Download - Vintage Airplane - Jan 2005
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VOL.
33, No. 1
2 5
CONTENTS
1 Straight
and
Level
2
VAA
News
4 Friends of the Red Barn
6
Vintage Hall
of
Fame
Espie Butch Joyce
by H.G. Frautschy
8
The
Vintage
Instructor
Winter Operations
by Doug Stewart
10
Reminiscing w
ith Big
Nick
The Model 18
COVERS
FRONT COVER In 1940, The Wings cigarette brand
was advertised using a number
of
gimmicks, includ·
ing a prize of a Piper Cub given away each week on
the radio program Wings
of
Destiny. Craig Bair's
award·winning Cub is one of those very airplanes.
Read about it in Budd Davisson's story starting
on page 14.
EM
photo using Canon professional
photography products
by
EM Chief photographer Jim
Koepnick, EM photo plane flown by Bruce Moore.
BACK
COVER
Setting the Record depicts the single-
engine world speed record·setting ftight
by
the late
Jim Wright in his amazing recreation
of
the Hughes
H·1 racer. The FAI category C·1.d record was set at
304.07
mph on September 13,
2002
at the Reno-
Stead airport in Reno, Nevada. Thomas A. Smith,
a professional
artist
specializing
in
aviation, was
awarded an Honorable Mention ribbon
by
the jury
of
the
2004
EM Sport Aviation Art Competition for his
acrylic/ airbrush on canvas work. You can reach Mr.
Smith in Tucson, Arizona at
52()'39 6429
.
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G OFF
RO ISON
PRESIDENT VINTAGE AIRCRAFT ASSOCIATION
Speaking u for your
airport
'Tis the season when the inside
of
the hangar
feels colder
than
the
out
side air, because in some cases, it is.
No one warned me
that
my blood
would
thin
over
t ime
to a point
where I just have so
little
tolerance
of
the
cold weather. It used to be
an
acceptable notion to not
hesitate in
getting the airplane out
on
a 30°F day
and
go
somewhere. Now
I
shiver at
the thought of going out on a 40°F
plus
day. Yeah, yeah, I can
hear
all
you snowbirds
chuckling
at
me
all
the way from Florida . . .
or
wherever
you're nes ting this winter. I guess I'll
just have to wait out old man
winter
at least one more year.
It seems of late that more and more
G airports are being threatened by
local politicians and real estate mo
guls who envision a better use for our
valuable, not to mention irreplaceable,
aviation facilities. Nearly every avia
tion newsletter or website I read of late
has news of yet another airport
on the
targeted for closure list. When is this
phenomenon going
to
stop? What can
or should be done?
When one
looks
closely at the efforts put forth by groups
such as Friends of Meigs Field and oth
on
a
continual
basis, no t just when
they are suddenly threatened with clo
sure. A continuous effort to keep your
aviation facility perceived
in
the com
munity as a valued asset, as well as a
safety asset, is absolutely crucial and al
ways the best approach to avoiding the
inevitable. We can all do more to assist
in educating
the
public
and helping
to
maintain
a positive image
of
these
facilities.
I
promised
the membership last
month
that
I would keep you
updated
on
the business
of your
organization,
so here's
the
long and short of it.
The
Board of Directors met in regular ses
sion on
November
5. This meeting
served as an excellent exercise for me
to
cut my teeth on,
because an un
usual
number
of issues were
at
hand
for
the
Board of Directors to address.
s I previously alluded to, the Board
members have been paying close at
tention to our financial health .
We (the Board) are going
to
con
tinue
to capitalize
on another
mem
bership drive and enhance our cur
rent
fundraising efforts,
such
as
the
Friends of the Red
Barn campaign.
The membership
drive is
not
just a
initiative. You as a member
can
help
out by
asking
your
friends
to
join
up
with us. If we are still
into
black ink
at the
end
of the current fiscal year
(March
I,
2005),
be
assured
it
will
be all about initiatives related to the
membership
drive and all
of
you fine
folks who have graciously
supported
the
Friends
of
the Red Barn fund.
s
I
have mentioned
in
the
past,
the
V
continues its
sound
financial status.
We will continue to look to the future
so
that
we are able to remain on firm
financial ground.
s mentioned in the December
issue of Vintage you will see the en
hanced benefits of the 2005 Friends
of
the
Red Barn
program in
this issue
of
Vintage.
I am certain I speak for the
entire Board of Directors
when
I say
we all hope you will find these pro
gram enhancements
beneficial and
of
good
value for your much-needed
contributions. Again, for those of you
who
have supported this effort in the
past,
you
have our heartfelt gratitude.
And
for those of you
who
have con
sidered supporting these efforts in
the
past, we hope
you
find these new lev
els of giving appealing and reconsider
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Start Your Virtual Visit Here
There's no waiting in line for the
EAA AirVenture Museum virtual tour.
Just click
on
The Virtual Museum head
ing on the left side of the home page at
www airventuremuseum org to see an ar-
ray of virtual and interactive activities.
Sit inside the cockpit of the XP-51
Mustang. Watch a first-person oral his
tory Timeless Voices video. Or cruise
around the
EM AirVenture
Museum
and
explore innovative
airplanes
such as the Aerocar, Loudenslager
Shark,
and
Rutan VariEze prototypes.
Missed some of
the
museum's web
cast presentations? You'll find
them
archived there, too. See what's going
on
at Pioneer Airport, using the live
webcam.
Like
the virtual museum, the
webcam runs 24/7 year-round. Note
some of these activities require the
latest version of the Apple QuickTime
player or Macromedia Flash player,
which are easy and free to download.
Joe
Funk
Passes way
at ge
9
Joseph
c.
Funk of Coffeyville, Kan-
sas, who with his twin brother
Howard, built 365 Funk airplanes in
the
1930s and 1940s, passed away
on December 2 at
the
age of 94 in
Coffeyville, Kansas. Born in Akron,
Ohio, on
September 17,1910,
the
brothers built just over 330 Funk
airplanes in their factory
that at
one
time
employed 100 people.
V
Volunteers of
the
Year
Each year during EAA AirVenture Oshkosh two
special VAA volunteers are chosen: one as the Be-
hind the Scenes Volunteer of the Year
and
the other
as Flightline Volunteer of the Year.
This year's recipient of the Behind the Scenes
Volunteer of the
Year
is
Paul Kyle,
of Germantown,
Wisconsin. Paul has been attending EAA AirVen-
ture with his father, Leland, since he was a young
man, and started volunteering as soon as possible.
He
's become a real "jack
of
all
trades"
and has
been particularly active in the Tall Pines Cafe before
heading
off to
work a
shift on
the flightline.
He's
also been busy
on
many of the weekend work
par-
ties we have during the spring
and
fall, helping keep
the
VAA
buildings
in
top shape.
Our Flightline Volunteer
of
the
Year
is Doug Mar-
tel (right),
of
Littleton, Colorado.
In
his "real life"
Doug is a cardiologist, and he really looks forward
to spending a week
away
from it all and working the
flightline, directing
and
parking vintage airplanes
in
our area. Doug so enjoys his time
on
the line
that
there are times when
it's
hard to get him to quit at
the end
of
his shift!
The awards were presented during the fall
VAA
Board Meeting, held the first weekend
in
November.
Our
congratulations
and
thanks
to
Doug Martel
and
Paul Kyle,
our
2004 VAA
Volunteers of the
Year!
E Seeks Nominations for by the membership it is
antici
Class
I
Directors
pated
that
15
Class
I
Directors
Pursuant
to the Amended and will be elected
at the
2005
annual
Restated
Articles
and
Bylaws of
business meeting
held
in
Oshkosh.
Experimental Aircraft Association This number
includes
current Class
Inc., the President has designated a I
Directors
whose terms expire
nominating committee of six EAA during 2005 and additional Class
Paul
Kyle
Doug
Martel
http:///reader/full/www.airventuremuseum.orghttp:///reader/full/www.airventuremuseum.org
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Directors, an additional 11 Class
I
Directors
will be elected. Upon
election, initial term expiration
dates will be assigned to
these
11
so their expirations are staggered
as required by the Association's Ar-
ticles and Bylaws. Class I Directors
elected in 2006 and thereafter shall
serve for terms
of
three (3) years .
By this notice, nominations are
hereby solicited for the IS Class I
Director positions to be filled at
the
2005
annual membership
meeting.
