
might try an all-metal design.
"Looking back through old issues of Sport Aviation, I came across one with a Ryan STA on the cover and it just hit me. I thought,
man, that would be a project! I didn't know at the time that plans were available, so I obtained a set of quarter scale model airplane
plans, thinking I could scale them up to full size. Fortunately, however, before I got too far into that, I had the opportunity to talk to
EAA's Chuck Larsen at Oshkosh and he told me he thought plans for the real airplane were available. About a week later, he called and
gave me Ev Cassagneres' name and address, and I was able to buy the plans from him. That was a tremendous break, because it would
have been next to impossible to build an authentic ST without them.
"Even with the plans, it was difficult to decide where to start. I finally began trying to loft full scale ovals for the fuselage formers, and
one day one of our Chapter members who works for GE walked into my hangar and asked what I was doing. I had been there two
hours on one lousy oval, plotting out the points, and was pretty frustrated at the time. He said, 'Why don't you just give me the major
and minor coordinates and I'll plot them for you.' Shortly afterwards, he brought them back on vellum, computer plotted to full scale.
That was the real start of the project. I have subsequently given Ev a copy of the plots and he has incorporated them in the plans.
They will save somebody a lot of trouble.
"The most intimidating thing I found about starting the airplane was the Number Two fuselage former. It's 4130 steel and the part
that the struts, landing gear, wires - everything - attaches to. It's got fittings all over the place. I looked at that and thought if I could
build that sucker, I could surely build the rest of the airplane! That was the first part I built. I had to make it in pieces and have it
heliarced together rather than trying to form it like the rest of the formers. It is 1/8" thick steel and ended up weighing 40 pounds. I
don't know how the factory did it."
The Cassagneres plans contained all the factory bulletins on problems that showed up after the STs went into service, so Glenn used
them to beef up all the applicable areas as he built his airframe. He spent about a year making formers, ribs and other parts out of
2024-0 aluminum, then began searching for a shop where he could get them heat treated. Unable to find one capable of working with
thin aircraft aluminum in the Carolinas or Virgina, he ultimately located a company in Michigan and while on a visit there with his
sister, he personally delivered the 120 some pieces he had so laboriously formed. The shop owner was somewhat concerned that the
parts were made of such thin aluminum, but finally decided that, yes, he could do the job.
"It took a while, and I even had a local EAAer go by and check out the work being done, but eventually the crate arrived at my home
in North Carolina. When I took the top off and looked in, I just sat down and cried. It was the most demoralizing thing - all the ribs
were twisted as much as 30° and the fuselage formers were just as bad. "I had a full year's work in those parts and I just couldn't start
over, so I had no choice but to buy a hand shrinker and stretcher and straighten all the parts so I could use them. That set the project
back quite a bit and made it very difficult to jig everything up for riveting, but it all eventually went together."
The ST fuselages were made using thick aluminum skins, and that presented some special problems for Glenn. The tail cone skins are
5 He was able to wrap the .032 skins around the tailcone
.032, the next section forward is .040, the next .050, then back to .040.
formers for riveting, but quickly found there was no way on the thicker skins. Those he took to a sheet metal shop and had them
The ST fuselages were made using thick aluminum skins, and that presented some special problems for Glenn. The tail cone skins are
.032, the next section forward is .040, the next .050, then back to .040. He was able to wrap the .032 skins around the tailcone
formers for riveting, but quickly found there was no way on the thicker skins. Those he took to a sheet metal shop and had them
rolled.
"I wasted an awful lot of hours thinking about the joint where the straight section of cockpit skin joins the tail cone, wondering how in
the world the factory made them fit together. I thought about it and thought about it, and finally I made up the two sections in
separate jigs. Then, believe it or not, I rotated that whole tail cone edge through my hand shrinker - shrunk that sucker down and
plugged it into the straight cockpit section just as pretty as can be. I was so tickled with it because I had spent sleepless nights for a
month trying to figure out how to do that. Fortunately, it worked out great. All the fuselage rivets, incidentally, are 1/8". With the big
heads on them, the fuselage came out looking like Jules Vern's submarine!"
The wing spars were the only wood parts in the STs and their construction was typical of fabric covered airplanes of the 1930s. Glenn
built up his in a vertical jig much like RV-6 wings are built and found the assembly to be quite straight forward . . . once he
straightened out all the heat treated aluminum ribs. The wings and control surfaces are fabric covered and Glenn used Ceconite and
Classic Aero dope on them. He purposely avoided the wet look, because he wanted the fabric surfaces to look like they did in the
1930s.
