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EDITORIAL STAFF
Publ isher
December1995
Vol.23,No.12
Page 12
Page 13
Page 17
CONTENTS
1
AlCNews/H,G ,Frautschy
3 Aeromail
4 Editorial/E.E."Buck"Hilbert
5 From
the
Archives/
DennisParks
9
Mystery
Plane/H
.G,Frautschy
10 What Our Members
Are
Restoring/
NormPetersen
12 Bringing
Your
Project Home/
DonHolloran
13 B.
Thomas
Staggerwing/
H .G.Frautschy
17
Tom Leaver's
MoraneSaulnier/TomLeaver
21
1996TypeClubListing
25 PassittoBuck/
E.E."Buck"Hilbert
26
WelcomeNewMembers
26 Calendar
28 VintageTrader
30 Antique/ClassicMerchandise
Tom Poberezny
Vice-President
Market
i
ng & Communicat
ions
Dick
Matt
Ed iior-in-Chief
Jackeox
Editor
Henry G. Frautschy
Managing
Editor
Golda
Cox
Art Director
Mike Drucks
Assistant Art Director
Sara A. Otto
Computer Graphic Specialists
Olivia
L.
Phillip Jennifer Larsen
Advert
isi
ng
Mary Jones
Associate Editor
Norm Petersen
Feature Writers
George
Hardie,
Jr.
Dennis
Parks
Staff Photographers
Jim Koepnick Mike Steineke
Carl Schuppel Donna Bushman
Editorial Assistant
Isabelle
Wiske
EAA ANTIQUE/CLASSIC
DIVISION
, I
NC
.
OFFICERS
Presi
dent
Espie Butch Joyce
P.O.
Box 35584
Greensboro, NC 27425
910/393.0344
Secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507/373-1674
Vice-Presi
dent
George Doubner
2448
Lough
Lone
Hartford,
WI
53027
414/673-5885
reasurer
E.E. 'Buck' Hilbert
P.O.
Box 424
Union,IL60180
815/923-4591
DIRECTORS
John Berendt
7645 Echo Point
Rd.
Cannon
Falls,
MN 55009
507/263-2414
Gene
Chase
2159 Carlton Rd.
Oshkosh, WI 54904
414/231-5002
Phil Coulson
28415
Springbrook Dr.
Lawton, MI
49065
616/624-6490
Charles Harris
7215 East 46th St.
Tulsa, OK
74145
918/622-8400
Dale
A. Gustafson
7724 Shady Hill Dr.
Indianapolis, IN 46278
317/293-4430
Robert C. "Bob" Brauer
9345 S
Hoyne
Chicago, IL 60620
312/779-2105
John S
Cope
land
28-3
Williamsbur8
Ct.
Shrewsbury, MA 1545
508/842-7867
Stan Gomoll
1042
90th
Lane, NE
Minneapolis, MN
55434
612/784-1172
Jeannie Hill
P.O. Box 328
Harvord,
IL
60033
815/943-7205
Robert D. "Bob' Lumley
1265 South 124th
St.
Brookfield,
WI
53005
414/782-2633
FRON
TCOVER . . The Beechcraft D-I7R
of
Brad Thomas, as restored by
Doc's
Air Service of Sandwich, IL was the EAA
OSHKOSH
'94 Bronze Age
Antique
Runner-up. EAA photo by Jim Koepnick. shot with a Canon EOS-l
equipped
with an 80-200mm lens. 1/250 sec. at
flO
Kodak Ektachrome Lumiere 100 film.
Cessna 210
photo
plane flown by Bruce
Moore.
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le
NEWS
compiled
by H G Frautschy
jC BO RD
NOTES
At
the 1995 Fall AntiquelCiassic Board
of Directors meeting, a number of events
took place that are of note:
First, the Board of directors, in accor
dance with the Division Bylaws, appointed
Director George Daubner to serve out the
remainder of the vice-presidential term of
the late Art Morgan, who passed away this
past July. George expressed his thanks to
the board for their vote of confidence, and
expressed his desire to serve the Division
to the best of his ability. George is the
chairman of the IC Parking Committee,
and also volunteers much of his free time
to EA A 's Pioneer Airport.
To fiIl the director's position vacated by
George, the Board appointed IC Advisor
Geoff Robison to complete that term. Ge
off also works during the convention as
one
of the
organizers
of the
IC
parking
committee, and is the Chairman of security
for the IC parking area during
the
evening hours.
1996 will mark the 25th anniversary of
the Division, and plans are being made to
celebrate this significant milestone
throughout the year in the Pages of Vin
tage Airplane, and especially during spe
cial events during
EAA
OSHKOSH '96 .
The Board was briefed on the many activi
ties planned by Dobbie Lickteig, who is
chairing the effort to put
the
celebration
together.
Look
for
more news starting
next month in the pages of Vintage Air
plane.
During
the
general Membership
work , a major portion of which was do
nated to the Division.
Other
news concerning
the
Fall
board
meeting will be detailed in president Butch
Joyce 's column, Straight Level,
next
month.
Later that evening, the board and its
in-
vited
guests
attended the EAA
Hall of
Fame dinner, where 3 individuals who had
contributed to the the advancement of An
tiquelClassic aviation were inducted int o
the
IC
Hall of Fame. Their contributions
are detailed on the next page.
E ON THE INTERNET
An ever increasing number of
EAAer
's
have
been
asking
about
an official
EAA
presence on the Internet. We're pleased
to announce that effective immediately,
the
EAA
Ultimate Flights Web
Pag
e
http://www.
eaa.
org/ultimateflights)
is
up
and running , ready for net
surfers to
ac
cess. Information on the segments and
special features of current, future and past
episodes of
EAA
's Ultimate Flights se
ri
es
on ESPN2
is
presented.
Future EAA
web sites
will
include
pages on the EAA Aviation Foundation's
Young Eagles
Program
and EAA
OSHKOSH '96.
IRCR FT
FOR S LE
The EAA Aviation Foundation has a
number
of
duplicate or otherwise excess
aircraft
in
its collection available for sale .
Two aircraft will be sold
to the
person(s)
submitting the best offer above a minimum
bid by 5 P.M. (CST) on Monday, Decem
ber 18.
The
aircraft
(and their minimum bid
value) include a Piper J-4
Cub Coupe
($13,000); and an Ercoupe ( 9 ,500) .
