Vintage Airplane - Feb 2004

8/20/2019 Vintage Airplane - Feb 2004

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2/36

VOL.

32

,No. 2 FEBRUARY

2004

2

VAANEWS

IH.G.

Fraut

schy

4

2004

HALLOFFAME- NICK

REZICH

6

PASSITTOBUCK/BuckHilbert

7

MYSTERYPLANE/

H.G.Frautschy

8

THE

VINTAGE

INSTRUCTOR

CHARTING ACOURSE

/Doug

Stewa rt

10

1931SECOND-HAND

AIRPLANE

Budd

Davisson

15 JUSTAFLIVVER

KINDA

GUY

C

HRIS PRICE

ANDHIS

HEATH

PARASOUBu

dd

Davisson

20 2004 TYPE

CLUB

LIST

25 CALENDAR

27 NEWMEMBERS

28 CLASSIFIEDADS

§ I F F


3/36

STR IGHT e

LEVEL

ESPIE BUTCH

JOYCE

PRESIDENT, VINTAGE

ASSOCIATION

eeling honored

It's been chilly or downright cold in the

states

north of us, and

the Carolinas

have been

seeing

a

bit

more

colder

weather than we 've had in the last couple

of years. We've been Sitting a bit closer

to the fire until the weather breaks. It s

making it a

bit

more of a

challenge

to

meet

my

completion date for the new in-

strument

panel in the Luscombe. I ve

really been pushing to get it done by the

end of April or early May.

Since the windshield and the engine

are

removed, I thought it would

be

a good

time to strip the interior and repaint it. Oh

no, you can see where this is heading The

skylight and side window plastic will

be

re-

placed, and it will look so good when it s

done. To get i t completed, I've been watch

ing

the

thermometer.

Every day

the

temperature has gone above 50 degrees,

I've headed out to the airport so I could

use the paint stripper

and

water to clean it

up. All those little miscellaneous pieces

like the rudder pedals have been stripped

and

cleaned, the brace tubes from the top

of

the

cabin to

the

engine mount have

been cleaned

and

painted,

and

the engine

mount has been cleaned, inspected and

repainted. Since I had to remove some of

the cabane structure

in

the cabin, I will re-

place the aileron cable pulleys with new

ball-bearing pulleys.

I'm fortunate I have a second airplane

to fly, my Contemporary category Beech

Baron. It 's doing well, and really is a

won-

derful tool. I can leave

my

home and be in

St. Petersburg, Florida, in less than three

and-a-half hours. That's less time than it

takes me to drive to the Greensboro air

port, check in, wait for the airplane, fly to

another airport for

my

flight to Tampa , and

then finally get a ride to my destination

af-

ter

I

get

off

the airliner. Sure, when you

have to

go

across the country to Phoenix

or Los Angeles, it makes sense to fly the

airlines, but not for shorter trips up and

down the East Coast. The more time

added for security checks and other parts

of the "airline experience, " the longer

my

Baron trips can be, and still

be

a better

deal

as

far as time is concerned. Just

as

it

is for many of

you,

my Luscombe is my fun

airplane . I

can

fly around to all of the small

airports, some public, and many private,

and visit friends . It s been so long since

I've had the Luscombe in the air, I wonder

if they'll remember

me.

I suppose I should

n t

change the exterior color just yet

As

I mentioned in previous columns, I

was at the centennial celebration at the

Wright Brothers National Memorial. It was

a remarkable event, even with the uncoop

erative weather.

Now

that I've been home

for a month, I ve read a number of ac

rity. Sure, it slowed us down, but nobody

around us seemed to mind too much. I felt

much more

secure after getting through the

Secret Service security check.

While listening to the various speakers

before the president's arrival , the feeling

of

being honored to be in Kitty Hawk

at

this time came over me. It had started to

rain not too long after we

sat

down, and

by the time the large Marine CH-53E heli

copters

arrived

in

advance

of

the

president, it was coming down hard. The

rotors were whipping the rain around in

great sheets. Just a minute later, a pair of

white-topped Sikorsky SH-3s appeared be-

Iowa

very

low ceiling. After a

quick

landing, the president stepped out into a

rain shower, and you could watch his ar-

rival

on

the large video screens set up

on

the memorial grounds.

When

he stood

on

the steps of the Sikorsky and waved , the

hair on the back of my neck stood on end.

Driven to the stage in a big GMC SUV,

he gave a 20-minute speech that honored

the Wrights as great Americans. He didn't

have any political agenda items in his

speech, and as a

fellow

aviator you

got

the impression he was happy to be there,

just

like the rest of us. It didn t hurt that

he

stood on that stage

in

the rain and saw

more than 40,000 aviators standing

in

the

rain

and

mUd.


4/36

V NEWS

E Cri

t

ic

al

of

ir Tou

r

NPRM

Under pressure from EAA

and

other industry

representatives,

the

F has extended the

comment

pe-

riod on its

potentially devastating

National

Air

Tour

Safety

Standards

notice of

proposed

rulemaking

(

NPRM)

90 days to April 19, 2004.

Published in

late October,

in the

name

of

safety

the

NPRM

imposes

restrictive regulations

on the

air

tour

industry that the

provided

data do

not

support. In

preparing

its official

comments,

EAA

is

calling

on F

to

recall the NPRM

and

propose a

new

one that incorporates the comments

and concerns of

the

operators and

public. If enacted as now proposed,

the

regulations

would

force a signif-

ic a nt

number of owners and

operators out of business

and

would

ground

historically significant air-

craft because their owners

couldn't

comply

with them.

The proposed rule is incomplete

in that

it fails to define many terms

or incorporate

fully all information

needed to

make the

proposed rules

valid for use, EAA summarized. The

NPRM

would place new,

prohibitive

restrictions

on

private pilots prOVid-

ing charitable or

community

event

flights.

There is little supporting

data to

justify

the proposed wide

sweeping changes,

said

Earl

Lawrence, EAA vice president for in-

dustry and regulatory affairs.

For

example, the proposed rule

would require a 1920s-era

irpl ne

The world's greatest general aviation event,

EAA

AirVenture Oshkosh, is launching the next

century

of

flight at

EAA

AirVenture

2004

July 27

August 2 at Wittman Regional Airport

in

Oshkosh,

Wisconsin. The 52nd annual

EAA

gathering will

AIRVEN14

o

S K

pay

special attention to what lies ahead for the

world of flight, along with recognizing the innova

tions that have led aviation to today's achievements.

"Over

the past

decade we have recognized the aviators and

aircraft

that

changed the world over the past

100

years," said

EAA

President

and

AirVenture

Chairman Tom Poberezny. "This year

EAA

AirVenture is 'Launching the Next Cen-

tury of Flight' by looking ahead to the innovations that build

on

this legacy Some of

this new thinking is already becoming reality, assuring

that

the next century

of

flight will

be as

remarkable

as

the first

100

years."

EAA AirVenture Oshkosh has always been a home for aviation innovation and

serves

as an

inspiration for those who see untapped potential

in

personal flight

and

in

aviation

in

general.

Through

the years, many unique designs

have

debuted at the

event. In addition, the people behind the advancements have been welcomed to

share their knowledge and inspire others.

Most

of

this knowledge exchange occurs in the more than

500

educational fo-

rums ,

seminars

and

workshops

held during

the

week

that

cover the

entire

spectrum of flight.

Add

the more than

700

exhibitors displaying their latest innova-

tions

and more

than

10 000

airplanes including the

nearly

1 000

vintage

showplanes that dot the south end of Wittman Field, and

EAA

AirVenture partici

pants

have

an

unlimited source of aviation inspiration.

Details

on

specific EAA AirVenture activities,

as

well

as

aircraft arrival and de-

parture procedures

will be announced as

they

are

finalized.

For the

latest

information, visit

www airventure org

Housing information is available through the

Oshkosh Housing Hotline at 920/235-3007 (Monday-Friday,

8:30

a.m. to 5 p.m.

Central time).

voiced by both Congress

and

the

President of

Government and

Regula-

NTSB,

prompted

by a series of tory Affairs Earl Lawrence and

crashes involving air tour operation,

Director of

Aircraft Maintenance

many

of

which occurred

in Hawaii. Daryl Lenz. VAA Executive Director

However, EAA

does

object to the

H.G. Frautschy

is

working with Lenz

added restrictions proposed, the lack and Lawrence

on

developing

the

list

http:///reader/full/www.airventure.orghttp:///reader/full/www.airventure.org


5/36

VAA s

Friends of

The

Red Barn

VAA Convention Fund Raising Program

s

pecial

name badge recognizing

tion

is

a

major participant in

the

The Vintage Aircraft Associa

your level of participation. During

World 's Largest Annual Sport Avi-

AirVenture, you'll have acc

ess

to

ation

Event

- EAA

AirVenture

the Red Barn Volunteer

C

en

Oshkosh! The Vintage Division

te r,

a nice place to cool off.

hosts and parks over 2,000 vin

Gold Level

con t r ibu to r s

tage airplanes each year from the

will also

r eceive a

pai r of ce

r

Red

Barn area of

Wittman

Field sou

th

to

the

perimeter

tificate

s

each

good for a

fl ight

on EAA's Ford

of

the

airport.