The ST wings and landing gear legs are held in place by a cat's cradle of flying and landing wires . . . big wires . . . big expensive wires!
An order for Macwhyte wires was ultimately placed through Nick D'Apuzzo in Pennsylvania, but arrived just about the time
Macwhyte employees went out on what turned out to be their last strike. Sadly, Nick would die and Macwhyte would sell its aircraft
wire tooling back to Bruntons in Scotland before Glenn's wires could ever be made and delivered, so they were reordered from Hale
Wallace at Steen Aero Lab in Marion, NC and arrived in about three months.
Much of the exterior sheet metal on the STs was flat wrapped or rolled, but a few items, such as the big, bulbous wheel pants and the
bottom cowling piece, were stampings. Making stamping dies for just one set of parts is impractical, so Glenn had to learn how to
form his parts by hand.
"I had never tried metal forming before, but, surprisingly, I don't
think it was as difficult as people would think. The basic thing is
trying to get the pattern right to begin with. I wasted an awful lot
of metal learning that. I started out and I'd beat on a piece for a
while and it would look so bad, I'd just throw it away and start
over. I finally determined that I was not at it long enough. I was
throwing away pieces that were actually all right at that point in
the process. I just needed to keep working at them until I got
them to the proper shape and smoothness. I used a sand bag and
wooden mallet for most of the work, but I found another tool to
use to make the big curved front pieces of the wheel pants. My 91year-old mother-in-law decided she wasn't going to bowl any more,
so I bought her ball and, boy, that made a beautiful mandrel for
those parts. I also tried the English Wheel. Actually, mine was a
Scotch Wheel - I was too cheap to buy an English Wheel so I
made my own. It worked well on the big panels, but you can't
make the really tight turns you need to make some of the small
fairings.
"Once the basic airframe was complete and the systems installation stage was reached, Glenn was faced with a number of situations in
which he had to choose between authenticity and either safety, practicality or just pure personal preference. Modern 600 x 6
Cleveland wheels and brakes with 700-6 Bonanza main wheel tires were a no-brainer choice over the old 18 x 8 x 3 Goodyear air wheels
with their quirky mechanical multiple disc brakes - if, indeed, he could have found any to use. Glenn also decided to install toe brake
pedals instead of the heel brakes of the original Ryans, but that was strictly a personal preference. Another switch was from the
original ST series full swivel, eight inch tailwheel to an eight inch Scott 3200 steerable tailwheel. The original Ryans had a reputation
of being a little squirrely on the ground, so every attempt was being made to avoid crunching six and a half years of hard work on the
reproduction. Other non-standard items included shoulder harnesses and a hand hold over the rear instrument panel to make it a little
easier to get in and out of the rather small cockpit. The ST series, incidentally, changed in several respects as it progressed from the
original ST prototype of June 1935 until it ultimately evolved into the PT-22 in the early 1940s. One of the changes was a progressive
enlarging of the cockpit openings, and Glenn chose one of the intermediate cut-outs.
The original civilian STs were powered by various inverted, four cylinder, air cooled, in-line Menasco engines. Few are available today
and parts are harder yet to come by, so Glenn chose the somewhat similar (in size and configuration) Spanish Tigre engine instead.
The original S-T (Sport-Trainer), of which just five were built, was powered by a 95 h.p. Menasco B4, and it was followed by the STA
powered by the 125 h.p. Menasco C4 Pirate. The STA Special came next, powered by a supercharged 150 h.p. Menasco C4S Super
Pirate. With the 150 h.p. Tigre, Glenn's reproduction thus was closest in configuration to the STA Special when he flew it for the first
time on June 26, 1998.
6
Unfortunately, the Tigre did not turn out to be a good choice for the Ryan reproduction. In retrospect, Glenn thinks he had too
much prop for the engine.
"Every time I tried to push it over 1,800 rpm the temperature would go out of sight. I think it was just completely loaded down with
the prop I had on it. It would jump right off the ground, but it would only turn maybe 1,700 static on the ground. It should have been
turning up around 2,200 and cruising 1,900 or 2,000 rpm. Another problem for me was that the engine did not have an electrical
system. I had to hand prop it and it was often pretty hard to start - which became a real problem after I developed a bad back.
Ultimately, I decided the Tigre had to go and I replaced it with a Walter LOM M132A. I came across it at Sun 'n Fun in 1999, bought
it and had one of our EAA Chapter guys haul it home in his pickup. I've spent the past year redoing everything ahead of the firewall to
accommodate the new engine - a new engine mount, new cowling, new nosebowl, new spinner and everything.