The term bid value is used to provide
for a cash purchase, an aircraft exchange
(or trade) or a combination of both
that
meets
or
exceeds
the
minimum bid value.
Bids that do not reach or exceed the stated
amount will
not
be considered. Bidders
who would like EAA to consider a particu
lar trade should contact Chuck Parnall in
the
EAA
Flight Department at 414/426
4886 (FAX: 414/426-4881) to determine a
information packages and specific bidding
instructions.
In
addition
,
three
jet
aircraft
are also
available for sale (no time deadline). The
aircraft (and their asking price) are an F-86
Sabre ($225 ,000); a CF-104D Starfighter
( 165,000);
and a
Hawker
Hunter
($75,000).
All aircraft will be sold on an as-is ,
where-is basis. Each airplane is available
for inspection by contacting Daryl Lenz,
EAA Director of
Aircraft Maintenance
and Restoration, at 414/426 4843.
Robert Van usdell
Bob
Van Ausdell (EAA
13104,
IC
4151) ,
Santa Paula, CA and
one of
the
trustees of the Staggerwing Museum, was
tragically killed in a landing accident at
Youngstown, OH while attempting to land
the
newly
restored Travel Air
Mystery
Ship just prior to its scheduled appearance
at the Staggerwing Convention.
One of the Museum Foundation 's most
active founding members ,
Bob and
his
beautiful yellow and black Beechcraft D
17S
have
been
well known up
and
down
the west coast and all over the U.S. .
Our condolences to his family and his
many friends .
Howard Funk
Howard Funk, Coffeyville,
KS
passed
away at the age of 85
on October
18
, 1995.
Howard and his
brother
Joe created
and
produced the
Funk
airplane. A short his
tory of their efforts was published in the
October issue of Vintage Airplane. After
ending lightplane production, Howard and
his
brother
went into the
production
of
transmissions that improved the usefulness
of many farmer's tractors by providing a
durable power take-off that could be used
to drive
other
implements.
The
company
they
started in now a
division of
John
Deere, Inc.
Howard was acknowledged as an out
standing engineer
,
and
was the driving
force behind the design
of
the products
built and sold by the company.
Our condolences to Joe Funk, the Funk
family and the many friends and acquain
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1995
Antique/Classic
all
o
Fame Inductees
Our congratulations to the three inductees installed in the
fAA Antique/Classic Division s Hall of Fame November 10 1995. They are:
Joe Juptner (left) was unable to
attend
the
festivities in Oshkosh,
but his friend Buck Hilbert,
shown
here with Joe in California during
1993, accepted
the
award on his
behalf.
Joseph
P
Juptner
Joseph has been an airplane afi
cionado since he was a small child.
He finally got his chance to see an
airp l
an e
, a
J-l
Standard, when he
was twelve years old. As a young
ster, he
washed and cleaned
as
many old
biplanes
as he
could
to
earn rides, and hung around the pi
lots li stening to their imaginative
stories about their adventures.
As he grew up he trained to be
a private pilot, mechanic, amateur
airplane designer and airplane
builder. During WW II he served
as a crew chief
in
a fighter squadron
and
upon
leaving the service, he
owned and ran a hobby shop for
four years. Later, he was a partner
in a flying school and then had a ca
reer
with
Douglas Aircraft as
a
wind tunnel model builder.
During his en ti re life, Joe has
gathered a vast collection of historical data, books, magazines, and
photos on civilian aircraft. As he delved into aviation history,
it
be
came obvious that a complete factual record of the history of civilian
aircraft in the United States was sorely needed .
Over a number of years he wrote several volumes of what would
be published as "U.S. Civil Aircraft," a history of each of the aircraft
type
certificated in the U.S. from 1927 into 1957.
Joe Juptner's
painstaking effort over the years to
create
his nine volume set put
into the hands of historians and enthusiasts a nine volume aeronauti
cal encyclopedia that has proven to be an essential part
of
many avia
tion libraries.
Aviation
ent
husiasts everywhere owe a continuing debt to Joe
off by sealed bid. Putt ing his entire life savings into the bid, he won
out over the
otber
bidders, and
after
nine
round
trips to
Long
Is
land by
car and trailer
to retrieve his "new" treasures, he
started
a
collection that would grow to
ove r 70 aircraft
by the
time
of
his
death in 1993.
In 1958, he was able to buy a defunct farm near Rhinebeck, NY.
Not many would believe it could be the site of an airstrip, but with
the help of a small
but
extremely dedicated gro up of volunteers, the
Old
Rhinebeck Aerodrome
became
a reality. By 1960, they were
flying
one
airshow on the first Sunday
of
each month . As its popu
larity grew, every weekend would be filled with the sounds of eager
crowds and the bark of a rotary engine.
The
Old Rhinebeck Aero
drome Foundation continues the traditions set by Cole as the show
goes on, teaching a new generation about the early days of aviation.
Cole
Palen became
one of the pioneers of the vintage airplane
hobby and a leader
of
those involved in the restoration and flying
of
WW
I airplanes. By popularizing the co llection and restoration of
early aircraft, Cole helped save early aircraft and aviation artifacts
that would otherwise have been lost forever.
Kelly
Viets
Kelly's love of vintage air
planes has its roots in his child
hood during the 1920s and '30s,
when he spent time at the Kansas
City Airport. there he saw many
of the great airplanes of the day
the first TWA DC-2 , peeking
into the hangar to see the Travel
Air Mystery Ship (which earned
him a removal from the hangar
by
the
seat of
his
pants ) and
Benny Howard's Ike. Kelly was
a voracious
model
airplane
Kelly Viets accepts
the
congratula-
tions of lC Division President
Butch
Joyce during the ceremonies held at
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VINTAGE
ero
Howdie H.G.
Even before "
Pete
,"
Gordon
Israel at
tempted to break
into
air racing with a
clipped wing
Buhl
Bull Pup motivated
by
a
95
hp Menasco.
That
was
one of
the pro
jects he never talked about, and I haven ' t
a clue why this was so. Maybe it crashed.
His Stinson Reliant proposals were almost
100%
Howard in concept and you
would
swear, after looking at the preliminary lay
outs, that they
were
DGA spinoffs.
Th
e
interplay betwe
en
Stinson
and Howard
during G .
1
's tenure is pretty revealing.
They
hired him to put some
pep
into the
Reliant, which was widely thought
of
as an
old man's airplane.