Trimotor

redeemable

during

AirVenture

or

during

The

financial support

for the

various

activities in

the summer flying

season at Pioneer

Airport. Silver

connection with

the

weeklong event

in the VAA Red

Level contr ibutors will receive one certificate

Barn area is principally derived from the Vintage Air

for

a

flighat

on EAA's

Ford

Trimotor.

craft Association's "Friends of the Red Barn" program.

This is a grand opportunity for all Vintage members

This fund raising program is an annual affair, begin

to join together as key financial supporters of the Vin

ning each year on July 1

and

en d ing June 30 of the

tage Division. It will be a truly rewarding experience

fo

llowing year. This year's campaign

is

well underway,

for each of us as individ uals to be part of

supporting

with contributions already arriving here

at VAA

HQ.

the

finest gathering of Antiqu

e,

Classic, and Contem

Our

thanks

to those of you who have already

sent in

porary airplanes in

the

world.

your 2004 contributions.

Won't

you please join those of us

who

recognize

the

You

can

join in as well. There will be

three

levels of

tremendously valuable key role

the

Vintage Aircraft Asso-

gifts and gift recognition:

ciation has played in preserving the great grass roots and

Vintage Gold Level -

$600.00

and above gift

general aviation airplanes of the last

100

years?

Y

our

Vintage Silver Level -

$300.00

gift

participation

in

EAA's

Vintage

A

ircraft

Ass

ocia

Vintage Bronze Level - $100.00 gift

tion

Friends

of the

Red

Barn will help

in

s

ure the

Each contr ibut ion at one

of these levels entitles

v

ery fine

st

in AirVenture

Oshko sh

Vintage

Red

you to a Certificate

of Appreciation

from the Divi

Barn

programs.

sion. Your name will

be

listed

as a contributor n

For those

of

you

who wish

to contribute, we've

Vintag

irplane

magazine, on the

VAA

website, included a

copy of

the contr ibution

form.

Feel free

and on a special display

a t

the VAA Red Barn

to

copy

it

and mail

it to

VAA headquarters

with

during AirVenture. You will also be presented with a

your

donation. Thank you.

VAA Friends of the Red

Barn

Name

______________________________________________ EAA#_______________VAA# ______________

Address

__________________________________________________________________________________

__

City/S tate!Zip

_____________________________________________________________________________

__

Phone

_____________________________________

E-Mail

________________________________________

_


6/36

2 3 VINTAGE

HALL OF FAME

N I K

R E Z I H

A

viation is often a fam

ily interest

and

that

was

certainly true

on

the south side of

Chicago, where

the

Rezich family

was living during

the

golden age of

aviation. The

boys Frank Nick

,

and Mike, haunted the nearby

Chicago Municipal Airport later

Midway Airport) and built rubber

powered models of many of

the

airplanes of the day.

Nick Rezich soloed a Waco RNF

in

1933

at

age 14,

beginning

a

lifelong career

in-and

love

-

full-size aviation. He worked for

Benny Howard

at

Howard Aircraft

in Chicago,

and attained the posi

tion of plant manager before being

pressed into military service in

World War II

Following

the

war, he founded

Nick's other passion in life besides

airpLanes was playing the drums. His

role

model

was

Gene Krupa. All

the

brothers were musically inclined,

with Mike playing trumpet and Frank

playing the saxophone. In high

school, they

were

known as the

Rezich Orchestra.

The

voice

o

EAA

at the 1970 Joliet

air show, sponsored

by EAA

Chapters

15 ,

101, and 75. The Voice

ofEAA


7/36

Nick and his wife, Joanne, in front

of

the family Travel Air D-4-D used

for Nick s air show act and for skywriting. Joanne and Nick were mar

ried in 19S0.

Seven-year-old Frank, lO-year-old Nick

(mugging for the camera), and lS-year-old

Mike Rezich behind the family home on

Laflin Avenue in Chicago, circa 1930. The

model on the ground in front of the boys is

the Spirit of st. Louis.

The very first airplane owned by the Rezich family was

this Piper E-2 Cub, which was purchased

by

Mike and

based at the Ashburn airport in 1936. Since 1936, the

family has owned 26 different airplanes.

y the time it was possible for Nick to buy an airplane in

1940, World War II was on the horizon. Here s Nick s f -

vorite airplane, his brand-new Culver Cadet at Howell

airport. It s blue and silver.


8/36

P SS T TO BUCK

Y E.E. BUCK

HILBERT, EAA

21 VAA 5

P O Box 424,

UNION,

IL

60180

ging aircraft as

well

as

aging

pilots

and mechanics

I'm

beginning to feel like an

ancient, out-of-touch, left-out

something or other.

Every time I pick up an aviation

magazine, it's full of hi-tech write

ups that I

have

a hard time

understanding. Modern instrumen

tation,

glass panels,

sophisticated

navigation and collision avoidance

systems, engine monitors, fuel flow,

in-flight entertainment systems, au

topilots, you name it

These all have nothing to do

with the flivvers and the fun flyin'

depicted in this issue. Where

is

the

fun and the

enjoyment -the

sense of adventure,

the

thrill

of

flying

that

got me into this to be

gin with?

Well, in

our

Vintage organiza

tion , it's still there There is still a

core

group

out

there that feels a

sense of adventure,

the thrill

of

pure

flying,

that

is so

enjoyable

and a delight

to

the senses. They,

as

I do, only want release from the

hi-tech world, and

enjoy

the sim

plicity of turning a switch to get

When the current owner of a

neat

old Cessna 180 calls and asks

what

shape

my airstrip is in, how

long, what

the

coordinates

are,

and then tells

me

a

10-knot

cross

wind is a problem

for

him, and

elects

to

drive in, I can't but won

der. He

oohs and

aahs over

my

C 3

and the Fleet, and then shakes his

head

in amazement that

there

are

no electrical systems and nothing

in the panel.

How

can I possibly go any

where without

anything

like that,"

he wonders?

Well, I have

no intention

of "go

ing

anywhere. I fly for the

fun

and the pleasure of just being air

borne, looking at the local

territory, waving at my neighbors

and friends, and

maybe taking

someone for a ride.

My

Model

T" of

an

airplane

gives

me

all

that

I

want. That

first

takeoff is really

all

the

reward

I

need, but

the

subsequent landing

and the

pure pleasure of

what

I just

accomplished

is

"heaven"

in

itself.

taking advantage of this when I sit

in my recliner

and

go through the

collections of the past 30-plus years.

I start with the stack

on

one side,

and

as

I read through, I stack them

on

the other side.

When

I complete

the transfer from the one side to

the other, I start in all over again.

f i t were

possible

for the neo

phyte Vintage

member

to push

away

from his

computer

with all

its pop-ups and nonsensical adver

tising, and

take

time to read

through this collection of lore and

knowledge, his reward would be

the

assimilation

of

what

was

learned the

hard

way, by a lot of

people who wanted to pass

on

their

experience.

t

would satisfy

the thirst that

I hear every day

in

phone

calls from people calling

for information.

I know many of you are not privy

to this collection

as

I am,

but

we do

have

our

EAA Library and, lately, a

CD with all the

E Sport viation

articles on it, some of which pertain

to

our

kind

of activities.

t

is my

one


9/36

early/mid '20s.

My

granddad said

it

was quite

a

performer,

especially

when you adjusted the valves on the

old

OX to 0

clearance

to

get an ex

tra

100

rpm. Wow, can you imagine,

1500

rpm?

Joe Maguire

Canton Ohio

B Y H G F R A U T S C H Y

Richard S Allen of Lewiston

Idaho looked up the abstract on

N O V E M B E R S M Y S T E R Y A N S W E R

the airplane and came up with

the

following details:

The Standard

J 1

was Serial No.

