vintage airplane - jan 2005

8/20/2019 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

.


3/36

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


4/36

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


5/36

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

mailto:[email protected]:[email protected]


6/36

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


7/36

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.)


8/36

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.


9/36

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.


10/36

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


11/36

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• Introduction

to

Aircraft Bu ild ing

• Sheet Metal Basics • Fabr ic Covering


• Electrical Systems and Avionics

• Introduction

to

Aircraft Building

• Sheet Metal Basics • Fabric Covering


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


12/36

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


13/36

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


14/36

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


15/36

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.


16/36

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


17/36

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


18/36

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


19/36

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


20/36

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.


21/36

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


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


Web:

www.staggerwing.com

Dues: $25/yr. US $30/yr. Foreign


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


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


Bucker Club

A. Gordon Clement

2225

Peachford Lane

Lawrenceville,

GA 30043

770-995-1798


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


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


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


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


22/36

Eastern

19

/

195

Association

Cl iff Crabs

25

575 Butternut Ridge Road

North Olmsted,

OH 44070

440-777-4025

E-mail

:

[email protected]

or

[email protected]

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

[email protected]

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

[email protected]

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

[email protected]

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


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


Fairchild Club

John W

Berendt, President

7645 Echo Point Road

Cannon Falls, MN

55009

507-263-2414

E-mail:

[email protected]

Web: www.fairchildclub.com

Dues:

15

/

yr.


Fairchild Fan 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)

16

pg .

Great Lakes Club

Brent L. Taylor Editor

P. O. Box

127

Blakesburg,

IA 52536

641-938-2773,

Fax

:

641

-

938

-

2093

[email protected]

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:

[email protected]

Web: www.aya.org

Dues:

40

/

yr.

American Hatz Association, Inc.

Chuck Brownlow

P.

O.

Box 10

Weyauwega,

WI

54983-0010


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

[email protected]


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


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


23/36

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:

[email protected]

Dues:

$25 US

& Canada

$30

Foreign

Publication: 6/ yr

Luscombe Endowment

Doug

Combs

15815

E.

Melrose St.

Gilbert,

AZ

85296

480-650-0883

[email protected]

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

[email protected]

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:

[email protected]

Web: www.navionsociety.org

Dues:

$50

/ yr.


Navion Type Club at Navion Skies

Raleigh Morrow

P.O.

Box

2678

Lodi ,

CA 95241-2678

209-367-9390


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


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


International Pietenpol Association

Robert L.

Taylor

P O. Box

127

Blakesburg,

IA 52536

641-938-

2773,

Fax: 641

-

938-2093

[email protected]

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

[email protected]

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


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

)

[email protected]

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 :

[email protected]

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


24/36

1-26 Associati

on

(Schweizer)

Lisa Sergent

7100

Christy Creek

Morehead,

KY 40351

606-780-4953

Fax : 606-780-0196


Web:

www.126association.org

Dues: $15/yr. Regular; $25/yr. Sustaining;

300 life membership


Stearman Restorers Associati

on

Jack Davis

7000 Merrill Ave.

Box

90, Chino Airport

Chino,

CA 91710

E-mail:

[email protected]

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:

[email protected]

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:

[email protected]

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


641-938-2773

Fax: 641-938-2093


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:

[email protected]

Web: www.taylorcraft.org

Dues: $12/yr.


Virginia/ Carolinas Taylorcraft Owner s Club

Tom

Pittman

Rt. 6 Box 189

Appomatox, VA

24522

434-352-5128


Web:

www.vctoc.org/

Dues: $10/yr.


Travel Air Club

Robert

L. Taylor

P

O.

Box 127


641-938-2773

Fax: 641-938-2093

[email protected]


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

[email protected]

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:

[email protected]

Web: www.travelair.org

Dues: $15/yr.


Western Waco Association

Barry R.

Bran

in

PO

Box

706

Groveland,

CA 95321

209-962-6121

E-mail:

[email protected]

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


www.nationalbiplaneassn .org

www.biplaneexpo.com

Dues: 25 individual ; 40 family;

add

10

foreign


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:

[email protected]

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


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vintage airplane - jan 2005

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