An interesting side
light
of G. .
is
the
fact he did a l
ot
of his own test flying at
Stinson, Howard and Grumman with noth
ing more than
a
student
permit
in his
pocket.
I m
not sure he
ever
held a valid
private pilot's license. Certainly he didn't
before the War.
In 1960
or thereabout,
while cruising
along the banks of Lake Como, a passing
floatplane l
ed me to the Como Aero
Club 's fleet, which
included
a Ca.100. I
thought it might have
been
the subject of
your article , but it was I-COMA. Hey , I
spent half the afternoon
in
a baking garage
trying to find those pictures
The enclosed
reminded
me that there
was an effort to market the Ca.lOO
in
this
country. A single
examp
le , NC57K, was
certificated
in
the Group 2 category under
the
auspices
of the
Curtiss
Company
, no
less. This mayor may not have had some
thing to do with their (Curtiss-Wright)
later involvement with the
DH
Moth pro
gram a t St. Louis. Nothing came
of
it, be
cause the the Ca.lOO's handling character
is tics were
reputed
to be less
than
satisfactory.
NC57K met its
e
nd on
a
cross-country over the Pennsylvania coun
tryside ,
having been so
ld to a
private
owner,
when
the
85
hp
Gypsy quit.
The
pilot tried to spiral into a field , fe ll into a
spin and "bought the farm. "
Re the July Mystery Plane. Years ago,
in
the l
ate
'50s or early '60s, a ge nt by the
name of Howard Heindell had a little print
shop we used to patronize from time to
time, for letterheads and such.
On
the cus
tomer
s
id
e
of
the counter he ke
pt
a stack
of
ancient and tattered scrap books, one
of
which detailed the the history of the Arg
on
aut
Pirate ,
which
he had designed.
Howard
was an Early Bird who had
learned to
fly
at one
of
the Curti
ss
schools,
c. 1912, possibly a pupil of
Glenn
Curtiss
himself. Certainly he was a Curtiss
em
ployee early
on and was
pretty
much a
self-taught engineer.
The Argonaut
illustrated
is
the Model
H-20, built in 1933-34, and powered by an
experimental 120 hp Curtiss Crusader in
verted six.
The
airplane
showed
a lot of
promise and production plans called for an
initial batch of
ten
H-24s, which diffe red
mainly
in
having
the
125 hp Menasco Pi
rat e. At this point Heindell's backers be
The
Caproni
Ca.1oo was
marketed
with
l i t t le success
here
in the US by
Curtiss
.
It
was powered
by
a
merican
built 85 hp Gypsy.
parently they had
been
promised engines
for $600 which was
about half the
going
rate, but MenasCO"Teneged. This undoubt
edly contributed to the company's failure
to get their Tonawanda, NY factory into
production.
The
Argonau t company passed into the
hand
s of Donald G.
White
, whose White
Aircraft Corp. in
LeRoy,
NY also owned
the Ben Jones and New
Standard
corpo
rate
assets.
White s money,
by
the
way ,
came from
lello
pudding.
He
enlisted en
gineer
George Gay
to do a
remake of
the
Pirate with improved streamlining, the 160
hp Menasco Buccaneer and later the 175
hp Ranger. They didn ' t get beyond the
prototype stage either.
Hey,
H .G ., I
could regale you with
anecdotes about Israel and his "Redhead,"
the Laird
on p.age 8, 01' NC55555
and
a
few more Capronis, but I gotta get back to
th
e
book.
That
way
I '
ll at least make
boxboy wages. It 's a terrible curse to have
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W Y
The
Antique/Classic
QUESTIONNAIRE
by E.E. Buck ilbert
As
you may recall , old
Bucky
s
still
working on this aviation rules
thing
with
Charlie
Schuck.
Well
,
I've
involved some
of the
EAA staff -
H.G.
Frautschy,
your editor, Ben Owen
of
Information
Services,
Bob Mackey
of
the
Chapter
Office and
Earl Lawrence
from EAA
Government
Affairs. With
Tom Poberezny and Executive V.P
.
Bob Warner giving the O.K., we
are
putting
together
the
data
we
need
to
approach the
FAA for
some easing of
the
maintenance and certification rules
for
the aircraft over thirty years old.
That
is
the basic reason
for
the
ques-
tionnaire.
What are
we going to do
with the
information? First,
we
really need to
get
a
handle
on
the
actual ways
people
are
maintaining
their
airplanes. Build
ing your own
parts
for use
on your
air
plane
s
perfectly legal
per
FAR 21.303,
and if
a
lot of
us
need to do
that
to
keep our airplanes
flying safely,
then
we
need
the statistics to prove
our
point to the
FAA.
Lawrence and he patiently explained
how the
computer
understands multi-
ple choice questions far better than
a
fill in
the blank
.
t seems that
using
this
format, the computer
will classify
and sort all
the
information. That way
we
can pull
out
any
statistic we
need
and help
the
FAA
by
supplying
fact
based information that isn't
ge n
erate
d
from hearsay.
EAA's
willingness
to
help us
on
this
survey highlights why it
's
such a
good
idea to belong to the Antique/Classic
Division. EAA has
the
credibility
and
access to the FAA
that
we need to help
gain
visibility for
our problems, and
with
EAA's upgrading
of their com-
puter and data
processing capabilities,
they
can
help consolidate
th
e
informa-
tion
into
useful conclusions.
That's
why it's important that the Division s
a
part
of
EAA
-
they have
worked
closely with the FAA for
over
40 years,
and
we can benefit from this long
term
cooperative
relationship .
These
questions should help us get a
better
handle on
what we all are doing
to
keep
our airplanes in the air. So get
a
good gr
ip
on your writing
stick,
grit
your teeth
and
check off the boxes to
th
e
best
of
yo
ur
ability.
We
need the
data
to build
our
case
and
maybe we'll
get some consideration
for
our
older
airplanes. Meanwhile,
I
think I d bet-
ter
see about hitchin
g a
ri d
e
on the
new information Superhighway and
learn something
about
computers.
Over
to you,
To make
it clear to all of
our new members
, I think it's appro-
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CHICAGO
U.S.A
SCALI: I I t lC H 77
1 1.