N-109, powered by a Curtiss OX-5,

Serial Number 3972.

t

didn't last

long in civilian hands . Sold by

the

Nicholas-Beazley Airplane Co. of

Marshall,

Missouri,

on March 20,

1927, it

was sold on June 27 to a

partnership

of George Kimball and

Glen Sayers

of

Adair, Illinois. [In his

correspondence, member Lynn Towns

of

Holt, Michigan, adds the

name

of

Herman Chenoweth

of

Table Grove,

Illinois, to

the partnership.} t

was

reported

that

not even a month later,

on July

13 1927

that

it

was com

Our November Mystery

Plane

The November Mystery Plane is a pletely destroyed a few days ago, tied

supplied by Jim Haynes was

a

J 1 Standard, with the fuselage short

to a fence and hit by a strong wind

fairly common airplane

in

its day

ened and the wings clipped. A frontal storm, turned over

and

completely

but

this

one was

a

bit different view of

it

would reveal the upper and

destroyed.

than

the

rest.

As

a

few

of

our

mem

lower wings are

of

equal length, and Other correct answers

were re

bers

noted

it had both

the

wings

the airfoil was

also

modified with

ceived

from

Thomas

Lymburn

and

fuselage modified:

more camber

for

a high lift airfoil.

Princeton Minnesota and

John

This

was

a very popular mod in the

Rowles Bemidji

Minnesota

. . . . . . .

THIS MONTH S

MYSTERY

PLANE COMES TO

US

FROM

LOUIS

P. KING

OF

HOUSTON,

TEXAS. BE CAREFUL,

IT S

NOT EXACTLY

WHAT

YOU


10/36

THE VINT GE

INSTRU

Charting

Course

eeping

oriented

in the digital

world

DOUG STEWART

A

an

ardent supporter of the

FAA

Wings pro

gram of recurrent training, I feel that t is

important that I not only give safety seminars

and flight training in support of the program,

but that I undergo the training myself. I de

cided therefore to stop in North Carolina (on a flight to

Florida) to fly the three hours of

training

required for

the

Wings program with Guy Maher,

whom

I consider

the foremost inst ructor for the Cessna Cardinal. I was

flying my 1974 Cardinal RG to Florida (for a Thanksgiv

ing

celebration with two of my sons) rather than my

PA-12 because I wanted to still be a vintage instructor

when I reached Florida and not an antique instructor.

After a great deal of creative scheduling adjustments,

Guy and I were able to come up with a workable plan. I

would depart early

on

a Tuesday morning and get to

Sal

isbury, North Carolina, with sufficient time to complete

the training before his prior commitments kicked in

later in the afternoon.

Of course this was all dependent upon decent

VFR

weather in North Carolina. The week prior to Thanks

giving the prog charts were not promising. A cold front

was taking its time

traveling

across

the

country. On

Sunday I was not too expectant of making the stop in

North Carolina,

and

was thus starting to firm up Plan B

of a direct flight

to Florida on Wednesday. But 1 and

behold, on Monday the front hurried up.

We

were get

ting rain in New England,

and

it looked as if

the

flight

had thought.

As

I

drove

west

across

the Taconic ridge

that separates my

home

from my air

plane, the

snow

depth got

deeper

rather

than

shal-

lower. Arriving at

the airport I realized that my Cardinal was covered with

1.S inches of frozen snow. The kind that doesn t brush

off. The kind that doesn' t bang off. The kind that stays

stuck until the temperature raises enough for it to melt.

There was no way this stuff was going to come off unless

I could get the airplane in a heated hangar. After an

hour and

a half of struggling to de-ice

the

airplane,

the

owner of the heated hangar at the airport showed up.

Moving the Cardinal into the hangar yielded an ice-free

aircraft in less than another half-hour.

But

now

I was two

hours

behind schedule. I

had

planned to fly IFR, even

though VFR

conditions pre

vailed. That way I wouldn t have to worry about any

temporary flight restrictions (TFRs),

in

particular the

presidential retreat at

Camp

David,

which

I knew lay

close to my route. Flying IFR on cross-country flights

is

the

easiest way to pass the burden of airspace incursion

on to Air Traffic

Control,

relieving

the pilot of

that

chore. f I were to

fly

the IFR routing, it took me west of


11/36

schedule, and fixating

on

avoiding Camp David.

As I leveled off

at 4,500

feet for

my southwesterly

route, the prediction of slow ground speeds was holding

true, but at least the turbulence was nothing more

than

light chop most

of the

time

,

with just

an

occasional

"moderate

bump. The visibility was

that

wonderful

se-

vere clear that often follows a cold front passage. Reaching

southeastern Pennsylvania I scrolled my moving map out

and saw that would pass just far

enough

east of Camp

David so

as

to not violate that Prohibited airspace. Check

ing my

ETA

on the GPS showed that I'd barely have time

to "drain my sumps" before my appointment with Guy,

but at least I would be

on

time. I

had

yet

to

realize that

complacency,

another one

of those operational errors,

was at work strengthening the chain.

typically fly with the moving

map on my GPS

set

to

a 20-

to

35-

In

my

operational

navigation

have

for us. Although I

mile scale, but because I wanted

to

teach a

seminar

on

these many

see

my

proximity

to the

Prohibited

error of

being In a hurry traps, I almost fell into one of

them

airspace, I

had zoomed

in to 10

myself.

When

we zoom in

on the

miles. I

should

know, of all people

was also beginning to map

scale,

there

is

often little,

or

(since I

teach in my

GPS

seminars

no,

warning

of airspace incursion.

about

the

"trap"

of airspace incur

forge the

chain

of

what

Furthermore,

if we

are operating

sion), that when operating a moving

with some of the older units, the re-

map on a GPS one needs to be espe

could become

a

draw of

the

map might be so slow

as

cially vigilant

to the

airspace

that

to allow

us

to penetrate that

air

lies just ahead

beyond the limits of

b d

situation

space before the moving map

chart in

my

lap ) I Circumnavigated

the

arc until I could

fly in a straight line

on to my

destination, arriving there

with just minutes

to

spare before

my

appOintment.

There were many lessons to be learned on this flight

Perhaps the most important one is that we should never

be in a hurry. The

minute

we get

behind

schedule, it be

comes too easy

to

overlook or disregard important bits

of information. There

is

a reason for

the

saying: "Time

to spare...go by air." f we can't accept that mentality,

then

we are setting

the

stage for disaster. We should

never allow an

appointment,

or an expected

time

of ar

rival

to

dictate the flight.

We

have

to

have the flexibility

in our planning

to

allow us

to

either cancel the appoint

ment

we

are trying to make, or cancel the flight .

Another

lesson

has to

do

with

• the "traps" that reliance

on

GPS

the picture on the screen.

As a dark curved

line

indicating

the

"Mode C veil"

around

the Washington Class B air

space started to move down the map from the top of the

screen, I

thought to myself that Potomac Approach,

with

whom

I was getting advisories at the time, should

soon be clearing me into

the

Class

B.

"Yikes ...

You

idiot

The D.C.

ADIZ "

I silently screamed at myself. In my fix-

ation on Camp David, in

my

being in

a

hurry

and

wanting

to

take the shortest line, in

my

complacency, I

had

completely

forgotten about the rest of the route.

Had I continued in a straight line I would have busted

directly into the air defense identification zone (ADIZ)

as

I overflew just west of Dulles. I had completely forgot

ten that the airspace around Washington, D.C., after

indicates

it.

Certainly

backing

up

our

usage of

the

GPS map with a

chart in our lap will aid in

aVOiding

that trap. But if that

chart does not have a course line drawn on it (as mine

did not, due to

my

being in

a

hurry), the

trap is sti ll

wide open.

On this

flight I

had been requesting and

receiving

flight following from air traffic control. But we

must

re

member

that

ATC's

primary responsibility

is

to

provide

separation

for IFR aircraft. Their assistance

to

VFR air

craft

is

only on

an

"available" basis. Therefore

we

cannot rely

on ATC to

keep us from penetrating special

use airspace, even TFRs ...even the D.C. ADIZ. Would

Potomac Approach have warned me of

my

impending

violation? I'm not so sure it would have.


12/36

o many times, when we

talk

about a restored an-

tique airplane, we begin by

explaining

that

there

were

UDD

D VISSON

birth, you could say that condition-wise

it has barely drifted down into the used

airplane category.

Hammond's airplane is

unique

ing biplanes typified

civil

aviation,

Roche

and two

friends,

John

Dosche

and Harold Morehouse, were

busy

buckjng the trend.

They were

young


13/36

the

money,

but

they wanted

to fly.

So

they became what all people be

come

when the want of aviation

overpowers common sense:

they

be

came homebuilders.

builder do when he

finds

a particu

lar part isn t

readily

available?

He

builds it That s exactly what th y

did. Harold

Morehouse designed

and

built

a two-cylinder, horizon

tally opposed

engine

that

fit

perfectly in the pug nose of

the

airplane Roche

had designed.