Nominations for these positions
shall be
made
on official
nomina
tion forms available
bye-mailing
jreader@eaa org
or writing EAA, P.O.
Box 3086,
Oshkosh,
WI 54903
3086, Attn: Judy Reader.
Candidates
must
be
current EAA
members, and
the
nomination
petition
should include a recent
photo and
a brief resume
of the
individual's background
and
expe
rience. Each petition requires
the
signatures
of at
least 25 EAA mem
bers, including
their
EAA
numbers
and membership
expiration
dates.
Submit nomination petitions to
Nominating Committee Chairman
Ron
Scott,
EAA
Aviation
Center,
P.O.
Box 3086, Oshkosh, WI 54903
3086, no later than March 1, 2005.
I f insufficient
nominations are
received, the
board's
Governance
Committee
will
make additional
nominations
of its own.
The annual business meeting
will be held during EAA AirVen
ture Oshkosh,
at
the Theater
in
the
Woods,
Wittman
Regional Airport,
ning a better than new, totally re
furbished Piper Cherokee 140 The
EAA 200S Sweepstakes is under
way, and this year we're making it
easy to
enter and
become eligible
to win. Along with the Cherokee,
top prizes also include a
brand
new
2005
Harley-Davidson Sportster
motorcycle, aJohn Deere X475 trac
tor,
and
a Bose Aviation Headset
x
Winning
entries will be
drawn and
prizes delivered
at the
end
of
EAA
AirVenture Oshkosh 2005. Imag
ine flying
home
from Oshkosh in a
"new" airplane
"This is the first
time
we're per
sonalizing the
coupons and
mailing
them separately from
the
magazine
directly to members, said Elissa
Lines,
EAA
vice
president of
devel
opment.
"Entering
the
sweepstakes
is as easy as mailing them back." A
donation is not required to enter,
although
a
minimum
amount
of
1
per
coupon
is suggested. Donations
are tax-deductible to the
extent
al
lowed by law,
and
you
can enter
as
many
times
as
you'd
like.
The
annual EAA
sweepstakes
raises crucial dollars that allow the
association
to
continue its
impor
tant work in all areas of its mission:
. preparing for aviation's
future
creating
and expanding youth
education programs like
Young
Eagles; ·
preserving
aviation's
rich
heritage-proceeds
help maintain,
restore,
and operate vintage air
craft
that
are part of
EAA's flying
heritage program and golden age of
aviation at EAA's Pioneer Airport,
the
hauled-to-better-than-new 160-hp
Red Gold
engine
from Teledyne
Mattituck Services. The new pow
erplant turns a new prop from
Sensenich Propeller
of
Lititz, Penn
sylvania, speeding the airplane to
more than ISO mph.
Art Mattson's Aircraft Modifica
tions Research
and Development
(AMR&D)
of Woodstock,
Illinois,
supplied
the prop tip
mods, vortex
generators, gap
seals, and stabila
tor
tips,
while
Met-Co-Aire
of
Ful
lerton,
California,
contributed the
wingtips,
and
LP Aero Plastics Inc.
supplied the windshield
and win
dows.
A King KLX-135A
comm/
GPS and King KT-76A transpon
der by Bendix/King was purchased
from Airtronics. Engine
instrumen
tation
is by Mitchell Aircraft Prod
ucts, Lake Bluff, Illinois, while
the
eng i
ne
pre-oil pump
comes from
George McCrillis
of
Oilamatic Inc.,
Englewood, Colorado.
Custom interior, including the
modified pilot and copilot seats,
were
designed
and installed
by
Dennis Wolter
of
Air Mod, Batavia,
Ohio. Acoustical
engineer
Jon Tel
lock installed a Skandia EASE sound
control system. New interior plastic
by Heinol & Associates, Tyler, Texas,
and
brand new seat belts by Aircraft
Belts Inc., Kemah, Texas, round
out
the
Piper's special modifications.
FSDOs
Officially uthorized to
Issue
Sport Pilot Certificates
The FAA has released specific in
structions
to its
Flight
Standards
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The Vintage Aircraft Association
is
a major participant in
the
world's
largest annual sport aviation
event-
EAA AirVenture Oshkosh The Vin
tage division hosts nd parks more
th n 2,000 vintage airplanes
year from the
Red
Barn area
of Wittman Field south to
the
perimeter of the airport.
Approximately 450 ded
icated volunteers from all
parts
of the
country, nd
world, help make this
n
unforgettable
time
for
our m ny EAA AirVenture
each
levels entitles you to a certificate of
appreciation along with a letter of
acknowledgement of your gift. The
VAA
is a nonprofit 501(c)3, so your
contribution to this fund
is
tax de
ductible to
the
extent allowed by
law.
New for
the current 2 5
fundrais
ing
campaign
SILVER LEVEL
($250) nd higher
donors, in addition to the above
mentioned items, will receive two
passes to
the VAA
Volunteer Party
DIAMOND LEVEL 1
,
000 GIFT
PLATINUM LEVEL
750
GIFT
GOLD LEVEL
500 GIFT
SILVER LEVEL
250
GIFT
BRONZE LEVEL 100 GIFT
LOYAL SUPPORT
ER
99 OR UNDER GIFT
nd a special Friends of the
Red Barn cap.
GOLD
LEVEL
($500) con
tributors, in addition to the
above mentioned items, will
receive
one
certificate for
a flight on EAA s Ford
Tri-
Motor, redeemable during
EAA
AirVenture or during
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AirVenture,
as
well
as
a two-day auto
pass to park your automobile conve
niently close
to the
flightline.
DIAMOND LEVEL ($1,000) do
nors will also receive two certificates
for a ride
on the
Ford Tri-Motor
re-
deemable during EAA AirVenture
or
during the summer flying season
at
Pioneer Airport
and
two tickets for a
free breakfast at the Tall Pines Cafe
for the full week of EAA AirVenture.
As
additional thanks, you'll receive
two tickets to
the VAA
Picnic during
EAA AirVenture,
as
well as a full-week
auto pass to park your automobile
closer
to the
flightline.
This
is
a grand opportunity for all
Vintage members to join together
as
key
financial supporters of the Vintage
division. It will be a truly rewarding
experience for each of us as individu
als to be a part of supporting the fin
est gathering of Antique, Classic, and
Contemporary airplanes in
the
world.
At
whatever level
is
comfortable for
you,
won t
you please join those of
us
who
recognize
the
tremendously
valuable key role
the
Vintage Aircraft
Association has played
in
preserving
the irreplaceable grass-roots
and
gen
eral aviation airplanes
of
the last 100
years? Your participation in
EAA s
Vintage Aircraft Association Friends
of
the
Red
Barn will help ensure
the
very finest in
EAA
AirVenture Osh
kosh Vintage
Red
Barn programs.
VAA Friends of th Red Barn
Name________________________________________________________________________
__
EAA#______________________________VAA# __________________________
Address
____________________________________________________________________
___
City /State/Zip
__________________________________________________________
_
Phone E-Mail _
Please choose your level of participation:
___ Vintage
Diamond
Level Gift - $1,000.00
Mail
your contribution to:
___
Vintage
Platinum
Level Gift - $750.00
E
___ Vintage Gold Level Gift - $500.00
VINTAGE AIRCRAFT
ASSOC
PO
Box
3086
___ Vintage Silver Level Gift - $250.00
OSHKOSH
WI 54903·3086
___
Vintage Bronze Level Gift - $100.00
___
Vintage Loyal Supporter Gift - $99.00 or
under
D
Payment Enclosed
(Make checks payable to Vintage Aircraft Assoc.)
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VIN
T GE
H L L O F F M E
Espie Butch Joyce
Butch Joyce s first logbook
entry
for
a half-hour
of
dual instruction
at
age
10 in
a] 3
Cub was made
on
Septem
ber 9, 1954,
but
his roots
in
aviation
go all the way back
to
his birth. His
fa
ther, Espie Sr., was a pilot
and owned
a variety of aircraft
when
his
son
was
growing
up
next
to
the local
airport
near Mayodan, North Carolina.
While in college
and
serving in the
Army (where
he
served
with
the elite
Special Forces Green Berets),
he built
a Pitts Special biplane
and
became an
EM
member, serving as
EM
Chapter
8 s president during
the
1960s.