S PLATf: 3 FO R
from the
Archives
by Dennis Parks
The following photos, donated
y
jane Lentzner, were taken
y
Geor
ge
Lentzner and
joe
Hadky when
th
ey were teenagers at
the Chicago Municipal airport. The photos appear
to
date
in
the late 1930s. The DC-4E had been
in
Chicago
in 1939.
joe
reported that they walked around and
poked
into anything they
wanted and no one questioned us. The photos reproduced
re-
flect
th
e
vari
ety
of
passenger planes being
us
ed, from the an
cient
Ford
Trimotor
to
the four-engine wonder
of
its day, the
Douglas DC 4E.
CHICAGO MUNICIPAL AIRPORT
Chicago Municipal
Airport
was
one
of more than
a
dozen
airports established in
Chicago by
1926 . Now
known
as
Midway, it would grow to become
the
busiest
airport
in
the world.
Officially
opened
May 8, 1926,
the
airport was not completed until two years later.
The
airport
originally consisted of a 300 acre tract site,
of which only the east side was
developed. When
com
pleted
in 1928,
the
field
had nearly
two miles
of modern
cinder runways,
the
lon
gest
3,600
feet
in length
and
186
feet wide.
On the southeast portion
of
the
fi
e ld ,
National Air
Transport, Robertson
Aircraft,
Aviation
Serve
and Trans
port Company
,
and
the
33rd Division
of
the
Illinois
Na
tional
Guard
maintained hangars and offices. On the south
side, Universal
Air
Lines and Northwest Airways shared a
hangar. Grey Goose, Embry-Riddle and Standard
Oil
shared another. Thompson Aeronautical Corporation and
Interstate Air
Lines were also
located on
the field .
The appearance of
large,
heavier airliners
such as
the
Boeing 247's, Douglas DC-2's and DC-3's,
which
ap
peared
in the
middle
1930's ,
required long, paved
run
ways. In 1934
the
railway line which
marked
the
northern
end
of the field was
relocated,
clearing the way for the ex-
tension of
runways
and
constructi
on of
additiona l facili-
ties,
making
possible
the
development of the fie ld as th e
world 's busiest airport .
8/12/2019 Vintage Airplane - Dec 1995
8/36
(Left and below) LOCKHEED Model10-A Elec
tra NC-14938. Braniff Airways.
After seven years of producing wooden aircraft,
the
Electra
was
the first all-metal Lockheed to
be
produced at
the Burbank facility. The air
craft was
designed as an economical,
high
speed, small
transport.
A
cruising
speed
of
190 miles
per hour made the
Electra
the fastest
of the
mUlti-engined
transports
of
the time.
Northwest was the first operator of the air
planes in 1934, flying
the
Minneapolis - Seattle
route in nine hours. The popularity of
the
plane
with Northwest
prompted
Braniff
to
use them
on
their
Chicago to the Gulf Coast routes.
(Right) DOUGLAS DC-2. NC-14969. Eastern Air
Lines. In
1933 34
Easter ordered DC-2s. By
1941 Eastern was the fourth largest user
of
DC
3s, operating 39 of them. Note the spinners.
(Right) BOEING 247 Poss ibly NC-13311. Penn
sylvania Airlines.
Firstflown in 1933, the Boeing 247 began a new
era in passenger air travel. Not only was it of
all-metal construction, it was 50 miles
per hour
faster than it predecessor, the Boeing 80 Tri
Motor. Billed as
the "three
miles a
minute"
transport, its success led to the
development of
the Douglas DC-2s and DC-3s. Note Townend
Ring and
two
speed
var
iable
pitch propeller
of
the
earlier models.
(Below) DOUGLAS DC-3. NC-16063. United Air Lines.
Development
of the
DC-3
was undertaken by Douglas at the request of American
Airlines. Using
Curtiss Condor
biplanes,
Ameri
can had
found itself at
a
great disadvantage compared
to
the
DC-2 used
on the coast
to
coast flights by
TWA.
American's longer
southern route also required overnight sleepers. Thus, the first product was the 14 berth DST, Douglas Sleeper Transport.
American introduced the DST as a day plane on the New York - Chicago route in June of 1936. This set
new
standards
with
non
stop flights in both directions, surpassing
the
DC-2s service which was non-stop in only
the
Eastbound direction. The day version
of the DST, called the DC-3, was equipped
with
2 seats, exceeding
the
DC-2s
capacity by
a third.
Within
ten months
of
its introduction,
all
major transcontinental operators were using the
DST on
coast-to-coast
sleeper
service.
The DC-3
would come
to
completely dominate
US passenger service. Within five and
one-half
years
after
its first use, 260 DC-3s
were in
domestic
service,
accounting
for 80
per cent of
all airliners. The
next largest number
in use
was the
Boeing 247
which
numbered 25.
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(Right) TRAVEL AIR 6000-A. NC-8704. American(?)
This Travel
Air
6000
was owned by
Central
Airlines
of
Wichita, Kansas during 1929-30. Southern
Transcontinental Airways,
later
purchased
by
American,
was
listed
as the owner
in 1931.
This
aircraft was
developed
by
Travel
Air
in
an
swer
to requests from airlines for a
higher perfor
mance single-engine cabin monoplane. It enabled
carriers on shorter routes
to
offer faster and more
frequent service. Operators of the 6000 included
Central Air Lines, Overland Airways, Northwest
Soutern Air Transport and Delta. The plane also
appealed
to
personal
owners
for its
performance
and lUxury. Actor Wallace Berry and film
producer
Victor
Fleming were
owners of
6000 s.
(Left) FORD 4-AT-56 NC-9613. Air Tours
Inc.(?) (Does anyone recognize
the logo
on
this
airplane?)
The 4-AT was
the
first
of the famous
Ford Tri-Motors
that
helped
pioneer
commercial passenger
service
in the
United
States.
It was the largest
all
metal aircraft built in the U.S.
up to
that
time and featured corrugated Alclad
covering. The design quickly gained ac
ceptance by the airlines and over 70 of
the
series were
constructed
before
pro
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10/36
DOUGLAS DC-4E. NX-18100. United Air Lines
This aircraft, the
first
of the large four-engine tricycle landing gear transports, cost one million dollars in 1938. First
flown
during
June of 1938, the triple-tailed DC-4E
was the world s
largest landplane. The well
know
racer plane designer and race pilot, Benny
Howard, was one of
the aircraft s test
pilots. In November of 1939,
the
DC-4E
was
used
by
United
Air
Lines on an extended tour
of most of
the
United States.