Let's put the concept of some ama

teurs building

an

engine

in

per

spective:

the concept of the automo

bile

and its

internal

combustion

engine was barely 25 years old.

The

Wright

boys

had

done their

thing

only two decades

earlier, but here

were

a trio of

young

men in

their twenties

with

little

or no

money

deciding

to build not only

an airplane, but

the

engine

too.

No

one can

say

the

guys

lacked

confidence.

Amazingly enough, Morehouse hit

the right combinations right out of the

gate and his homemade 25-hp engine

ran beautifully, and the pregnant-look

ing Roche design

flew well

too.

t would take

an

entire book to ad

equately

tell the

Roche/

Aeronca

story, but from 1928

through

1931,

through the

Aeronautical Corpora

tion of America (Aeronca), Roche was

central

to

introducing his little air

plane, dubbed the

C-2, to the public.

[n 1931,

the

two-place C-3 joined

the

single-place C-2.

Morehouse and

his

sion attached to aviation to think

that,

as

the country was spiraling

down into a debilitating depression,

here

was a

fledgling company

preparing

to

launch

a

product

line

that

could hardly

be defined as nec

essary for an individual s existence.

Part of America was

selling pencils

on

street corners while another plot

ted how

they

could buy

one

of

Aeronca's little airplanes.

The first

two

years of production

saw

160

C-2 s

flutter

out

the

door.

Although

Roche

reportedly

wasn t

crazy

about

all

the

changes

being

made to his super-lightweight (390

pounds) design, he still requested

that

one of the new C-3's be reserved

in his name. So in

the

spring

of

1932,

jean Roche became

the

proud owner

of NC12407, which had actually

been built in

the

fall

of 1931.

The

company had tried to deliver an air

plane

to

him

earlier

but the sales

manager was killed show boating in

it

for a

small crowd.

Because of the

accident

and the

pressure of the de

pression, the company

charged

Roche $1,500, nearly retail, for the

airplane

which

he had designed.

The airplane that eventually

was

going to

wend

its way into

jim

Ham

mond s hands

led

an

interesting life,

partially because Roche had to put it

to work

to

pay for it and partially be

cause he was still a designer at

heart

and

wanted

to try new things.

Roche put the airplane in the

rental stable

of

AI johnson, who was

managing the Vandalia,

Ohio, ajr

port, for

flight

training use. The

rental

fee

was

$5 per hour,

half of


14/36

loon tire was mounted under

the

centerline of the fuselage.

Besides saving something like

40

pounds a healthy amount

for such a little

bird),

the

elimination of the

drag gener

ated by

big

main

gear

tires

and struts upped the top

speed

from 80

to

90

mph

.

Anxious to prove the concept,

the

airplane

was entered

in

a

race in

Chicago

and

came in

third despite the fact

that

all

of

its

competition

was

much

higher powered.

A Johnson airspeed indicator is mounted on

While the

mono-wheel

the

brace wires on

the right

s id

e

a

much

yielded some

benefits

, it was

h ndier lo c tion th n on the

instrument

judged just a little too weird

panel. In flight the upper h lf

of

the p nel

(something

about

falling over

can be difficult

to

see.

on landing) and never ap

proached production status.

Another

test

involved

the Frazier propeller. This

was a little-known auto

matic variable-pitch prop

that

apparently

worked

on a principle similar

to

an Aeromatic.

One of the more bizarre

tests involved an investiga

tion into ways

of getting

airplanes off the ground

without requiring conven

tional

runways. The

test

crew anchored a cable se

curely to

a

pivot

in the

The wing is braced

by

a set of streamlined brace

middle of Wright Field and

wires which attach on the upper end

t

this A

devised

a

method

of

at

frame cabane

strut

. t also

m kes

for a

h ndy

taching the cable

to

location

to

mount the pitot tube.

Roche's

little

airplane,

which included a quick release

mechanism

not unlike a tow hook,

then release itself

and

go on

its

merry way. Whether the

concept

was ever applied to larger aircraft

is

n't known,

but

it reportedly worked

great

with the

lightweight

C-3.

The

airplane provided a lot

of

re-

laxing fun for Roche, as he flew it up

and down

the coast in the

Vir

ginia/Maryland

area. Occasionally,

they'd even land it on the beach and

Roche

liked a particular

beach so

much, he eventually built a home in

the

same location.

Shortly after

Pearl

Harbor, the

edict came down that the

C-3

along

with most other civilian

aircraft

,

would have to be disassembled

and


15/36

ally. It sat out the war disassembled

in Roche's house.

Offering flight to

the common

man was just one of Jean Roche's

dreams.

Another

was

to

offer

the

sportsman's

life

to the same

class

of people,

and

he defined a sports

man's life

as

living close

to

the shore

with both a seaplane and a

boat

in a

style

that

offered

both economy

and

total recreation.

The

first ingredient of

that, the

seaplane,

he

had,

but

not without

putting the

C-3 on floats. This was

no small

decision

because the air

plane

didn't

have

a huge surplus of

power

so

the floats

had

to be

well

similar houses people of

meager

means could build

out

of their

salaries without resorting to

loans.

Essentially, it

was

a

tall seaplane

hangar with an

apartment

on top.

The hangar was cinder block

and the

apartment of

frame

construction

and

built in a way that

the

floor

plan

could be easily

customized

to a

builder's tastes.

Critical to

the sportsman

house

was its location, which in this case

was

on

the shore of

the

Back

River

in

Hampton,

Virginia,

not

far from his

work at

NACA. He

had his water front

home, his seaplane ramp, and, even

tually his seaplane.

But the three

elements that defined his concept of

sportsman

living never

really

came

together for him. Traveling and other

interests kept the C-3 in the hangar

and

not

once

was

it

trundled out to

the water barely fifty

feet

away. In

fact, Roche never flew

the

airplane

af

ter it was reassembled after WWII.

The airplane sat in its specially de

signed hangar for years before Roche

finally

sold it to Bill Harwood

and

Thomas Grogan of Freeport, Long Is

land, in 1966

ending

Roche's 34-year

ownership of

the

airplane.

When Harwood and Grogan got

the airplane,

it

had about 1,200

hours

on

it. Its

cover

was getting a

little ratty, so

they

gave it a

new

suit

of clothes, but that's about it. It did

n't

need

anything

else.

While Harwood

and

Grogan were

enjoying the

airplane, far

to the

west, in Ohio, young Jim Hammond

was feeling the first pangs of the air

plane bug. He was still in junior high

story, he says. Started taking lessons

at 14, soloed a J-3 at

17 but

didn't get

my license until I was in college.

Part

of

his interest in

antique

air

planes came from an unusual source.

We lived

not

far from Port Clin

ton where Island Airlines based their

Ford

Tri-Motors. As

a

young

kid , I

found that if you hung around, they

UJ

...J

aJ

;;:

U

j)

a:

'

{

::;:

Balloon wheels

are

an

integral

part

of

the landing gear s shock absorp

tion system.


16/36

Jean Roche,

original owner

of

the C 3.

might

take you out to

the

islands i f

they had an empty seat. But then you

had to

stay

on the

island

until

they

had

an empty

seat going back,

which

often took a while. Sometimes they'd

even let you play copilot.

I went to Oshkosh for

the

first

time in

182

and my goal was to build a

Pietenpol,

so I was

looking

for

stuff

pertaining to that. But then I saw my

first Hatz,

and

I just

had

to have one.

Originally I was going to cannibalize

an old 150 I had bought for parts for

the

Hatz,

but

I just

couldn't

part

out

a

flying airplane. After putting

250

hours on

it,

I

sold it

and

used

the

ill

Halwood

at

Jean

Roche s

house in 1966.

i

ill

became the

next owner

of

the

C 3.

Then

in

187

I

bought the

proverbial

airplane-in-a-barn, a PT-19. I was at a

wedding

and someone

told

me about

an old

airplane

they

had

seen

wasting away

and on

the way home,

I

stopped

to

look at it.

It

looked

like

it just needed covering, but when I

got it

home,

I

found

a

lot of the old

casein glue

had

given up holding

parts together./1

Like

many antique

airplane

types,

jim has a love affair with the concept

of starting a new, unusual project.

I

worked on the Fairchild for

about five years

then

got sidetracked

by a

j-l

Standard project. Somewhere

same

guy

had the

Standard j-1.

He

didn't

really

want to

sell

the

C-3

but

said if I took the Standard he'd throw

the C-3

in, complete with

its

1958

airworthiness certificate.

I began working

on

the

220 Hisso

powered Standard

so

the

C-3

had

to

wait its turn.