Later in that decade, Butch became
involved with an aircraft group whose
primary in terest was older airplanes.
That
group,
now
VAA
Chapter 3,
re
kindled his love for antique and classic
aircraft,
and
he would go on to
own
and
fly a Staggerwing Beech,
Mono-
coupe,
UPF-7,
Clipped Wing Cub,
and
a Model 35 Bonanza, among others.
Starting on
the
Antique/Classic Board
as an
advisor
in
1981,
he
was elected
president in 1988,
and he
ld that posi
tion until 2004, a span of 16 years.
Butch says that he s most proud of
the
fact that in 1991,
in
cooperation
with
the
Aviation Unlimited Agency,
he
initiated the creation
of
the VAA
Aircraft Insurance program.
He
credits
his wife, Norma, for keeping
the
pro
gram
running
well
in an
ever-chang
ing
insurance
market. The
program
H.G.
FRAUTSCHY
Butch and his human powered
flying machine at
the
age of 3.
By
age
5
he was allowed
to walk
across
the
road and visit
the
small
airport adjacent to
the
homestead.
Butch's willingness to hop into
anyone's airplane to
go for a
ride
resulted in
a couple of
long
dis
cussions"
with his mother
His
pal
on
many
of
his journeys across
the
road
was
his dog, Studebaker.
1956-Butch's father,
Espie
Joyce Sr., with
his
brand new Piper PA-22 Tri-Pacer.
Butch
would fly
this Tri-Pacer more than 1,000 hours and earn
his commercial pilot certificate in the airplane.
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i l P P l l t ~ O plenty elbow grease (along with a
great paint job) to this early
Bonanza
during its res
toration. Later, Butch would fly a twin-engine
Beech
Baron he
had
refinished in a similar color scheme.
The
Monocoupe has
been
a fa
vorite for decades, and Butch
bought this 160-hp Monocoupe
90A in 1969 and flew
i t for
a
number of years.
Below. Biplanes have always
been a favorite of
Butch s-
this
UPF-7 was owned and
flown by him,
and
while in col
lege he built a Pitts Special.
Aircraft Association brought Butch in
contact with hundreds of volunteers.
Just
one
of the many is shown here re-
ceiving her Behind the Scenes Volun
teer of the
Year
award,
Sue
Eichman.
Butch has served the VAA division since
the Antique/Classic days, starting in
1981
as an
advisor. He
began
the
Type
Club tent in 1982, and has served as
the chairman of convention activities.
He
served as president from 1988 until
2004, a remarkable tenure unmatched
by any other VAA president.
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DOU
G STEW RT
Winter Operations
I was
planning
on leaving for the
airport early this
morning
to meet a
client
for tailwheel training in my
1947 Piper Super Cruiser. The ther
mometer outside
my
window
was
registering in the mid-30s (and this
was
just
the
first week
of Novem
ber),
and the wind
was
making
a
moaning sound as it blew the last of
the dying maple leaves around the
corners of my house. Looking up at
the dark gray clouds whipping past
overhead, I noticed that there were
snowflakes here
and
there.
How
could this
be?
Just
a few
weeks ago I was still wearing shorts
and a
T-shirt,
and now I had to
think
about winter
operations. t
seemed like only yesterday that I
was
concerned about density
alti
tude
considerations, and
watching
oil and cylinder head temperatures
on the
climb
out.
Today
I
would
have to
think about
the possibility
of an engine preheat, and my own
body would need the extra
warmth
of
a pair of long johns for the cold
back seat of my PA-12.
climates in the winter
don t
often
get
to
experience the
phenomenal
performance
that only
a cold, high
pressure day affords us in the win
tertime. They don t
get
to
experi
ence the truly CAVU skies that can
only
be found,
at
least
up north,
on
those
mid-winter days.
Winter
fly
ing certainly has some wonderful
benefits, but it also has some spe
cial considerations. Let's take a look
at some of
them.
The first consideration I'd like to
mention
should be a no-brainer, yet
every year there are pilots
who
seem
oblivious to the fact that airplanes
will
not
fly very well,
if at
all,
when
the lifting surfaces have
been
con
taminated with ice, snow, or frost.
They manage to ruin perfectly fine
airplanes when they crash as a result
of an attempted takeoff without re
moving
the contamination.
I saw a
pilot once,
who
started to taxi to the
runway with at least 2 inches of pow
der
snow sitting on
the wings
and
tail
of
his airplane. He
had thought
that the snow would blow off the
and the sun is shining, even in the
depths
of
winter, it
shouldn t
take
too
long for that passive solar heat
to do its thing. But if your wings are
a weather-beaten white, and haven't
seen a coat of wax in awhile, it could
be quite some time before they are rid
of their lift-defying contamination.
For many years, one of my win
tertime duties at the flight school
where
I worked was
the
removal of
snow
and ice from
the
tied-down
airplanes on the line.
t
didn t
take
me too long to
realize
how dark
colors
and smooth
, waxed surfaces
aided
me
in my job. Those aircraft
were quickly
and
easily de-iced.
But those aircraft
that
had
old,
chalky, and
faded
finishes some
times
had contamination
stuck
on
their
surfaces
until the
tempera
tures rose above freezing. And there
were times when
that
might
be
more than several days.
I do hope that you are also aware
that
even a
thin
coat of rough frost
could have the potential to prevent
the wings from
generating
enough
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HOMEBUILDER WORKSHOP
SCHEDULE
Jan . 29-30
Jan
29-30
Feb . 25-27
Feb. 26-27
Ma
rch
5-6
Denver, CO
Oshkosh,
WI
Griffin, G
(Atlanta Area)
Lakeland,
l
Sun
N Fun
Ca
mpus)
Dallas, TX
• Introduction to Aircraft Building
• Sheet Metal
Basics
• Fabric Covering
• Composite Construction
• Electrical Systems and Avionics
• Cas Welding Test Flying
your
Project
• TIC Welding
• Introduction
to
Aircraft Bu ild ing
• Sheet Metal Basics • Fabr ic Covering
• Composite Construction
• Electrical Systems and Avionics
• Introduction
to
Aircraft Building
• Sheet Metal Basics • Fabric Covering
• Composite Construction
cold
enough to warrant the pre
heating of your
engine.
There are
some
folks who
advocate keeping
the
engine
preheating
all
the
time
while
parked,
utilizing an
electri
cal
preheating device, and there
are others who insist it is better to
only
preheat prior
to
each
planned
flight.
(If only the heat generated
by the
arguments between these
two opposing
factions could be
harnessed, I could
easily reduce
the
electric bill for
preheating my
own airplane ) There are also those
folks
who
prefer to use some form
of
forced hot air to preheat
their
aircraft. I
guess
whatever melts
your candle .but regardless of
how
you preheat, it
should be done if
you care at all
about extending the
life
of
your
engine, instruments,
and
avionics.
Your
engine isn 't the
only thing
that needs preheating; your instru
ments and avionics need
that
preheat
as
well. Not
only
is the oil in
your
engine
sump thick, but also every
moving part in your airplane
is
going
to be sluggish. The gyros in your in
struments; the cables and linkages of
throttle; mixture
and
prop controls;
and the displays on your avionics all
need a preheat as well.
My
personal
way of
taking
care
of the
preheating
is
to
have a "Ta
nis heater
heating the
oil
sump
and
cylinders of the engine. I also
have a small ceramic
heater
inside
the
cockpit. These are
both
plugged
into an inexpensive 24-hour timer,
which I set to turn on about
four
TAKE SOME OF
THE
EXPERIMENTING
OUT
OF HOMEBUILDING
HANDS ON
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REMINISCING
WITH
IG
NICK
THE
MO EL
18
Reprinted from Vintage irplane August 1974
The Model 18, like the Howard
factory, got off to a bad start, and the
climb-out was slow. When the first
bids for CPTP and Army PT trainers
were let, Howard's Board of Direc
tors could
not
make
up
their minds
whether to get a piece of the action
or not. The issue at hand
was
money.
Mr.
B.D.
DeWeese, our new preSident,
finally convinced them we could and
by
Nick Rezich
All
Photos Courtesy
the
Nick Rezich Collection
ect when the head-banging contest
started. First, it was B.D. trying to tell
Gordon what to design, and second
was
the stingy Board of Directors dol
ing
out
a handful of chicken feed
to
build it with.