Though
impressive,
United
felt that the transport needed modification to become a satisfactory air
liner. United had ordered 6 of the type for delive ry in early 1941. Although five major airlines had shown interest, no one but
United wanted to order the
aircraft. The
DC-4E prototype was
sold
to Japan
late
in 1939. (That's a whole story in itself )
Douglas
redesigned the entire concept
and
60 orders for the smaller single-tailed DC-4 came forth from United, Eastern,
American,
Transworld, and Pan
American
airlines.
Because
of the war, the production of these aircraft were taken over
by
the Army as the
C-54, with first deliveries in May of 1942.
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11/36
y
H G Frautschy
From the
collection of
W.
Hendon
we have this month's
Mystery Plane, designed and flown in the high plains . The an-
swer will be published in the March, 1996 issue of Vintage Air-
Jack McRae supplied us with a copy of the photo, which is
originally
credited
to
the
U.S. Air Force. Jack wrote that
the
Tiffany Sport
was
one of
the airplanes
entered
in
the
Light
Airplane events
at
the 1925
National
Air Races held at
Mitchel Field, Long Island, NY in October 1925, and included
a copy
of
an
account of
the
Dayton
Daily
News
Trophy
race
published
in
the October
19, 1925
edition of Aviation, The
Tiffany had engine
trouble and
was merely taxiied across the
start
line so
that
Sarter Tiffany could get his
entrance
fee re-
turned. In that same race, Ed Heath also had trouble with his
converted Harley
Davidson powered
machine , the Hum-
mingbird, and
was
also unable to actually
fly in the
race.
Both
racers did fly in the Light Place Efficiency event, but the
Tiffany experienced a loss of engine lower and was forced
to
land on the Salisbury Club golf course. According to the arti-
cle He (Tiffany) gave
the
spectators quite a thrill at
the
start
as he had great difficulty getting
off the ground
and
bumped
along for a half mile before his sputtering motor gave him suf-
ficient lifting power.
Both
Remo
and Charley used Experimental Light Aircraft
and Midget Racers by John Underwood and
John
Caler (Aero
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WHAT OUR MEMBERS
ARE RESTORING
by orm t
rsen
Dave Tyndall s Luscombe 8A
This very pretty 1946 Luscombe 8A NC71373, SIN 2800
was restored
by
David Tyndall EAA 116326,
AIC
7288) and
his father, Jim Tyndall,
of
Mechanicsville, VA . Sadly, Jim
Tyndall didn't live to see the first flight of the 8A on Septem
ber 7,1995, having passed away prior to the airplane's com
pletion. The Luscombe was completely disassembled with
every nut
and
bolt replaced . In
addition, the
Continental
A65-8
was majored along with all accessories. A new lower
cowl from Univair was used to clean up the nose area. A
Sensenich 76KCK44 wooden prop was installed. The wings
were stripped, cleaned and primed and new leading edges,
cables and pulleys installed. Covering was done
in
Ceconite
102 using the Air-Tech process.
The
Luscombe was painted
with Air-Tech polyurethane white
and DuPont Centari
Boston
maroon
was used for the trim. A new
interior
was
installed along with gray flock coating on the metal panels.
Complete with wheel pants, the neat Luscombe cuts a pretty
picture. Congratulations
to
you, David, and
best
wishes
on
your
next
project
, a big cabin Waco
EGC-8,
NC2329, SIN
5062.
az il
ian
Sti
nson 108 3
This photo of a Stinson 108-3 under rebuild was sent in by
Moyses Gomes Da Silva of Recife Pernambuco, Brazil. The
workmanship appears to
be
excellent with everything well
primed for long term corrosion control. Note the outside bag
gage door, common to the dash three, and the Scott 3200 tail
wheel.
In
the foreground is a Cub fuselage and between the
108-3 landing gear is a wheel pant from a Piper Pacer or Clip
per.
What
a fascinating
hangar
to browse through
Perhaps
Moyses will send
us
a photo
of
the Stinson 108-3 when it takes
to the air. Until then, best wishes on the project.
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Andrew
King s Ryan
M-l replica
The
big square fuselage in the photo
is
the substantial begin
ning
of Andrew
King's replica Ryan
M-1
cabin job. As
Andy
says, The project started in March
of
this year and as of now,
the fuselage is welded up and the various
accoutrements are
going
in
-
seat
mounts, cowling
attach tubes
,
and
so forth .
Apparently, information on the Ryan M-1 is difficult to
come
by, however ,
Andy
discovered
that Bob
Buck , living
just
30
miles away, had an original Ryan M-1 fuselage hanging in his
hangar - and he agreed to
loan
Andy the fuse lage to copy.
Perhaps the readers
of VINTAGE AIRPLANE
could help in
tracing the history
of
Bob Buck 's fuselage
.
t came
from
southern California and was apparently at Tallmantz Aviation
during the time of the filming
of
the movie,
The
Spirit of St.
Louis. t must have flown into the late 1930's as there are
fiber stop nuts in evidence.
The
following clues might help
the
front cockpit ha s
been
closed in
but not
the back, wheel
brakes have been added and the fuselage sheet metal has been
extended down the fuselage sides several feet aft
of
the fire
wall. f anybody has a picture of such an airplane, we would
like to see it. In addition, Andy would like a
ny
information on
Homer Ro
y
Webber
, who ran
Webber Airport
in Inglewood,
California, in the late 1920's and owned an M-l.
The second picture is a Jenny fuselage
that Andy
and Ken
Hyde are building
at
Ken
Hyde
's shop for the
Army
Aviation
Museum
at
Fort Sill, OK. Note on the wall
in
the background,
a Ryan rib, a Jenny rib and a Wright Model B rib.
(Andrew's phone number is 703-830-0376 in Centreville, VA)
Ken West's Beech Bonanza
Photographed
at Munsil Williams
'
farm
strip near Pickett, WI ,
is
a 1958135 Beechcraft
Bonanza ,
N58KW
, S N
D-5690
,
that
is the
pride and joy
of
Ken West (EAA 211828,
lC
24715) of Clintonville, WI. With a 260
hp
Continental
IO-470N
engine and
long
range
tip tanks
,
the
135 Bonanza is a da
ndy
cross
country machine with a good cruise
of
165 kts.
and about a six hour range. Ken has flown the
pretty Contemporary
class bird all over the
U.S.