I still

had the

C-3 bug, however.

Last year as I was

getting

ready to go

to Oshkosh,

I

saw an

ad for a

flying

C-3 and I called the owner. It sounded

like it was exactly

what

I was looking

for.

On Thursday of

Oshkosh

I flew

home, then drove to Long Island to

look at

it. Bill

Harwood

showed

me

around the airplane

and

explained

the entire Roche connection. You

could almost

feel

the old guy hover

ing over the airplane. It was

incredibly original because

all Har

wood

and

Grogan

did

was

cover

it.

Most

of the

rest, including

the

inte

rior,

is

as it was

when

Roche

had

it.

The airplane is a lot

of

fun to fly

and

I feel a little better

about

this en

gine than I do

other

E-l13s. For

one

thing, Roche converted

the engine

to

a Ie model, which means,

among

other things,

that

it

received

plain

rod bearings and

a

new crankshaft

that has a conventional spline, rather

than

a taper.

I fly

the

airplane regularly, but I

fly from field to field, always expect

ing the engine to stop.

It's this

kind

of flying that really keeps you on

your toes.

I'm terribly aware of this airplane's

place in history and I work hard at fly-

ing

it

safely

and

not

stretching

its

limits. I

know

Roche flew it as if it

would

never quit,

but I

can't bring


17/36

Chris Price and his Heath Parasol

wenty-eight-year-old Chris

Price

didn't

have a chance.

There

was absolutely

no

way he could not

turn out

to

be a lover

of

old, unusual air

planes because his entire youth was

UDD DAVISSON

his

Heath

Parasol

at Oshkosh, he

said, I

suppose my

father

was

the

main influence that drove me to

wards flivver-type

airplanes.

Or

it

could have been the English

mo

torcycles of my youth because they

project. It's only when

it's

put

in

context

that

it takes

on

an

abnormal

flair. Like for instance he was build

ing his ribs in high school shop class

and

took a Continental A-40 to auto

shop

to do the valves. But we're get


18/36

The

large dial of he engine tachometer dominates the instrument panel with

the

throttle

lever

just

to

its

left.

consisted of a stack of totally unus

able ribs

and

no spars. But, the

price

was

right, so

I

carted

the

pieces

home

. Then,

between the

cracks of everything else I was do

ing, I kept looking for parts

to

add

to my Heath 'kit'.

liMy

high school was really good

about letting me work

on the

air

'

plane as part

of

my shop classes.

Chri ... ...

w

::<

While

other

guys were

making nc: ·c ~

Heath project since

he

was in high

bookends

and

cutting

boards,

I

school back

in Sonoma

California. was making ribs and spars.

liThe

structure

of the Heath is

'Sentimental Journey'

at

Lock amazingly

fragile,

and the

ribs

Haven, Pennsylvania,

and

made

a aren't to be believed. They are made

lot of friends along the way. of 7/32-inch stock (less than 1/4

For

some reason

I

found

Bill inch) with enormously long bays

in

Schlapman's airplane really inter- the trusses. The middle bay

is

over

esting

.

Then

I

saw

a

picture

of a 9 inches long.

You

can deform

them

The beautiful profile of

original

Heath wheels

was

the

result

of

plenty

of

patience and a bit

of

horse-trading

with other airplane parts.

Embry-Riddle

at their extended

campus on Travis Air Force Base

to

get

the

rest of my education. Once

I

felt

I

knew how to weld well

enough,

it

was time to start tack

ling

the

steel parts

of

the

airplane.

liThe fuselage looked horrible.

t one time it had surface rust, and

rather

than

cleaning it, someone

just brush painted over it. I punch

tested

the

tubing in

the normal

places and

couldn't

find any

thin

spots, so I continued on with it."

When

restoring

some

airplanes,

tons

of

archival documentation

surfaces to

provide

information,

but Chris

found

that wasn't the

case with the Heath.


19/36

liThe

shape

and method of at -

taching

the fittings came

out of

the old EAA photos along with the

way the gas

line

and

throttle

link-

age were routed. Nothing

about

it

was complicated,

but

I was

putting

together a jigsaw puzzle

without

knowing what the picture was sup-

posed

to

look like, so any

hints

helped enormously.

When I cut

the tubing

to

put

the

door

in

I got

proof

that the

tubing was fine because the insides

of everything

I

cut

were just beau-

tiful.

That

was a relief.

When welding in the tubes for

the

door, I made it a point

to

avoid

splicing anything. I went from clus-

Powered with a more

reliable Continental

-

40(f), Chris Heath will

cruise at 70 mph.

The rigging

of

the

Heath

is

pure 19205,

with a combination

of

hard wire

and

cables

keeping everything

aligned.

Right

off

the

pages

of

the

Flying and Glider

Manual,

Chris Price s Heath

s

striking in its original color

scheme. Who says the old days

were in black

and

white?

wheels,

which

are unique to

the airplane. I could have sub-

stituted motorcycle wheels or

something, but I was doing a

restoration , not a

homebuilt,

so I didn't

want

to

go

that

route.

I flipped over rocks for two

years looking for wheels

and

finally

bought

a pair at

the

Joe

Gertler auction. They had a

things about the reliability of Heaths,

so I wanted to get my airplane flying

first, then

think

about changing the

engine.

Some airplane projects have inter-

esting circular

connections

in

them

where

people

cross

paths

without

ever

knowing

or

parts wind up in

the most ironic places.

I

was well into the

project

when

a friend

told me

he'd

been to a

local

garage sale,

and

there

were

a

bunch

of

Heath parts stacked in the

corner

but not

for sale.

He

asked the guy where he got

them, and he said, 'I

bought

them in Wisconsin.

There was a fuselage

too,

but

I was in a

hurry

and

didn't

want to take the

fuselage.'

I

ran

up and

talked

to

him, and would you believe

i t he

has

the engine and

wheels that

were

originally on

my airplane,

and

he's

not

15

miles from

my

house

in

California.


20/36

He's a

memorabilia collector, not

a

restorer,

and

he didn't want

to

sell

me the

parts. He did talk

about

loan

ing them, however, and I have

to

get

back to him. Maybe

we

can

work

out

a trade or

something.

"When

I was

doing the

instru

The

throttle,

which

is

an up-and

down lever, was tough

to come up

with.

Then

I saw

the

fuel selector for

a

Geronimo

Apache.

Not only

was it

exactly

the

right size

and

look,

but

the throw

was perfectly

matched to

the

NAS-2 carb

on

the

A-40.

Because

the Heath

is

low

on

both

power and

wing area, weight, which

is

the

enemy of

every

airplane

,

is

es

pecially important, and nothing

is

heavier and

more useless than extra

coats of paint.

Rowena covered it

with the

super


21/36

o

«

engine off a Heath project and left

the

fuselage, which was scrapped. I

called the landfill, hoping to find

th

e

turnbuckles,

but

all they had left was

the landing gear. I retrieved that,

but

all that was useful were the bronze

bushings on the axles.

Continental

A-40

although that de

cision had a few twists of its own.

Dad

bought an A-40

back in '7S

that he was

going

to use

on

a Rose

Parakeet project

that n eve r hap

pe

ned.

That's

the

engine

I

took to

193

Heath V Strut

Engine: Continental A-40-4 40 hp

Cruise

:

70

m

ill!

Top speed: 85 mph

Empty w i

Cht

402 pounds

Fuel:

8

gallons

(two

4-gallon tanks

in

wing)

uel bum:

2.7 gph

The

plane has flown at a

weight

of

680

pounds

with a 220-pound pilot.

auto shop and me

sse d

with, eve

n

though

[ didn't have th e expe

ri

ence.

It

needed more

than

[ was capable of

doing at

the

time, so I still needed

an engine.

Last October I had th e

airframe

about

finished

and was

looking

around

for

another A-40

when

someone turned

me

onto one that

had been sitting

und er a friend's

work

bench

for years.

It

was cov

ered by an inch

of

sawdust, but

when

I cleaned it up , it

turned

out

to be a pretty good engine . [

pulled

the

heads

and checked

it

ove

r

and

dec id ed to

run

it

'as-is'

as a

short

term powerplant

for

the

airplane

while I rebuilt the

original

engine

my dad

had.

[ wanted to

mak

e

that

original

engine as

new

as possible given the

shortage of availab[e parts . [ came

up with

a new cam

and

cam

bear

want to

lump

it

in with

the C-3

Aeronca, but yo u only

have

to look

at that

little wing,

and

yo u

know

that there's

no

way it

can

be

as

slow

as a C-3. I t ha s a higher wing load

ing, even

thou

g h

it

's

light

as a

feather.