"The LOM turns in the opposite direction so I had to get a new prop. I
had it made by a fellow in Iowa who still puts brass leading edges on wood
propellers. I wanted that because that's the way props were made in the
1930s. To determine what pitch and diameter to use, we conferred with
Joe Krybus in California and he recommended a 74" x 47". I kept saying
that's not going to go anywhere, but as it turned out Joe was right. It lets
the engine turn up where it is supposed to. It's not a low rpm engine, it
turns up more like a Lycoming or Continental. With it the airplane now
climbs good and indicates about 115 mph at 2,400 rpm, which is pretty
close to the speed of the STAs, which had the 125 h.p. Menascos. (The
LOM M132A is a 120 h.p. engine, so Glenn's reproduction is now closest
in configuration to the STA.)
"There are a number of things I really like about the LOM. The case is
magnesium, so it weighs about 100 pounds less than the Tigre. The LOM
has a 24 volt electrical system with starter and generator and even with
batteries, I saved about 50 pounds. The nice thing is that it starts right up
and just runs great. With the overheating problems I had with the Tigre, its nice to now have an engine that seems like no matter
what you do, the temperature is nailed, the pressures are nailed. It's just great - don't have to worry about it at all."
Glenn, Catherine and their STA (he calls it an ST-R) made their fly-in debut at Southern Pines, NC the first weekend in May of this
year. Quite a few people walked by the airplane a couple of times before they realized what they were looking at, but when they
learned Glenn had built it from scratch they were properly amazed - and properly appreciative of the talent and persistence necessary
to single-handedly complete such a complex airplane and do it so well. Fortunately, the weather was absolutely beautiful the day the
Moores flew in so the STA gleamed like a new dime in the bright Carolina sun.
Glenn was able to obtain NC14910 for his STA, which is within the N number blocks of the original Ryans, and he picked 103 as his
serial number, which falls within the numbers of the first five S-Ts built. The numbers even fooled some of the Ryan afficionados for a
time. The airplane is that good.
Editor’s NoteI was recently informed that Mr. Moore
passed away last year in an air accident
unrelated to his beautiful ST-R. Rest in
peace Glenn, the world needs more brave
homebuilders like you.
7
FUN AND GAMES
Rare Birds
Welcome to “Rare Birds”. Each month I’ll pull an unusual or little known aircraft out of my hat and let you all have a crack at
identifying it. E-mail your guesses to [email protected] with the subject heading “RB guess” and the first to guess correctly
gets congratulations at the next meeting. The answer, along with a bit about the aircraft, will be published in next month’s issue.
This is the first “Rare Birds” column
and, as such, there is no aircraft from last
month to discuss so I’ll just say have fun
and let the games begin!!
Solution on back cover
8
CLASSIFIEDS
If you want to buy or borrow
something or have something to
sell, trade, or give away – contact
the newsletter editor and get it
listed in the next newsletter for
free!!
Listings on the website do NOT
automatically Carry over to the
newsletter. Items will remain listed
until a request for removal is
received.
To have an item listed please e-mail
[email protected]
David Clark Headsets
Two David Clark headsets for
sale. Contact Diane Ballweg at
608-235-2010. [email protected]
Garmin 396 GPS
Like new. Provides GPS,
weather, approaches, etc. Will sell
for $1500. Contact Diane Ballweg
at 608-235-2010.
[email protected]
ICOM VHF Transceiver
IC-A6, brand new, never used.
Make an offer. Contact Diane
Ballweg at 608-235-2010.
[email protected]
WANTED - Electric Winch
Would like to buy an electric
winch in good condition so I don’t
have to heave and ho my plane in
and out of the hangar. Contact
Diane Ballweg at 608-235-2010.
[email protected]
WANTED - Classroom Material
If you have aviation “stuff”
good for classroom display or use,
models, posters, movies, etc, I
would take them off your hands.
Contact Diane Ballweg at
608-235-2010. [email protected]
Pietenpol Info
Pietenpol builder’s information package for $15.
Or -SASE for sources. Contact Bill Rewey at
608-833-5839.
9
FLY–IN FUN
February
10
Back issues are available on the chapter website in .pdf form at www.eaa1389.org or may be ordered hard copy from the newsletter
editor.
© 2010 EAA chapter 1389

February - EAA Chapter 1389

Transcription

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