With the money allotted, Gordon
designed
the
original 18
around
a
16S-hp Warner engine. His new de
sign was a slick one. The fuselage
built so that when you jumped on
the binders, the nose would come up
instead of pitching you over on your
back. We had fun testing this gear t
was
an
odd feeling going down
the
ramp at 30 or 40 mph and being able
to jump on the binders without find
ing yourself
on
the nose.
Throughout
the
design process,
Gordon kept maintenance and ser
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release the prototype for flight. Gor
don
told him not to worry about the
flying,
that he
and Walt Daiber, our
test pilot, would take care of meeting
the flight deadline. With
Eli
settled
down, Gordon released the primary
structure drawing . . .
some
com
plete and some incomplete.
To meet
the
30-day time limit, it
was decided we would build tem
porary jigs for the wings
and
fuse
lage
and that
we would build two
airplanes from these jigs. The first
machine
would be the flying pro
totype
, and
the
second
the
static
load test machine. The two fuselages
were built in a wood jig, much the
same as
EAA
homebuilders use to
day. The wing jig was made of angle
iron bolted together. The later per
manent
jigs were all welded.
You
mayor may not believe the rest of
this story,
but
be
li
e
v you m
e
it
is
true. With only 30 days' time and no
additional help to build the first two
airplanes, the true Howard Aircraft
loyalty, craftsmanship, and ingenu
ity emerged.
All the available factory space was
being used
to maintain
a one-week
production schedule for
th
e Model
IS , which we could not disturb.
To
make
room
for the
wing
and fuse
lage jigs for
the
18, we removed
the
foreman's desks and the clothes lock
ers from the wood shop and welding
shop and doubled
up
with the paint
department
and
sheet metal depart
ment. The rest of the 18 was built in
corners . . . and at night.
The first
to burn
the midnight oil
was engineering. I can well remem
about 5:00 p.m., during a meeting, I
received a phone call from the paint
shop foreman informing me
that
the
primer would not dry. I told him to
give
it
another
30
minutes,
and it
should be
okay.
CAN WELL REMEMBER
COMING
TO WORK
IN
THE MORNINGS
AND
FINDING
GORDON ISRAEL
ASLEEP IN HIS
CHAIR AT
DRAFTING
TABLE
Thirty minutes later he called again
and
said
it
was still wet . I left the
meeting, and when I
was
50 feet from
the paint
booth, I got the
word-or
should I say the smell? What I smelled
was not zinc chromate
but
enamel.
No wonder
it
wo u
ldn t
dry Tom
Handler,
the
painter, had grabbed a
5-gallon pail
out
of storage
and
did
not check what it was. He opened it
and
it was yellow, so
he dumped it
into the pressure pot and started
to
spray. What he was spraying was road
marking enamel that
we
used to paint
the compass rose at the airport. Need
less to say, I got ugly with
him-and
it
cost him a 30-day suspension.
This little mistake cost us a whole
day. The
paint
shop stripped the
were eaten whenever a
man
had the
time to take a bite or two. The corker
came
one night when
Frank Rezich
fell asleep lying on a sawhorse. E
v-
eryone
was
taking
bets
as to when
he
was
going to roll off. I went home
about midnight, and
he
was still
on
dead cent
er;
as far as I know he never
rolled off
After the tail group was fitted and
all
controls
checked out, the fuse
lage went back to the paint shop for
fabric covering. While the fuselage
was being covered,
the
stuff
hit th
e
fan
B.D. DeWeese and the Board of
Directors switched engines
on
Gor
don
. They said the 165-hp Warner
was too expensive and we were to
use the 125-hp Warner instead.
Well
,
Gordon promptly told them in what
particular
part
of
their
anatomi
es
they
could
i
nsert
the 125 Warner
The head-banging ended with Gor
don losing the contest.
Using the small Warner meant all
new performance figures, new weight
and balance . in fact, new every
thing firewall forward and no place
to chop any weight other than in the
finish. The first set of wings was fin
ished by now, and the second set
was
already started, so it was too late to
desi
gn
or build a new, lighter wing.
When
the
smoke cleared, Gordon
jumped into his Dodge and headed
for Andy Kluck's Barn
l
wher
e
he
could
think
in peace and settle down
wi
th the aid of the spirits.
In the meantime, Eli Newberger,
Ted Linnert, and Wally French re
engineered the 18
to
match the 125
Warner. They made some changes in
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A
Model 18
with
an NACA
cowl
and
working
out
some final figures
before
the
first test flight.
We
still had
about
five
days left to meet the dead
line, and Walt Daiber was chomping
at
the
bit
to
fly the
18.
He
had been
running slow taxi tests, engine tests,
etc., plus test-flying
the
ISs.
He
had
been given instruction from Gordon
not
to
fly
the plane unti l engineering
released it.
Well,
01'
Walt was
nothing
but a
big kid who loved to
fly.
One
after
noon
after all
the
squawks had been
was in the
air
Walt climbed it
out
at
max
angle,
circled
the
field
to
about 3,000 feet,
and proceeded to
run
some stall
tests. After about 30 minutes of flying
around doing steep turns, dives, etc.,
he returned to
the
field, made a per
fect three-point landing, and taxied
in with that
same $%#*-eating grin
on
his
face.
Gordon was so happy to
see his
new
design
fly,
he
forgot all
about his
no
fly" order. He jumped
up
on the
wing, slapped Walt
on the
that; it spins nose down " Walt was
skating
on
thin
ice,
however, because
a
few
days later the wing failed at the
torsion box with a lesser load than for
which it was designed.
This section was modi
fied,
and the
airplane
went through
the cer
tification tests with
no
other problems.
Our next
problem
was production. We
had to rearrange
the
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The first Howard Model
18 at
the factory test hangar.
Wednesday smelling like a goat
The 18, like the 15, was improved
and modified on the production line
by the mechanics, and it left the fac-
tory in traditional D.G A form. The
first batch of 18s had an enamel fin
ish on the wings
and
stabilizer.
We
used a process called "wipe-on, in
which we finished the
wood
like
furniture-sealer,
filler,
and
color.
This was supposed to be quicker and
cheaper
than
the
customary dope
and
fabric and did, indeed, result
in a high-gloss finish. As it worked
out, this was more time-consuming,
expensive, and difficult to repair.
The high gloss was the only thing
the method
had
going for it. This
was later changed to a dope and
fabric finish.
The wood covering
was applied with tacking strips in
place of permanently driven nails
such as in the
15
. The leading edge
was a one-piece, curved section that
we formed ourselves with a steam
forming jig. We also added check
valves to the brake reservoir cans
to keep from bathing
the
pilot with
hydraulic oil.
The whole 18 program went well
until the airplanes and the summer
heat met in Georgia, Oklahoma, and
Texas. The operators
complained
that the airplane would not perform
or climb in the 90°F temperatures.
Gordon was well aware of this situa
tion and explained to the salespeople
that you couldn't build an airplane
that was designed for 165 hp and fly
it with 125
hp and
expect
anything
other than a pig.
I t wasn't long before the sales
came to a grinding halt. C.w. "Slim"
Frietag,
our
vice
president
of sales,
an old-time pilot with many hours,
finally convinced B D DeWeese and
the Board of Directors of the need
to install the 165-hp engine if we
were
to
survive. Then it was back
to
the head-banging contest Gordon
came out of the contest with the
larger
lumps-a
Kinner engine was
purchased and work began immedi
ately on the new installation. This
program was a carbon copy of the
18
as Gordon had originally planned it.
Sales wanted the plane yesterday, so
it was back to working all hours of
the day and night.
Next
month:
The
air
show
and
the
18 develops a bad case of the
spin shakes. ........
The Model 18
final
assembly crew. In
the center
is
Mike
Molberg
the foreman
who brought
the wreckage of
Mr.
Mulligan back
to
Ch
icago. To his left is
my
brother Frank
who is
with Rockwellintemational
working on the
8 1 bomber
program.
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66 b
~ ~ ~ ~ ~ r
, • is saying.
"No t another story about yet
is the airplane itself
unique
, but it
also brings
up
a subject
not many
of
us know
much
about: airplanes that
were produced for unusual purposes
son, Craig, who now owns the air
plane,
received a gift
of
10
hours
of
dual with his grandfather in
the
airplane. So, to say this airplane has
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Craig, who continued in the
family business and
is
now a third
generation ag-operator, took
cus
tody of the airplane and
in
1995
began
to work
on
it. He
has
done
an excellent job
of
telling the Bair
Cub story on the signboard that
accompanies the airplane, and it s
well worth reading.