[

come down final at

4S

miles an hour and stall at

about

3S.

You don't fly a power-off final

because it h

as

a fair

amount

of drag

and

virtually

no inertia. If you

kill

the

power

, you're really nose-down

on final to maintain speed, but even

so, it still

ha

s

plenty of

e

levat

or

to

make the flar

e.

Most of the time [' II

keep some power on it, cruise down

final, and slow down when close

to

the runway.

It'll cruise about 70 mil es an

hour at 2100 rpm, which is

low for

the A-40, and will actually hit

8S

mph

at

full power of 2300 rpm. Part

of

that may be that I

'm

running a

prett

y big prop-69-in ch diam

eter

with a 33-

inch

pitch.

It

ha s

an

amazing ability to fly

with different weight pilots. I had a

6-foot tall fri e

nd

, who

weighs

220

pounds, fly it, and not only

did

he

fit just fin

e,

but

th

e

airplane

didn't

seem to care

that

much.

It

couldn't be more docile. It's re

ally a kiddy-car even though it has a

tailskid

and

no brakes.

C

hris works

for

an airline in

Chicago but lives in Brodhead, Wis

consin, where he has a hangar.

liMy goa l

is

to

live between Brod

head and Sonoma. I love the grass

at

Brodhead. Besides, I have a couple

other projects I'm working on.

The couple

other

proje

cts


22/36

CLU L ST

T HIS INFORMATION IS LISTED ON OUR WEBSITE -

www.vintageaircraft.org

-

THROUGHTOUT

THE YEAR . ANYTIME YOU HAVE CHANGES RELATED TO YOUR TYPE CLUB LIST, DROP A NOTE IN

THE MAIL DETAILING YOUR LISTING (USE THE FORMAT YOU SEE ON TH IS PAGE ). SEND YOUR

NOTE TO:

EDITOR,

VINTAGE

AIRPLANE;

VINTAGE

AI

RCRAFT ASSOCIATION, P.O. Box 3086;

OSHKOSH , WI 5490 3 - 3 08 6. OR E-MAIL IT TO

vint ge e .org

Fearless

Aeronca Aviators

(f-AA)

JOHN RODKEY

280 BIG SUR DR.

GOLETA, CA

93117

805-968-1274

WEB : http://aeronca westmont edu

DUES : CONTRIBUTE WITH WEB DISCUSSION

NEWSLETTER: ELECTRONIC FORM ONLY

International Aeronca Association

Buzz WAGNER

Box

3,

401

1ST STREET EAST

CLARK, SD 57225

605-532-3862 ; FAX: 605-532-1305

DUES :

20

PER

YEAR

NEWSLETTER: QUARTERLY

National Aeronca Association

JIM THOMPSON

P.o . Box 2219

TERRE HAUTE, IN

47802-0219

812-232-1491

WEB :

www.aeroncapilots .com

DUES:

251YR

US ; 35/YR CANADA; 45/YR

FOREIGN (

US

FUNDS)

MAGAZINE: QUARTERLY

Beech T-34

Association

DAN THOMAS, VICE PRESIDENT

751

CENTER DRIVE

PALO ALTO, CA

94301

650-494-6900,

EXT.

115

EVENINGS:

650-324-9075

E-MAIL

:

[email protected]

WEB:

www.t 34.com

DUES: 50 FIRST YR. , 45 THEREAFTER


Twin Beech 18 Society

Bellanca

Champion

Club

ROBERT SZEGO

P.O. Box 100

COXSACKI E NY

12051-0100

518-731-6800

robert@bellanca championclub.com

WEB :

www.be/lanca championclub.com

DUES: 33 /YR- 63 /2 YRS;

FORE IGN $ 41 /1 YR -

68/2 YRS

NEWSLETTER: QUARTERLY B

-C

CONTACT

Bird

Airplane

Club

JEANNI E HILL

P.O. Box

328

HARVARD, IL 60033-0328

815-943-72 0 5

DUES : POSTAGE DONATION

American Bonanza Society

NANCY J OHNSON, EXEC . DIR

P.O.

Box 12888

WICHITA, KS 67277

316-345-1700; FAX: 31 6 - 945-17 10

E- MAIL:

[email protected]

WEB : www.bonanza.org

DUES :

50 PER

YEAR

+

CHAPTER DUES

MAGAZINE: MONTHLY

Classic Bonanza Association

PAUL WHITESELL

6355 STINSON STREET

PLANO, TX 750 93

972-380-5976

[email protected]

WEB:

www.classicbonanza.com

DUES : 16 PER YEAR

Twin

Bonanza Association

RICHARD

I.

WARD, DIRECTOR

19684 LAKESHORE DRIVE

THREE RIVERS,

MI

49093

269-279-25 4 0 PHONE & FAX

E- MA IL:

forward@net link.net

WEB: www

.twinbonanza.com

Cessna

Owner Organization

P

.O

. Box 500 0

lOLA, WI

54945

888-692-3776,

EXT. 118

FAX: 7 1

5-4 45

-4053

E

-MAIL

:

[email protected]

WEB : www

.cessnaowner.org

D

UES

: 44

PER

YEAR

MAGAZINE: MONTHLY

Cessna Pilots Association

JOHN FRANK

P.O. Box

58

17

SANTA

MARIA,

CA 93456

805-922-2580; FAX: 805-922-7249

E-MAIL:

[email protected]

WEB: www.cessna.org

DUES:

45

US, CANADA, M EXICO;

55 INTERNATIONAL

Cessna T-50

Bamboo Bomber

JIM

ANDERSON

Box 269 SUNWOOD

MARINE

ON

ST. CROIX,

MN

55047

612

.

433.3

0

24

FAX

612.433

.

5691

E-MA I L:

[email protected]

WEB: www

.cessnat50.org

DUES: CONTACT CLUB FOR INFO


Int l

Bird

Dog

Assn.

(Cessna L-19/0-l)

JIM MULVIHILL

46 EAGLES NEST

KERRVILLE, TX 78028

830-8 96-7604

E-MAIL: [email protected]

WEB:

www.I 19bowwow.com

DUES: 30 PER YEAR

NEWSLETTER: QUARTERLY & WEB ACCESS

http:///reader/full/www.vintageaircraft.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/http://aeronca.westmont.eduhttp:///reader/full/www.aeroncapilots.comhttp:///reader/full/www.aeroncapilots.comhttp:///reader/full/www.aeroncapilots.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.t-34.commailto:[email protected]:///reader/full/www.be/lanca-championclub.comhttp:///reader/full/www.be/lanca-championclub.comhttp:///reader/full/www.be/lanca-championclub.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.bonanza.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.classicbonanza.comhttp:///reader/full/www.classicbonanza.comhttp:///reader/full/www.classicbonanza.commailto:[email protected]:///reader/full/www.twinbonanza.comhttp:///reader/full/www.twinbonanza.comhttp:///reader/full/www.twinbonanza.comhttp:///reader/full/www.twinbonanza.commailto:[email protected]:///reader/full/www.cessnaowner.orghttp:///reader/full/www.cessnaowner.orghttp:///reader/full/www.cessnaowner.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna.orghttp:///reader/full/www.cessna.orghttp:///reader/full/www.cessna.orgmailto:[email protected]:///reader/full/www.cessnat50.orghttp:///reader/full/www.cessnat50.orghttp:///reader/full/www.cessnat50.orgmailto:[email protected]:///reader/full/www.I-19bowwow.comhttp:///reader/full/www.I-19bowwow.comhttp:///reader/full/www.I-19bowwow.comhttp:///reader/full/www.I-19bowwow.comhttp:///reader/full/www.I-19bowwow.comhttp:///reader/full/www.I-19bowwow.comhttp:///reader/full/www.I-19bowwow.comhttp:///reader/full/www.vintageaircraft.orgmailto:[email protected]:///reader/full/http://aeronca.westmont.eduhttp:///reader/full/www.aeroncapilots.commailto:[email protected]:///reader/full/www.t-34.commailto:[email protected]:///reader/full/www.be/lanca-championclub.commailto:[email protected]:///reader/full/www.bonanza.orgmailto:[email protected]:///reader/full/www.classicbonanza.commailto:[email protected]:///reader/full/www.twinbonanza.commailto:[email protected]:///reader/full/www.cessnaowner.orgmailto:[email protected]:///reader/full/www.cessna.orgmailto:[email protected]:///reader/full/www.cessnat50.orgmailto:[email protected]:///reader/full/www.I-19bowwow.com


23/36

Cessna 150/152 Club

ROYSON PARSONS

P.O. Box 1917

ATASCADERO, CA 93423-1917

805-461-1958; FAX : 805-46 1-1035

E

membership@cessna150 152.com

WEB:

http://www.cessna150 152.com

DUES: $30

US,

CANADA, MEXICO;

$40 ALL OTHERS

NEWSLETTER:

BI-MONTHLY

International Cessna

170

Association Inc

VELVET FACKELDEY

P.O.