With full-length ailerons and complete ball bearing controls,
the 22 is
a delightful airplane
to
fly
and
if
Charlie
Bell has
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ettingYour Project
Home
by Dan Halloran
Because Travel
Can
Get Little Tricky _
__
My mighty 1983
Honda
Civic Wagon
has
pr
oven to be a re
li
able tug in two in
stances, and I thought these photos m
ay
be
interesting
if yo
u contemplate transporting
yo
ur project to your home shop.
After deciding to r
ecover
the wings
of
a Cessna
140
(NC 89429) I u sed th e
Honda
to transport
th e win gs and th en
later to two the fuselage some 5 miles to
my home for
dead
storage for th e du ra
tion
of
the project. An early morning trip
on
a
Sunday avoide
d
the inquirin
g
eyes
of the police and saved money. The fuse
lage
then
spent a cool
winter
wrapped in
plastic,
but
it is n
ow
being reassembled .
T he hangar rental ac tu a ll y
paid
for th e
wing recovering materials from Stits.
Havin
g a
so
ft s
pot
in my h
ea rt
for
the
Pipe r
Vagabond
(PA-17) prevented me
from pa ss ing up a n
ad
in EAA ' s Sport
Aviation about a few years ago. I
bought
it sight
unseen
from
Jeff
H erring of Mar
shall ,
TX
.
The next problem was transportation of
the airplane back to
Wi
sco nsi n. Knowing
the size and weight , and be ing basically an
adve
ntur
esome sort I dec id
ed
to drive my
H o
nda
Civic
wagon
(a
1983
model with
150,000 miles) to Texas, tie the Vagabond
on my car-top carrier, stiff the tail surfaces,
engine , cow ling, e tc. inside and h
ead
for
Wisconsin.
Seemed st
raight enough for
m
e
And
it
was.
The entire airpla ne, includ
ing the engine, is either on
or
in
the Honda. rdid remove all but
th
e
driver's seat prior
to the
trip
..
Fully loaded I still had
rear visibility and road stability.
There was nothing adverse to
report, although my gas mileage
did
drop to
18 mpg .
(Your
mileage may vary.)
In
Ok l
ahoma a
police
patrol car fol
lowed me a mile
or
so, flashing his lights up
to get a look at the curious structure, and
then passed without further questioning.
At rest stop s and gas stations I got tired
of
ex
pl a inin g what r was carrying ,
so
I
st art ed makin g
up names.
Oh ,
that
's a
Texas
TV tow er " "O h, that? It 's an an
tique oil rig. Yup , that's an airboat.
The sign on the si de window reads:
"SOME
ASSEMBLY
REQUIRED. f
anyone
travels
th e
route from Texas
to
Wi
sco nsin, keep and eye out for my
mi
ss
ing nose ribs.
t
seems a few d
ep a
rt ed
company wi th the wing that did not have a
leading edge installed.
*
*
* *
Editor s note Th
e
old saw that
"Ne
ces
sity
is th
e
moth
er of
in
ve
ntion
"
sur
e
applies
here
If I would be c
on
ce
rn
ed
about
making
such
a
trip, it would
only
be
wo
r
risome if the airplan
e
still
had cov
e
rin
g
on it - all
of
the additional
side
area
above
th e CG of
th
e c
ar could
be a
problem
in
ac
ro
ssw ind .
But with
the covering
off
,
as in
Dan s case, abou t all it did was add a
bun
ch
of dra
g.
....
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Brad
Thomas
D 7R
eechcraft
Staggerwing
y
H.G. Frautschy
How would you define fortunate? In
youngsters of the 1930's, he
was
an
avowed airplane nut, and was able to
After
he
returned
from
the War
, he
married his girlfriend Ferne and went
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16/36
He had serv ed
as
the Chief Classic judge
at EAA O shk os h, and he al so was th e
Sec reta ry of the A
ntiqu
e/C lass ic Divi
ence be twee n findin g your dr eam ai r
p la ne o r spending wh at seems like an
e
ndl
ess am ount of tim e ch
as
in g a ft e r
1995, o nly two of
th
e Wrig
ht
powe red
R mode ls
st
ill ex isted and onl y o ne
was flying.
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would be one of the most popular of the
Staggerwings, with over 68 civilian mod
els
built
before WW
II out
of the
781
various models constructed. (Many more
were built as Navy GB-2 or Army UC-43
models during the War.)
Before Tommy bought the airplane,
there
were thirteen
previous owners, in
cluding the U.S. Government, who im
pressed the
airplane
into service during
the war years.
When
Brad first saw
the airplane,
it
hadn't been flown very often, and a num
ber
of bird nests had to be removed dur
ing the process of making the airplane
ready to
ly
again.
To
Brad, it was obvi
ous
that
he was buying a flying
restora
tion
project
-
the
metal and
fabric
both
needed help, and the engine wasn't feel
ing too well either. I t had been through
a rebuild
earlier
in
the decade after
a
gear-up landing and,
while most
of the
repairs were adequate, it was not a show
plane by any means.
Brad continued to ly the airplane for a
short while.
It
was then decided a rebuild
was
in
order. Since the covering was grade
A cotton with a dope finish, rejuvenation
was an option, and so it was done, along
with some
new
dope.
Still it
just didn't
progress the way Brad wanted, and so he
decided to call in one of the experts.
Bern Doc Yocke is a
name
that
should
be
familiar to many of our mem
bers - he
and
his craftsmen
at Doc's Air
Service in Sandwich, IL did
the
restora
tion of
a
number of Staggerwings
fea
tured in
the
pages of
Vintage
Airplane
over
the
years.
The
most recent
of
them
was
Jim
Porter 's D-17S , winner of
the
EAA OSHKOSH '92
Grand Champion
Super clean describes the outstanding workmanship that was put into
this Staggerwing by Bern Doc Vocke and his crew
at
Doc s Air Service,
Sandwich, IL. The landing gear on the Staggerwing is retracted by an
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A very original panel was what Brad
wanted and oc gave him
just
that with
a short radio stack built up and installed
on the floor
below
the
center
of the
panel. All of the instruments are original
except
for
the airspeed indicator. The
tach is unusual in that the pointer
rotates
one complete revolution
for
every 1 000
rpm. The small number on the left half of
the dial indicates the number of times the
pointe r has gone around the dial.
Antique award.
Doc
was one of the first
Antique/Classic members and was
one
of
its first directors, helping get the Division
off
the ground
as member No. 60. Doc
earned his
nickname
through dental
school - before he became a full time re
storer, he was a D.D.S., earning his living
as a dentist. But as his skills and reputa
tion grew over the years (an A&P in 1967,
an IA in 1970), he found he had less time
for dentistry than airplanes,
and
so
Doc's
Air Service was born.