I
decided
that
I wanted
the
air
craft to be completely original, so
I began
research
on
what
a 1941
Piper
Cub should
look
like. I
had
heard
about
a pre-war program in
which
one
Piper dealer in each state
NUSIO'U
I; ;;IJ
~ M I . O "
Pipe, Cult Traine,
P,obobly 110 _ ~ h t
oWpione
ho,
onjoy d popularity of Pipe,
Cub ITolne,. h
io
.. .,y to fty and
economical
to
maintain. Private
owners nd it on ideal plone and it
is
Mino
used extensively
in
....
pres-
could acquire a Flit
fire. Those were Cubs
painted
silver
with
British
markings.
I
;;
thought
i t
would be
pretty
neat
if
my
Cub
Brown Williamson
Tobacco
Co sold
the
Wings cigarette
brand and sponsored a
number
of
aviation·related
ent CfVil Aeronoutics
t r o ~
pro-
gram. A var;.ty of ~ horsepower
engines
contribut.
to
its perform
-
ance ond economy of operation.
F - f _ P ~
two
_ _
of
_.-,I
I ae
was one of those Flit
«
fires ,
but
I
couldn't
§ figure
out how to
check on that.
o
u
restoration workshops.
Smith runs a series of ragwing
Piper restoration clinics that take
place
in
various
locations
around
the
country.
They
are considered a
"must
do"
for those serious about
that kind of restoration.
"I
attended
his
workshop
in
September of
1996
in
Fort Collins,
Colorado. I told Clyde I wanted the
airplane
to
be
absolutely
original,
but
he
took that with a grain of salt
because he'd heard it many times
in
the
past, and people
apparently
didn't follow
through.
I asked him about the pOSSibil-
ity of my aircraft
being
a British
Flitfire,
and he
said he would look
into it when he got home
after I
gave
him my registration and
se
rial numbers.
II
About two weeks went by, and
I got a call from
Clyde.
He
said
,
' I have good news
and bad
news.
What
do
you want
first?' I said,
'Give
me the
bad news.' He said the
Cub
is not
a Flitfire, but the good
news
is
that
it
is
rarer
than
a Flitfire:
it
is
a Wings Cigarettes Cub. I asked
him
how he
knew this, and he said
it was written in
the
Remarks sec
tion
in the original factory records.
"I asked him what he knew
about Wings Cigarettes Cubs, and
he
said, 'N o t much,
other than
they
were given away by
the
ciga
rette company in 1940 and
1941.'
He recommended that I call John
Stahly in
Indiana because
he
had
done a lot of
research
on
Wings
Cubs. I
contacted
John, and he said
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Craig s meticulous work
on
the Continental
engine is
ap
parent
in
the
fit of the cowling and
the
eyebrows above
each bank of
cylinders
.
when Clyde Smith asked to hold one
of his workshops in Craig's facility in
York, Nebraska.
While
he
was there we made a list
of
everything I'd need to make the
Cub original.
The
biggest items I
had
yet to locate where an original cowl
ing,
carburetor
airbox, three-piece
windshield,
and the
black-faced in
struments.
We then
discovered
by
looking at other Cubs that this one
had the
cathedral ceiling.
I
began looking
everywhere for any
original, pre-war
Cub parts. I found
the oil temperature
gauge and compass
in a
friend s
Cub
that was in the raf
ters
of
his
hangar.
Clyde found an
oil pressure gauge.
I
already
had the
airspeed
and
altim
eter, and Keystone
Because of
his
profession
as an
agricul-
Instruments
sup
tural sprayer, Craig Bair couldn t
make
plied
me with the
the trip
to
Oshkosh
for
EAA
AirVenture
Waltham tach
and
2004, so
his
friend Dan McNeill of Placer-
v e r h a u led
the
ville,
California,
brought
the
Wings
Cub to
other
instruments.
the convention .
For a long time
I
didn t have
an
original primer,
then
found
one
just sitting
on
a bench
at another friend's shop in Missouri.
The
search for parts for
an
airplane such
as this
often
takes weird
and
serendipitous turns. For instance, Craig
was asked to ferry a 1929 Great Lakes from New York
state to Kansas for a friend. While he was weathered-in in
New York, he called Mac MacVicor,
who
had been recom
mended to him as someone who might have Cub parts.
I
told
Mac I
needed
a
three-piece windshield, and
I
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Noted
restorer
Andrew King was enlisted
to create
set
of accurate control cables
complete with
Roebling
roll
splices.
up and asked
me
if I was the one
flying
th
e Great Lakes
and
wanted
to know
who I was
delivering
the
airplane to. I t
turned
out
he
knew
both the seller and the purchaser. I
about fell over when he introduced
himself as Andrew King.
I told him
he
was just the guy
I'd been looking for
and had
been
told he
could
splice
up
cables for
my Cub. He said
he
would be happy
to
and corrected
me
and said the
original cables were
not
five-tuck
spliced, but Piper used the Roebling
roll splice. I sent
him
myoid
cables
for patterns , and a month
later
I
had a beautiful set of
brand
new
control
cables
just
like
they
had
been made in 1941.
In the course of trying for origi
nality, Craig wanted to re-cover the
airplane in Grade A cotton, but was
unsuccessful in finding a supplier.
Clyde Smith
Jr. lagwingDetective
Clyde Smith Jr. provides a service analogous to being a genealogist: he has
a
ll
the Piper records for al l ragwing Pipers and can tell you things about your
airplane
you
never suspected . He can also
pOint
out special models many of us
never knew existed.
For a pa l
try 15
he can supply
you
with such obscure information as the
se
ri
al
number of the prop that was originally
on
your airplane when it rolled out of
the factory.
Or
the engine's original make, model, and serial number. He can
also tel l when it was manufactured and when it actually rolied out the door,
which are sometimes quite different. He can also verify the original color, the
color scheme, and how the airplane was originally equipped.
One of
the
most important services , however, is in
the
records column
marked Remarks. This is where factory personnel recorded anything unusual
about the airplane. This is where it indicated that the Bair 's Cub had been built
for the Wings Cigarettes Company to be used in its Wings of Destiny program.
Clyde said, What I need to work from is the airplane's N number and the serial
number. However, people should know
that
the serial number and the fuselage
number aren't the same thing. Often, people call all panicked because their fuse
lage doesn 't match the seria l number, and they think they have a problem when
they don't.
The
serial number is
on
the dataplate, while the fuselage number could
be a number of places, depending
on
the model and
age
of the airplane.
What kinds of things does Clyde sometimes ferret out for his customers?
In checking this one particu ar J-4, I found it had been built specifically for
the CAA with a full electrical system, IFR instrumentation, and radios. I some
times theorize it was headed for the Forestry Service or something, but don't
know
that
for a fact. The airplane was painted orange with black trim and had
the CM logo on the door.
Some of the better-known Cub variants like the Flitfires pop up from time
to
time.
I show eight Flitfires still on the registry and just recently had the fun of tell
ing a lady in Seattle that her Cub was an original Flitfire. At this point, I think I 've
located all the Flitfires.
ACub variant that is practically unknown
was
identified by Piper as a
Cub
Sport.
These airplanes were produced in
1938,
'39,
and
'40
and were greatly
upgraded airplanes. They had red leather interiors, spinners ,
strut
cuffs, and
wheelpants. Considering that 6,600 out of the original
14,000
Cubs built are
still registered, there are probably a lot of undiscovered Sports out there.
There are also a bunch of
TG-8
gliders around that have been converted with
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Nebraska, and
found
a
Wings Cigarette poster
and asked the dealer if
he
had anything else
hav
ing
to
do with
Wings. He
asked why,
and
I told him
about the
Cub
. A lady in
the booth
behind
us asked
me if it would be
okay
if
she tried
to
find the fam
ily who had
won
the Cub
in 1941.
It
was
only
a few days
later
when got a call from the nice lady
who
was
really excited. She
had
found the Nivers family, and Rich
ard Nivers had been the winner. His
brother, Robert, was still
living
in
Omaha
. The family
couldn't
be
lieve the airplane
had
survived all
these
years
and
were very excited
to
hear from me. They said Richard
was still alive,
but
in a rest
home
in
Burbank, California, suffering from
Alzheimer's disease.