Box

1667

LEBANON, MO

65536

417 -

532-4847

[email protected]

http:

www.cessna170.org

DUES : $35

PER

YEAR

NEWSLETTER: FLYPAPER - MONTHLY

MAGAZINE: THE 170 NEWS - QUARTERLY

Cessna 180/185 International

Club

( OWNERSHIP REQUIRED)

DAVE HAYDEN

21910 S. GARDNER ROAD

SPRING HILL, KS 66083

913-884-2187; FAX: 913-856-5941

E-MA

IL:

[email protected]

DUES : $20

PER

YEAR

Eastern

190/195 Association

CLIFF CRABS

25575 BUTTERNUT RIDGE ROAD

NORTH OLMSTED, OH 44070

440-777-4025

[email protected] or [email protected]

DUES: $15 INITIAL, THEN

AS

REQUIRED

NEWSLETTER: FOUR PER YEAR, APPROX.

Cessna 195 International Club

BOB REISS , PRESIDENT

9493

LA JOLLA FARMS ROAD

LA JOLL

A

CA

92037

858

- 457-5987; FAX: 858-552-8453

E-MAIL

[email protected]

WEB:

www.cessna195.org

DUEs:$25 PER

YEAR


Culver Aircraft Assoc.

DAN NICHOLSON

723 BAKER DR.

TOMBALL, TX 77375

281-351-0114

Culver

PQ-14

Assoc.

TED HEINEMAN

29621 KENSINGTON DRIVE

LAGUNA NIGUEL, CA 92677

949-495-4540

Ercoupe

Owners

Club

CAROLYN T. CARDEN ,

MEMBERSHIP

P.O . Box 71 17

SHALOTTE, NC 28470-7117

VOICE/FAX 9 1

0-575-2758

E-MAIL :

[email protected]

WEB : www.ercoupe.org

DUES: $30/YR US

$35 FOREIGN CANADA

(US

FUNDS )

NEWSLETTER : MONTHLY

Ercoupe

Owners

Club-Wiscons

in

Wing

JUDI MATUSCAK

6262 BREVER ROAD

BURLINGTON,

WI

53105-8915

26 2 - 539-2495

E-MAIL :

[email protected]

Fairchild Club

JOHN W. BERENDT, PRESIDENT

7645 ECHO POINT ROAD

CANNON FALLS,

MN

55009

507-263-24 14

E-MAIL :

[email protected]

WEB:

www.fairchildclub.com

DUES:

$15

PER YEAR


Fairchild Fan

Club

ROBERT TAYLOR

P. O. Box 127

BLAKESBURG, IA 52536

641-938 - 2773; FAX: 641-938-2093

E-MAIL:

AintiqueAirfie [email protected]

WEB :

www.aaa apm.org

DUES: 15 / THREE ISSUES

NEWSLETTER: FAIRCHILD FAN (3)

16 PG

.

International

Fleet Club

SANDY BROWN

P. O . Box 511

MARLBOROUGH, CT 06447-0511

860-267-6562

E-MAIL :

[email protected]

WEB:

www.users .ntplx.netj f1yboy

DUES: CONTRIBUTIONS

NEWSLETTER: 3-4 PER YEAR, APPROX.

The American

Yankee Association

( GRUMMAN)

STEW WILSON

P.O. B ox 1531

CAMERON PARK, CA

95682-1531

530-676-4292


WEB:

www.aya.org

DUES: $47.50 U .S., $50 FOREIGN

NEWSLETTER: 6 PER YEAR

Canadian Harvard

Aircraft

Association

GREG TYRELL, PRESIDENT

P.O.

Box

77 4

WOODSTOCK,

ON

CANADA

N4S 8A2

5 19-633-0053

E-MAIL

:

g . [email protected]

WEBSITE:

www.chaa.ca/home.html

DUES: $35/YR

NEWSLETTER: QUARTERLY - THE

ROAR

American Hatz

Association Inc.

CHUCK BROWNLOW, PRESIDENT

122 E.

MAIN

STREET, P.O. Box

10

WEYAUWEGA, WI 54983

E-MAIL:

[email protected]

WEB :

www.hatzbiplanes.org

DUES:

$20

PER YEAR


Hatz Club

BARRY TAYLOR

P.O.

Box

127

BLAKESBURG,

IA 52536

641-938-2773; FAX : 64 1-938-2093

E-MAIL:

AntiqueAirfield@sirisonline .com

WEB :

www.aaa apm.org


NEWSLETTER: HATZ HERALD ( 3)

16

PG.

Heath Parasol Club

WILLIAM SCHLAPMAN

6431

PAULSON ROAD

WINNECONNE, WI 54986

920-582-4454

Howard Club

E-MAIL:

[email protected]

www.members.aol.com/HowardClub

mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/http://www.cessna150-152.commailto:[email protected]:///reader/full/http://www.cessna170.orghttp:///reader/full/http://www.cessna170.orghttp:///reader/full/http://www.cessna170.orghttp:///reader/full/http://www.cessna170.orghttp:///reader/full/http://www.cessna170.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna195.orgmailto:[email protected]:[email protected]:///reader/full/www.ercoupe.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.fairchildclub.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]://www.users.ntplx.netj-f1yboy/http://www.users.ntplx.netj-f1yboy/http://www.users.ntplx.netj-f1yboy/mailto:[email protected]:[email protected]:[email protected]:///reader/full/www.aya.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]://www.chaa.ca/home.htmlmailto:[email protected]:///reader/full/www.hatzbiplanes.orghttp:///reader/full/www.hatzbiplanes.orghttp:///reader/full/www.hatzbiplanes.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]://www.members.aol.com/HowardClubhttp://www.members.aol.com/HowardClubhttp://www.members.aol.com/HowardClubmailto:[email protected]:///reader/full/http://www.cessna150-152.commailto:[email protected]:///reader/full/http://www.cessna170.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna195.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]://www.users.ntplx.netj-f1yboy/mailto:[email protected]:///reader/full/www.aya.orgmailto:[email protected]://www.chaa.ca/home.htmlmailto:[email protected]:///reader/full/www.hatzbiplanes.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]://www.members.aol.com/HowardClub


24/36

Continental Luscombe Association

JIM PATTI SANI ,

PRESIDENT SECRETARY(TREASURER

10251 E. CENTRAL AVE.

DEL REY, CA 93616

559-888-2745

E-MAIL: cla jim patti@pacbell.

net

WEB :

http:// www.luscombe cla.org

DUES: U.S.

$20

, CANADA

$27

( U.S. FUNDS),

FORE IGN $35 ( u.s . FUNDS )

NEWSLETTER : 6 PER YEAR

Meyers Ai

rcraft Owners

Association

WILLIAM E. GAFFNEY, SECRETARY

24 RT . 17K

NEWBURGH, NY 12550

845-565-8005; FAX: 845-565-8039

DUES : POSTAGE FUND DONATION

NEWSLETTER : 5-6

PER

YEAR

Monocoupe

Club

FRANK CAROL KERNER

1218 KINGSTOWNE PLACE

ST. CHAR LES

MO 63304-7776

636 - 939 - 3322

E-MAIL: fwkerner@spcglobal .

net

WEB: www.monocoupe.com

DUES: $25

NEWSLETTER : QUARTERLY

Mooney Aircraft Pilots Association

140 HEIMER RD ., SUITE 560

SAN ANTONIO , TX

78232

210-525-8008 ; FAX: 210-525-8085

E- MAIL:

[email protected]

WEB:

www.mooneypilots.com

DUES: $44 .50

US

, $4 9 .50 FOREIGN

NEWSLETTER : MONTHLY

We

stern Associati

on of Mooney

Mites

WAMM

)

WM . L . VANDERSANDE

100

S. WESTWOOD ST. #2

PORTEVILLE, CA 93257 - 7704

559-782-1980


WEB : www.mooneymite.com

DUES: NONE

NEWSLETTER: VIA E-MA IL

Pa

rrakeet Pilot

Club

BARRY TAYLOR, EDITOR

P.O. Box 127

BLAKESBURG, IA

52536

641-938-2773; FAX: 641-938-2093

WEB :

www.aaa apm.org

DUES: 151 THREE ISSUES

Navion Skies

Type

Club

RALEIGH MORROW

P.O. Box 2678

LODI , CA

95241-2678

209-482-7754

E-MAIL: Navionl@inreach .com

WEB:

www.navionskies.com

DUES: $45 PER YEAR

NEWSLETTER: MONTHLY, ALSO VIA E-MAI L

Brodhead Pietenpol Association

DON CAMPBELL

221 N. LASALLE ST, STE 3 11 7

CHICAGO, IL 60601

WEB:

www.pietenpol.org

DUES: $16 PER YEAR

US


International

Pietenpol

Association

ROBERT TAYLOR

P. O.

Box 127

BLAKESBURG, IA

52536

641-938-2773 ; FAX 641-938-2093

[email protected]

WEB : www.aaa apm.org

DUES:

151

THREE ISSUES

NEWSLETTER: IPA NEWS 3) 16 PG.