Doc Yocke
is
also a Ham radio opera
tor, and one of his contacts
over
the air
waves was none other than Brad Thomas
Sharing their love of
airplanes and
Stag
gerwings in particular was how they first
met, and when Doc had a slot open in his
done
related
to
the
wing spars (they
needed
a
couple of splices to
get them
shipshape)
and some
of the
fuselage
needed work as well. Brad was intrigued
by the outstanding woodwork done by the
craftsmen at Doc's, along with the restora
tion of most of the sheet metal.
The
Wright engine was in pretty tough
shape, and the R-975 is not a common en
gine any longer. Brad had the powerplant
shipped to Mike Connors who
lived in
Florida at the time. Mike did a true major
overhaul, replacing the crankshaft, rods ,
pistons, rings, and
supercharger
bearings
with factory new parts.
Even
the
2D30 Hamilton Standard
prop was new. Well, almost brand new - it
only had a couple of flights on it. Dub
Yarbrough, past president of
the
Stagger
wing Foundation , had a 2D30 prop that he
had
loaned
once to
a
fellow
who
had
flipped his Staggerwing
over
on landing,
and needed
a
new prop to get it back
home. After he returned the prop, Dub
put
it on the shelf until it was
needed
by
Brad, who was able to purchase it for his
Staggerwing. After a complete overhaul,
it
was mounted on the newly-majored
Wright.
Most of the instruments were the origi
years on the enthusiasm of his wife Ferne
for support and when it came to the Stag
gerwing, he wanted to be sure and do a lit
tle something for her, so a leather interior,
just like the one you could
order from
Beechcraft in 1937, was
created and
in
stalled.
Brad
kidded that he did them to
make brownie points with Ferne, but talk
ing
to
him, it was
pretty obvious that he
valued
his
wife's
opinion
highly, and
wanted to please
her
in some way when it
came to the Staggerwing's restoration.
In June of
1994,
Doc made the
call
to
Brad
to
tell him that his Staggerwing was
ready. A
hop
on a
commercial
flight to
Midway
Airport
in Chicago had him on
his
way
,
and
he says that when he
first
walked into the
hangar,
he
couldn't be
lieve his eyes.
"I
had never
seen it totally
finished
with all
the
sheet metal on it
and
all
the
other
stuff.
It
was so darn pretty I couldn't
even talk " Covered in Ceconite and fin
ished
in Dupont Imron ,
it positively
glowed.
A few glitches, easily remedied, were
encountered, and Brad
was thrilled with
his new Staggerwing. He was honored
that his airplane was the first
airplane
housed overnight
in Staggerwing Club
president Jim Gorman 's new hangar.
EAA OSHKOSH
'94 was a wonderful
time for Brad. After so many years of ef
fort and desire went into the project, the
award presented as the Bronze Age An
tique Runner-up
was simply a little icing
on the cake.
I t
was a dream come true.
To
be
honest, this
paragraph is the
toughest I've ever had to write. Words
can't express the pain felt by Brad when
his beloved
Staggerwing
was lost
due to
fire on
the return
trip from
the
Conven
tion. A
gear
up
landing exposed one
of
the
the
few flaws that exists on the air
plane. During
a
gear up landing on
a
paved
surface,
the
belly fuel tank
drains
can contact the pavement, and be ground
off, spilling fuel everywhere. One
spark
can set off the entire spill, engulfing the
airplane.
The
airplane was completely de
stroyed on
landing at
the
Sandwich air
port,
and
Brad
was
fortunate
to
escape
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Tom Leaver's
Morane-Saulnier MS.230
"PARASOL"
y Tom Leaver
(EAA
482978,
le
25044), London, England
An
Inst
ance Where
Perseverance
ring and timing gearing were in need of
specialist remanufacture as no spares ex
ist. This,
together
wi th a f ulty starter
magneto, kept the aircraft on the ground
more often than I like to recall. Nonethe
less,
perseverance
and my
check
book
prevailed such that by 1993, I began to fly
her with reasonable confidence and relia
bility. We had a spectacular and unchar
acteristic
English summer for 1994 and
consequently flew almost 50 hours, which
is a lot for this type of aircraft. Total to
date is just over 100 hours.
The airplane is completely original, in
cluding
the
instruments ,
though
I have
had
a
Comms
radio
(VHF
communica
tion) and battery installed for practicality.
The airframe including
all
the
ribs,
stri ngers and longerons are original , al
though they were
stripped
and recondi
tioned during restoration and Irish Linen
used for recovering.
As far as history
is
concerned
,
the
MS.230 came out of the French Air Force
on July 27,1949; was sent back to the fac
tory for overhaul and placed into storage
on
December
14, 1949.
She then came
out
of
storage
in February of the follow
ing year, though I have no further record
until August 28,1952, when she was
placed on the French civil register in Paris
as F-8GJT. Thereafter, she flew for vari
ous French Aeroclubs
(some
MS.230's
were used as glider tugs) and eventually
purchased by the Hon. Patrick Lindsay in
1967, and flown to England by Bert Good
child l
ater that
same
year. She was then
registered G-A
VE8 with the
CAA
as
Patrick's first airplane (the first of sev
eral) until his death in 1985. When I ac
quired her, she had not been flown since
1982.
The late Manx Kelly flew her in aero
batic competition in the UK in the early
1970's and she was the back up aircraft
for the movie,
The
Blue Max.
The
ac
tua l MS.230 flown in the movie now re
sides in the San Diego Aviation Museum.
She is a delight to fly and a challenge
to land and taxi, being of an unforgiving
nature in this respect.
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San Diego Aviation Museum.
The
sub
ject of this story , MS .230, registered G
AVEB
in Gr
ea t Britain, was the backup
aircraft
for
the
movi e,
but
was
not
needed.
There are presently
only three
air
worthy exa mples of the
MS 23
0 still fly
ing. Tom Lea
ver 's G-A
VES , Kermit
Weeks'
example in Florida and one in
the Jean
Salis
collection
in France, so
these photos are of a rare airplane
Tom
Leaver' s paint
job
is an authen
tic 1930's
Fr
ench Air
Forc
e sc heme of
th e Premier Escadri lle Le ge re de D e
fence based at Le Bourget
in
1937-1938.