"Robert collected
everything he
could find
about
the
Cub
and
sent
copies
to
me.
He
said
that
he
re
membered the day of the Cub give
away vividly because he sat
in
his
parent's 1938 Buick and listened to
the
news about
the
attack on Pearl
Harbor: the presentation giving the
Cub to Nivers took place the morn
ing of December
7
1941."
While researching
the
screws
and
bolts for the airplane, Craig had been
told by reliable sources
that
all of the
screws were slotted, not Phillips, and
of course it was all Type One cad
plated, not Type Two.
So
he
bought
used Phillips screws on the instru
ments
and to fasten
the
panel to
the
boot cowl.
The
photo
also
clearly shows black wrinkle finish
paint
on
the instrument panel, car
buretor
heat
well,
throttle plates,
and fuel shutoff well. We
would
have never known that
without
that photograph.
When
finishing
the
airplane,
we followed Piper Report 381
with
two exceptions: we didn't
use
ni
trate dope, and we
painted
all metal
parts
with
Air-Tech poly
paint.
The
Wings
Cubs
were
clearly
identified by a distinctive Wings of
Destiny
logo
on the
side,
and that
had to be duplicated exactly.
Clyde
had an
original
photo
graph of a Wings Cub, and between
that one, others supplied
by
the
Nivers, and
my
original posters, we
had solid references to work from.
My helper's brother, Greg Elliott,
is a
professional
sign
painter,
and
he said he really wanted to paint
the
sign on the Cub. Greg made up
a full-size drawing from
the
post
ers and pictures and sent it over for
us to proof. It looked
identical
to
We only had to
adjust the right
rear strut to correct
for a slight wing
heavy
condition.
I have test-flown
many aircraft, but
this one meant the
most
to
me.
It
was
just like my first
solo flight. Flying
around
in this airplane reminds me
why
I learned to fly.
In
June
of
2004,
Mr. and Mrs.
Robert
Nivers drove over to see
the
airplane
for the first
time
since
1941. Robert even went for a ride.
He also brought
along
several pic
tures
and other
bits of memorabilia
about
37946 for me
to
keep. It was
quite a thrill for us."
The
story of the Bair Wings
Cub
shows that
many
threads of history
can weave themselves together into
an artifact
that simply
can't be du
plicated:
the
Pearl Harbor connec
tion,
the
fact that the Nivers sur
vived
along with
the
airplane,
the
discovery that the Bair's family Cub
was a rarity, those first 10 hours of
flight
with
granddad.
These
kinds of
things can't be
orchestrated. Fate
somehow
made
a series of decisions that com
bined to say that this airplane and
these people should
survive,
and
they
would find their way into
the
hands
of
someone like Craig Bair,
who
wanted to see
that
those
bits
of history should be treated with
the
care and respect they deserve.
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Aeronca Aviators Club
Robert Szego
P.O.
Box 66
Coxsackie,
NY 12051
518-731-3131
E-mail: [email protected]
Web: www.aeronca.org
Dues: $29/yr, $37 Canada & Foreign
Publication: Quarterly, Aeronca Aviator
Fearless Aeronca Aviators f-AA)
John Rodkey
280 Big Sur
Dr.
Goleta, CA
93117
805-968-1274
E-mail: [email protected]
Web: http://aeronca.westmont.edu
Dues: None, contribute
with discussion at e-mail
Publication: Electronic form only
International Aeronca Association
Buzz Wagner
Box
3,
4011st
Street East
Clark,
SO 57225
605-532-3862
Fax:
605-532-1305
Dues: $20/yr.
Publication: Quarterly
T-34 Association, Inc.
Charles H. Nogle
P.O. Box
925
Champaign,
IL
61824-0925
217-356-3063
Staggerwing Club
P.O.
Box 550
Tullahoma,
TN 37388
931-455-1974
Fax: 931-455-1994
E-mail: [email protected]
Web:
www.staggerwing.com
Dues: $25/yr. US $30/yr. Foreign
Publication: Quarterly
TYPE CLUB L IST
This information is l isted on our website, www.
vintageaircraft.org , th roughtout the year. Anytime you
have changes related to your listing, drop a note in the
mail detailing the changes (use the format
you
seen on
these pages). Send your note to: Editor, Vintage Airplane;
Vintage Aircraft Association;
P.O.
Box
3086;
Oshkosh,
WI
54903-3086 or e-mail it to [email protected].
Bellanca-Champion Club
Robert Szego
P.O. Box 100
Coxsackie,
NY 12051-0100
518-731-6800
robert@bellanca championclub.com
www.bellanca championclub.com
Dues: 35/1st yr $63/-yrs;
Foreign
41/1st yr
$68/-yrs
Publication: Quarterly,
B-C
Contact
Bird Airplane Club
Jeannie Hill
P.O.
Box
328
Harvard, IL
60033-0328
815-943-7205 Dues: Postage Donation
American Bonanza Society
Nancy Johnson
P.O. Box 12888
Wichita, KS
67277
316-945-1700; Fax: 316-945-1710
E-mail: [email protected]
Web: http://www.bonanza.org
Dues: $50/yr.
Publication: Monthly
Twin Bonanza Association
Richard
I.
Ward
19684 Lakeshore Drive
Three Rivers, MI 49093
269-279-2540; Cell: 269-251-2636
Hangar: 269-279-7616
Fax:
269-279-2540
E-mail: forward@net Iink.n t
Web: www.twinbonanza.com
Dues: 35/yr US & Canada; 45/yr Foreign
Publication: Quarterly
Bucker Club
A. Gordon Clement
2225
Peachford Lane
Lawrenceville,
GA 30043
770-995-1798
E-mail: [email protected]
Cessna
150
/
152
Club
Royson Parsons
P.O. Box
1917
Atascadero, CA 93423-1917
805-461-1958
membership@cessna150 152.com
Web: www.cessna150 152.com
Dues:
35
US,Canada, Mexico
49
Foreign
Publication: Bi-monthly
Cessna International Bird Dog Association
(L-
19
/ 0 -
1)
Jim Mulvihill
46
Eagles Nest
Kerrville, TX 78028
830-896-7604
E-mail: [email protected]
Web:
www.I 19bowwow.com
Dues: 30/yr US; 35/yr Canada;
45/yr Int'l
Publication: Quarterly Magazine; Monthly
Email Newsletter
Cessna
180
/ 185 International Club
(ownership required)
Dave Hayden
21910
S. Gardner
Road
Spring Hill,
KS
66083
913-884-2187; Fax: 913-884-2167
E-mail: [email protected]
Dues: $25/yr.
Cessna 195 International Club
Bob Reiss, President
9493 La Jolla Farms Road
La
Jolla, CA
92037
858-457-5987
Fax:
858-552-8453
E-mail: [email protected]
Web: www.cessna195.org
Dues:
25
to join, future assessments
as
required, won' t exceed 25
in
any
yr.
Publication : Quarterly
mailto:[email protected]:///reader/full/www.aeronca.orgmailto:[email protected]:///reader/full/http://aeronca.westmont.edumailto:[email protected]:///reader/full/www.staggerwing.comhttp:///reader/full/www.staggerwing.comhttp:///reader/full/www.staggerwing.comhttp:///reader/full/vintageaircraft.orgmailto:[email protected]:[email protected]:///reader/full/www.bellanca-championclub.commailto:[email protected]:///reader/full/http://www.bonanza.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.twinbonanza.commailto:[email protected]:[email protected]:///reader/full/www.cessna150-152.commailto:[email protected]:///reader/full/www.I-19bowwow.commailto:[email protected]:[email protected]:///reader/full/www.cessna195.orgmailto:[email protected]:///reader/full/www.aeronca.orgmailto:[email protected]:///reader/full/http://aeronca.westmont.edumailto:[email protected]:///reader/full/www.staggerwing.comhttp:///reader/full/vintageaircraft.orgmailto:[email protected]:[email protected]:///reader/full/www.bellanca-championclub.commailto:[email protected]:///reader/full/http://www.bonanza.orgmailto:[email protected]:///reader/full/www.twinbonanza.commailto:[email protected]:[email protected]:///reader/full/www.cessna150-152.commailto:[email protected]:///reader/full/www.I-19bowwow.commailto:[email protected]:[email protected]:///reader/full/www.cessna195.org
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8/20/2019 Vintage Airplane - Jan 2005
22/36
Eastern
19
/
195
Association
Cl iff Crabs
25
575 Butternut Ridge Road
North Olmsted,
OH 44070
440-777-4025
E-mail
:
or
Dues:
15
initial , then
as
required
Publ ication : 4/ y
r
approx.