Cherokee Pilots

Assoc.

P.

O.

Box

1996

LUTZ, FL 33549

813-948-3616 OR 800-292

- 6003

E-MAIL

:

[email protected]

WEB: www.piperowner.com

DUES

:

$3 4

.

00

U.S.,

$3 6

.

00

CANADA MEXICO,

$44.00

FOREIGN

MAGAZINE: 1 1 ISSUES PER

YEAR

Cub Club

STEVE AND SHARON

KROG

1002

HEATHER LANE

HARTFORD, WI 53027

262-966-7627; FAX : 262-966-9627

E-MAIL

:

[email protected]

WEB :

www.cub club.com/home.htm

DUES : $25 U.S. CANADA,

$30

FOREIGN

NEWSLETTER : 6 PER YEAR

Flying Apache Assoc.

Piper)

JOHN J . LUMLEY

6778 SKYLINE DRIVE

DELRAY BEACH, FL 33446

561-499-1115

FAX

:

561-495-7311

E-MAIL: mailto:[email protected]

DUES: $25 PER

YEAR


Short Wing Piper Club, Inc

ELEANOR AND BOB MILLS, EDITORS

220

MAIN

STREET

HALSTEAD, KS 67056

316-835-3650

FAX: 316-835-3357

E-MAIL

:

[email protected]

WEB: www

.shortwing.org

DUES:

$30 PER

YEAR

NEWSLETTER: BIMONTHLY

Supercub.org-Home of

all

things

PAIS

STEVE JOHNSON

953

S. SHORE DRIVE

LAKE WAUKOMIS, MO 64151

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 PER YEAR


Rearwin Club

ROBERT TAYLOR, EDITOR

P.O. Box 127

BLAKESBURG, IA

52536

641-938-2773; FAX 641-938-2093

E-MAIL:

[email protected]

WEB:

www.aaa apm.org

DUES:

151

THREE ISSUES

NEWSLETTER: REARWIN REGISTER

International Ryan Club

BILL

HODGES, EDITOR AND HISTORIAN

19

STONEYBROOK LN.

SEARCY, AR 72143-6129

501-268-9875

E-MAIL

:

[email protected]

DUES : $25

PER

YEAR,

$30

CANADA OVERSEAS AIRMAIL


1-26

Association

Schweizer)

JAMES PHOENIX

6815 185TH AvE. E

BONNEY LAKE, WA 98390

203-894-8582

E- MAIL: [email protected]

WEB : www.126association.org

DUES: $15 PER

YEAR

mailto:[email protected]:[email protected]:[email protected]:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.monocoupe.comhttp:///reader/full/www.monocoupe.comhttp:///reader/full/www.monocoupe.commailto:[email protected]:///reader/full/www.mooneypilots.commailto:[email protected]:///reader/full/www.mooneymite.comhttp:///reader/full/www.aaa-apm.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.navionskies.comhttp:///reader/full/www.pietenpol.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.piperowner.commailto:[email protected]://www.cub-club.com/home.htmmailto:mailto:[email protected]:mailto:[email protected]:mailto:[email protected]:[email protected]:///reader/full/www.shortwing.orghttp:///reader/full/www.shortwing.orghttp:///reader/full/www.shortwing.orgmailto:[email protected]:///reader/full/www.supercub.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:[email protected]:///reader/full/www.126association.orgmailto:[email protected]:///reader/full/www.luscombe-cla.orgmailto:[email protected]:///reader/full/www.monocoupe.commailto:[email protected]:///reader/full/www.mooneypilots.commailto:[email protected]:///reader/full/www.mooneymite.comhttp:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.navionskies.comhttp:///reader/full/www.pietenpol.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.piperowner.commailto:[email protected]://www.cub-club.com/home.htmmailto:mailto:[email protected]:[email protected]:///reader/full/www.shortwing.orgmailto:[email protected]:///reader/full/www.supercub.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:[email protected]:///reader/full/www.126association.org


25/36

International

Stinson

Club

TONY WRIGHT

2264

Los ROBLES ROAD

MEADOW VISTA, CA 95722

520-878-0219


WEB:

www.aeromar.com/swsc.html

DUES: $25 PER

YEAR

NEWSLETTER: 11

PER

YEAR

National

Sti

nson Club

GEORGE ALLEMAN

1229 RISING

HILL

ROAD WEST

PLACERVILLE,

CA 95667

PHONE

&

FAX

:

530-622-4004

E-MAIL : [email protected]

DUES: $20 US

&

CANADA; $25 FOREIGN

NEWSLETTER: 4

PER YEAR

Sti

nson

Historical

and

Restoration Society

( STINSON

108

, ANTIQUE AIRPLANE

ASSN.)

ROBERT TAYLOR

P.O . Box 127

BLAKESBURG, IA

52536

641-938-2773;

FAX: 641-938-2093

E-MAIL:

[email protected]

WEB: .aaa apm.org


NEWSLETTER:

SHARS

Swift AssociationlSwift Museum Fdn.

, Inc.

CHARLIE NELSON

P. O. Box 644

ATHENS , TN 37371

423-745-9547 ;

FAX

: 423-745-9869

E-MAIL

:

[email protected]

WEB:

www.swiftparts.com

OR

www.globetimcoswift.com

DUES:

$30

PER

YEAR

NEWSLETTER: MONTHLY

West Coast Sw

ift

Wing

MARK KADRACH

2836 AUTUMN ESTATES

SAN HOSE, CA 95135

408-259-9971

E-MAIL

:

[email protected]

WEB:

www.

napanet.net/ arbeau/swift

DUES: $15

PER

YEAR

NEWSLETTER: MONTHLY

Travel

Air

Club

ROBERT TAYLOR, EDITOR

P. O.

Box

127

BLAKESBURG, IA 52536

641-938-2773; FAX: 641-938-2093

E- MAl L:

AntiqueAirfield@sirisonline .com

WEB :

www.aaa apm.org

DUES:

15 /

THREE ISSUES

NEWSLETTER: TRAVEL AIR TAILS

(3)

16 PG

Travel Air Restorers Association (TARA)

JERRY IMPELLEZZERI

4925 WILMA WAY

SAN JOSE,

CA 95124

408-356-3407

E-MAIL : [email protected]

WEB:

www.travelair.org

DUES: $15 PER YEAR


Travel Air

Div.

of Staggerwing

Museum Foundation, Inc.

LORRAINE CARTER

P

O. Box 550

TULLAHOMA, TN 37388

931-455-1974 ; FAX: 931-455-1994

E-MAIL:

[email protected]

WEB :

www.staggerwing.com

DUES: $40

PER

YEAR

NEWSLETTER : QUARTERLY

American

Waco Club

PHIL COULSON

2815

SPRINGBROOK DR .

LAWTON, M I

49065

269-624-6490


WEB:

www.americanwacoclub.com

DUES: $35

PER

YEAR, $45 FOREIGN

NEWSLETTER: B I-MONTHLY

National

Waco Club

ANDY

HEINS

2241

EQu ESTR IAN DR. 1 A

MIAMISBURG, OH 45342

937 - 312 - 0291

E-MAIL :

[email protected]

DUES:

$20 PER

YEAR, $25 FOREIGN

NEWSLETTER:

BIMONTHLY

Western

Waco

Association

National Biplane

Association

CHARLES W.

HARRIS

P.O. Box

470350

TULSA, OK 74147-0350

918-622-8400; FAX: 918-665-0039


WEB : www.nationalbiplaneassn.org

WEB:

www.biplaneexpo.com

DUES : $25 INDIVIDUAL; $40 FAMILY; ADD

$10 FOREIGN

MAGAZINE: QUARTERLY

North American Trainer

Association

(T6, T28, NA64,

NA50, P51 ,

B25)

KATHY & STONEY STONICH

25801

Vintage Airplane - Feb 2004

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Transcript of Vintage Airplane - Feb 2004