International Cessna
12
/
14
Association
Mac
&
Donna Forbes, President
P.O. Box 669
Alamance, NC 27201-0669
336-226-4582
E-ma
il : [email protected]
Web
:
.cessna120-140.org
Dues: 25 / yr; 35 / yr. Overseas
Publication: Bi-monthly. Annual Calendar
Issue & Membership Handbook/ Directory
International Cessna 17 Associatio , Inc.
Velvet Fackeldey
P.O.
Box 1667
Lebanon, MO 65536
417-532-
4847
Web : .cessna170.org
Dues:
35
/ yr.
Publication : Flypaper-monthly; The
170
News-quarterly
West Coast Cessna
12
/
14
Club
Randy Thompson
4379
Hwy
147
Lake
Almanor,
CA
96137
530-357-5440
Du
es:
20
/
yr.
Publication:
Bi
-monthly
Corben Club
Robert Taylor
P.O. Box 127
Blakesburg, IA
52536
641-938-2773;
Fax:
641-938-2093
Web : www.aaa-apm.org
Dues: 15 /
yr.
Publication: 3
Culver Dart Club
Lloyd Washburn
2656
East Sand Road
Port Clinton,
OH
43452-2741
419-734-6685
E-mail : [email protected]
Culver PQ-14 Assoc.
Ted
Heineman
29621 Kensington Drive
Laguna Niguel, CA
92677
949-495-
4540
Ercoupe Owners Club
Carolyn T. Carden
P.
O. Box 7117
So. Brunswick Station , NC
28469
-
7117
910-575-2758
E-mail: [email protected]
Web: www.ercoupe.org
Dues:
30
/ yr .
Publication: Monthly, Coupe Capers
Ercoupe Owners Club - Wisconsin Wing
Judi
Matuscak
6262
Brever
Road
Burlington,
WI
53105-8915
262-539-2495
E-mail: [email protected]
Fairchild Club
John W
Berendt, President
7645 Echo Point Road
Cannon Falls, MN
55009
507-263-2414
E-mail:
Web: www.fairchildclub.com
Dues:
15
/
yr.
Publication: Quarterly
Fairchild Fan Club
Robert L.
Taylor
P.
O.
Box
127
Blakesburg, IA 52536
641
-
938
-
2773
Fax
: 641-938-2093
E-mail : [email protected]
Web: www.aaa-apm.org
Dues: 15
Publication: (3)
16
pg .
Great Lakes Club
Brent L. Taylor Editor
P. O. Box
127
Blakesburg,
IA 52536
641-938-2773,
Fax
:
641
-
938
-
2093
Web:
.aaa-apm.org
Dues:
15
Publication : (3) 16 pg. Newsletter
The American Yankee Association
Grumman)
Stew Wilson
P.O. Box
1531
Cameron Park,
CA 95682-1531
530-676-4292
E-mail:
Web: www.aya.org
Dues:
40
/
yr.
American Hatz Association, Inc.
Chuck Brownlow
P.
O.
Box 10
Weyauwega,
WI
54983-0010
E-mail: [email protected]
Web: .weebeastie.com/ hatzcbl/
Dues:
20
/
yr.
Publicati
on
: Quarterly
Hatz Club
Robert L. Taylor
P
O.
Box
127
Blakesburg,
IA 52536
641-938-2773
Fax: 641-938-2093
Web: www.aaa-apm.org
Dues :
15
/
yr.
Publication: (3) Hatz Herald
Canadian Harvard Aircraft Associatio
Greg Burnard
Tillsonburg Municipal Airport
244411 Airport Road
Tillsonburg, OntariO Canada N4G 4Hl
519-842-9922;
Fax
: 519-842-3292
E-mail: [email protected]
Web
:
www.harvards.com
Dues: 50 / yr.
Heath Parasol Club
William Schlapman
6431
Pau lson
Road
Winneconne, WI 54986
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna120-140.orghttp:///reader/full/www.cessna120-140.orghttp:///reader/full/www.cessna120-140.orghttp:///reader/full/www.cessna120-140.orghttp:///reader/full/www.cessna120-140.orghttp:///reader/full/www.cessna120-140.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna170.orghttp:///reader/full/www.cessna170.orghttp:///reader/full/www.cessna170.orghttp:///reader/full/www.cessna170.orgmailto:[email protected]:[email protected]:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.ercoupe.orghttp:///reader/full/www.ercoupe.orghttp:///reader/full/www.ercoupe.orghttp:///reader/full/www.ercoupe.orghttp:///reader/full/www.ercoupe.orgmailto:[email protected]:[email protected]:///reader/full/www.fairchildclub.comhttp:///reader/full/www.fairchildclub.comhttp:///reader/full/www.fairchildclub.commailto:[email protected]:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.aya.orghttp:///reader/full/www.aya.orghttp:///reader/full/www.aya.orghttp:///reader/full/www.aya.orghttp:///reader/full/www.aya.orgmailto:[email protected]:///reader/full/www.weebeastie.comhttp:///reader/full/www.weebeastie.commailto:[email protected]:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.harvards.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna120-140.orgmailto:[email protected]:///reader/full/www.cessna170.orgmailto:[email protected]:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:[email protected]:///reader/full/www.ercoupe.orgmailto:[email protected]:[email protected]:///reader/full/www.fairchildclub.commailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.aya.orgmailto:[email protected]:///reader/full/www.weebeastie.commailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.harvards.com
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Continental Luscombe Assoc
iat
i
on
Jim & Patti Sani, President & Secretary/
Treasurer
10251
E.
Central
Ave
.
Del
Rey,
CA
93616
559-888-2745
E-mail: c/ajim [email protected]
Web : www.luscombe cla.org
Dues:
$20
US , $27 Canada
$35 Foreign.
US
Funds
Publication: 6/ yr
Luscombe Associati
on
Steve and Sharon Krog
1002
Heather Lane
Hartford,
WI 53027
262-966-7627
E-mail:
Dues:
$25 US
& Canada
$30
Foreign
Publication: 6/ yr
Luscombe Endowment
Doug
Combs
15815
E.
Melrose St.
Gilbert,
AZ
85296
480-650-0883
Web: www.luscombes.org
Publication: Electronic
Meye rs Aircra
ft
Owners Association
William E. Gaffney, Secretary
24Rt.17K
Newburgh,
NY
12550
845-565-8005
Fax:
845-565-8039
Dues: Postage Fund Donation
Publication: 5-6 per year
Monocoupe Club
Frank and Carol Kerner
1218 Kingstowne Place
St. Charles,
MO 63304
636
-939-3322
Web: www.monocoupe.com
Dues:
$25
/
yr.
Publication: website
American Navion Soci
ety
16420
SE
McGillivray
103
Vancouver,
WA 98683
-
3461
360-833-9921, Fax : 360-833-1074
E-mail:
Web: www.navionsociety.org
Dues:
$50
/ yr.
Publication: Bi-monthly
Navion Type Club at Navion Skies
Raleigh Morrow
P.O.
Box
2678
Lodi ,
CA 95241-2678
209-367-9390
E-mail: [email protected]
Web: www.navionskies.com
Dues:
$45
/
yr.
Publication: Monthly,
&
via
e-ma
il.
Parrakeet Pilot Club
Barry
Taylor
Box 127
Blakesburg,
IA 52536
641-938-2773, Fax: 641-938-2093
E-mail : [email protected]
Web: www.aaa apm.org
Dues:
$15
Publication: (3)
The
Parrakeet Pilot
Brodhead Pietenpol ssociation
Donald Campbell
221
N.
LaSalle St, Ste
3117
Chicago,
IL
60601
Web: http:
www.pietenpol.org
Dues:
$10
/ yr. US
Publication: Quarterly
International Pietenpol Association
Robert L.
Taylor
P O. Box
127
Blakesburg,
IA 52536
641-938-
2773,
Fax: 641
-
938-2093
Web : www.aaa apm.org
Dues:
$15
Publication : (3) 16 pg .
Cherokee Pilots Association
P.O.
Box
1996
Lutz, FL
33548
813-948-3616,
800-292-6003
Dues: $34 US , $36 Canada & Mexico,
$44 Foreign
Publication: 11 /
yr.
International Comanche Society
Sk ip Dykema
5604
Phillip
J.
Rhoads Ave. ,
Hangar 3, Suite 4
Bethany, OK 73008
954-661-1454
Fax
: 405-491-0325
Web
:
www.comancheflyer.com
Dues: $64/
1st
yr. , $60 add'i yrs.
Publication: Monthly,
50
pages
Piper Owner Society
P.O. Box
5000
lola,
WI 54945
866-MY-
PIPER
Fax
: 715-445-4053
E-mail : [email protected]
Web: www.piperowner.org
Dues:
$48
/
yr.
Publication : Monthly
Short Wing Piper Club, Inc
Eleanor and Bob Mills
309 Main Street, Suite 4
Halstead,
KS 67056
316-835-3650 (0); 316-835-3307
H
)
Web: http: www.shortwing.org
Dues:
$30
/
yr.
Publication : Bi-monthly
Supercub.org
Steve Johnson
P.O. Box 901465
Kansas City, MO 64190
816-741-1486
Fax: 816-741-5212
E-mail :
Web: www.supercub.org
Dues: Donations
Porterfield Airplane Club
Chuck Lebrecht
91 Hickory Loop
Ocala, FL 34472
352
-687-4859
Dues:
$5
/ yr.
Publication : Quarterly
Rearwin Club
Robert L. Taylor
mailto:c/[email protected]:c/[email protected]:c/[email protected]:c/[email protected]:c/[email protected]:c/[email protected]:c/[email protected]:///reader/full/www.luscombe-cla.orgmailto:[email protected]:[email protected]:///reader/full/www.luscombes.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.monocoupe.commailto:[email protected]:///reader/full/www.navionsociety.orghttp:///reader/full/www.navionsociety.orghttp:///reader/full/www.navionsociety.orghttp:///reader/full/www.navionsociety.orghttp:///reader/full/www.navionsociety.orgmailto:[email protected]:///reader/full/www.navionskies.comhttp:///reader/full/www.navionskies.comhttp:///reader/full/www.navionskies.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orghttp:///reader/full/http://www.pietenpol.orghttp:///reader/full/http://www.pietenpol.orghttp:///reader/full/http://www.pietenpol.orgmailto:[email protected]:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orghttp:///reader/full/www.aaa-apm.orgmailto:[email protected]://www.comancheflyer.com/mailto:[email protected]:///reader/full/www.piperowner.orghttp:///reader/full/www.piperowner.orghttp:///reader/full/www.piperowner.orgmailto:[email protected]://www.shortwing/http://www.shortwing/http://www.shortwing/http:///reader/full/Supercub.orgmailto:[email protected]:///reader/full/www.supercub.orghttp:///reader/full/www.supercub.orghttp:///reader/full/www.supercub.orgmailto:c/[email protected]:///reader/full/www.luscombe-cla.orgmailto:[email protected]:[email protected]:///reader/full/www.luscombes.orgmailto:[email protected]:///reader/full/www.monocoupe.commailto:[email protected]:///reader/full/www.navionsociety.orgmailto:[email protected]:///reader/full/www.navionskies.commailto:[email protected]:///reader/full/www.aaa-apm.orghttp:///reader/full/http://www.pietenpol.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]://www.comancheflyer.com/mailto:[email protected]:///reader/full/www.piperowner.orgmailto:[email protected]://www.shortwing/http:///reader/full/Supercub.orgmailto:[email protected]:///reader/full/www.supercub.org
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1-26 Associati
on
(Schweizer)
Lisa Sergent
7100
Christy Creek
Morehead,
KY 40351
606-780-4953
Fax : 606-780-0196
E-mail: [email protected]
Web:
www.126association.org
Dues: $15/yr. Regular; $25/yr. Sustaining;
300 life membership
Publication: Bi-monthly
Stearman Restorers Associati
on
Jack Davis
7000 Merrill Ave.
Box
90, Chino Airport
Chino,
CA 91710
E-mail:
Web:
www.stearman.net
Dues: 35/yr. US, 45 Overseas
Publication: 4/yr .
International Stinson Club
Tony Wright
2264 Los Robles Road
Meadow Vista, CA
95722
530-878-0219
E-mail:
Web:
www.aeromar.com/swsc.html
Dues: $30/yr.
Publication: 11/yr.
National Stinson Club
George Alleman
1229 Rising Hill
Road
West
Placerville, CA
95667
530-622-4004 voice
&
fax
E-mail:
Dues:
20
US & Canada; 25 Foreign
Publication: 4/yr .
St inson Historical and Restoration Society
(or Stinson 108, Antique Airplane
Association)
Robert Taylor
P.
O.
Box
127
Blakesburg, IA 52536
641-938-2773
Fax: 641-938-2093
E-mail: [email protected]
Web:
www.aaa-apm.org
Dues: $24/yr.
Publication: (3) SHARS
Taylorcraft Owner s Club
Bruce Bixler, II
12809
Green Bower, N.E.
Alliance,
OH 44601
330-823-9748
E-mail:
Web: www.taylorcraft.org
Dues: $12/yr.
Publication: Quarterly
Virginia/ Carolinas Taylorcraft Owner s Club
Tom
Pittman
Rt. 6 Box 189
Appomatox, VA
24522
434-352-5128
E-mail: [email protected]
Web:
www.vctoc.org/
Dues: $10/yr.
Publication: Quarterly
Travel Air Club
Robert
L. Taylor
P
O.
Box 127
Blakesburg, IA 52536
641-938-2773
Fax: 641-938-2093
Web: www.aaa-apm.org
Dues: 15
Publication: (3) Travel air Talks
Travel Air Di
v
of Staggerwing Museum
Foundation, Inc
Karen Garrick
P O.
Box
550
Tullahoma,
TN
37388
931-455-1974
Web:
www.staggerwing.com
Dues: $40/yr.
Publication: 4-5 per yr.
Travel Air Restorer s Association (TARA)
Jerry Impellezzeri
4925 Wilma Way
San Jose,
CA
95124
408-356-3407
E-mail:
Web: www.travelair.org
Dues: $15/yr.
Publication: Quarterly
Western Waco Association
Barry R.
Bran
in
PO
Box
706
Groveland,
CA 95321
209-962-6121
E-mail:
Dues: $5/yr.
Publication: Occasional
MULTIPLE
AIRCRAFT ORGANIZATIONS
Florida Antique Biplane Association, Inc.
Larry Robinson
10906 Denoeu
Road
Boynton Beach, FL 33437
561-732-3250
Fax: 561-732-2532
E-mail: BeyeView@aol .com
Dues: $48/yr.
Publication: The Flying Wire
National Biplane Association
Charles W. Harris
P.O. Box 470350
Tulsa,
OK
74147-0350
918-622-8400
Fax: 918-665-0039
E-mail: [email protected]
www.nationalbiplaneassn .org
www.biplaneexpo.com
Dues: 25 individual ; 40 family;
add
10
foreign
Publication: Quarterly
North American Trainer Association T6 ,
T28
,
NA64
, NA50,
P51
,
B25)
Kathy & Stoney Stonich
25801 NE Hinness Road
Brush Prairie,
WA 98606
360-256-0066 or 360-896-5398
E-mail:
Web:
www.NorthAmericanTrainer.org
Dues: 45
US
& Canada;
55
Foreign
Publication: Quarterly,
"NATA
Skylines"
Talldragger Club
Asa
Dean
16216
N 34th Way
Phoenix,
AZ
85032-3119
602-622-8335
E-mail: [email protected]
mailto:[email protected]:///reader/full/www.126association.orgmailto:[email protected]:///reader/full/www.stearman.netmailto:[email protected]://www.aeromar.com/swsc.htmlmailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.taylorcraft.orgmailto:[email protected]:///reader/full/www.vctoc.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.staggerwing.comhttp:///reader/full/www.staggerwing.comhttp:///reader/full/www.staggerwing.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.travelair.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.nationalbiplaneassn.orghttp:///reader/full/www.nationalbiplaneassn.orghttp:///reader/full/www.nationalbip