The
co
lors depict an obse rvation air
craft with white bars across the wings
and tai l surfaces
denoting
tha t it was a
squadron
observation hack and not
a
fighter.
In the MS.230, the pilot occupies the
rear cockpit and the airplane res ts at a
Cr
uising
over
the lush green English
countryside , the Morane-Sauln ier
MS.230 presents a pretty picture
for
Richard
Paver
s
camera.
That
s
owner
Tom
Leaver,
in the rear
cockpit wi
th the
helmet
and goggles.
Note the
close
spacing
of the wing
ribs
, so
typical of
an
aerobatic aircraft
al
ong with the
massive
wing
st
r
uts.
The
engine
t
urns
the
prop
counter
clockwis e
oppos ite t o the
American
engines.
rath
er steep g
round
angle, making
the
forward visibility nil. In addition,
it
has
no brakes, so th e
directional
stability
ge ts a bit tricky at times and a real test
for
the
pilot , espec ially with a tailskid
in s tead of the
traditional
tailwheel.
Crosswind landings increase the pucker
factor by several point
s
Upon comple
ti o n
of
the reb
uild
, Tom
Leaver
was
carefully coached by instructor Jo
nathon Whaley, who has obviously done
a sup
er
b
job
as
Tom
now admits to just
over a
hundred hour
s on the MS.230 to
date and everything working fine.
A most
hearty " thank you to Tom
Lea ver for sharing his treasure with our
readership and to author and photogra
pher, Richard Paver, for an outstanding
job of aerial photography on a very rare
airplane.
8/12/2019 Vintage Airplane - Dec 1995
23/36
ype
Club
LISTING
Once again, as a service to
our
member
s, we prese
nt the Antique/Clas
sic Division
's most current
list
of type clubs and related
or
ga
nizations
.
If
your
g
roup
is
not listed,
plea
se
provide
us
with information
which
ca
n be included
in
a
futur
e
issu
e of
VINTAGE AIRPLANE
and
t
will be
added to our follow-up for next year (We 'll
also
list
you
imm ediate
ly
in N NEWS .
If
you have changes related to your listing, please
drop
a postcard
in the ma
il
with
th
e new listing exactly as you would
lik
e
t to appe
ar. Send t
to:
Antique/Classic
Type Clubs
,
EAA Aviation
Ce
n
ter,
P.G.
Box 3086, Oshkosh,
WI
54903
-3086.
new list category has been added to compile the clubs that may not be specific to one particular aircraft make, ie ., The National
Biplan
e
Association. You
'll find
this
new listing
before th
e
Or
ganizations list
on
page
24.
Aeronca Aviator's Club
Julie
and Joe Dickey
55
Oakey Ave
.
Lawrenceburg , IN 47025
812/537-9354
Newsletter:
4
issues per
subscription
Dues: None
-
$16
subscription
International Aeronca Ass'n
"
Aeronca
Lover's Club"
Buzz
Wagner
Box
3, 401 1
st
St.
East
Clark, SD 57225
605/532-3862
Newsletter: Quarterly
Dues:
$20
per year
National Aeronca Association
Jim Thompson, President
806
Lockport
Road
P. O.
Box 2219
Terre Haute
, IN 47802-0219
812/232-1491
Newsletter: 4 per
year
.
Dues:
$25
U.S. ,
$35
Canada ,
$45
Foreign
Aeronca Sedan Club
Robert
Haley
475
Rincon Ave.
Livermore
,
CA
94550
Bird Airplane Club
Jeannie
Hill
P.
O.
Box 328
Harvard,
IL
60033
815/943-7205
Newsletter: 2-3
annually
Dues:
Postage Donation
American Bonanza Society
Ken
Johnson, Administrator
P.
O.
Box
12888
Wichita,
KS 67277
316/945-6913
FAA 316/945-6990
Newsletter: Monthly
Dues
:
$45
per year
Staggerwing Club (Beechcraft)
Jim Gorman, President
P.
O. Box 2599
Mansfield,
OH 44906
419/529-3822 (H),
755-1011 NJ
Newsletter: Quarterly
Dues
:
$20
per year
Twin Bonanza Association
Richard I Ward
, Director
19684
Lakeshore
Drive
Three
Ri
vers, MI
49093
Phone/Fax 616/279
-
2540
Newsletter: Quarterly
CaliAir Type Club
Dave
Decke
r
3307 Astro Dr.,
Hereford,
AZ 85615
602/378-3688
Cessna Airmaster Club
Gar
Williams
9
So. 135
Aero Drive, Naperville,
IL
60565
708/904-8416
Dues
:
None
International Bird Dog Association
(Cessna L-19)
Phil
Phillips, President
3939
C-8
San Pedro,
NE
Albuquerque,
NM
87110
505/881-7555
Newsletter: Quarterly "Observer"
Dues:
$25
per year
Cessna T-50 "Bambo Bomber"
Jim Anderson
, Secretary/Treasurer
Box
269
Marine on
St.
Croix, MN 55047
Newsletter: Quarterly
Dues
: Contact club for info
Cessna Owner Organization
P.O. Box
5000
lola, WI
54945
715
/445-5000 or
800
/331-0038
West
Coast Cessna
Culver
Aircraft Association
Great
Lakes Club
8/12/2019 Vintage Airplane - Dec 1995
24/36
120/140
Club
Don
and Linda Brand
9087 Madrone
Way
Redding
, CA 96002
916/221-3732
Newsletter: Bimonthly
Dues:
$10 per year
Cessna
150/152
Club
Skip Carden,
Executive Director
P. O. Box 15388
Durham, NC 27704
919/471-9492
Newsletter: Monthly
Dues:
$20
per
year
Int. Cessna
170 Association,
Inc.
Velvet
Fackeldey, Exec utive
Secretary
P. O.
Bo
x
1667
Lebanon
, MO
65536
417/532-4847
Newsletter: Fly Paper 11 per yer)
The 170
News
(Quarterly)
Dues : $25
per year
International
Cessna
180/185 Club
(Cessna
180-185 Ownership Required)
Johnny Miller
3958 Cambridge Rd . 185
Cameron Park , CA 95682
916/672-2620
Newsletter: 8-9
per
year
Dues:
$20 per year
Eastern
190/195
Association
Cliff
Crabs
25575
Butternut
Ridge
Rd.
North Olmsted, OH 44070-4505
216/777
-4025
after
6
PM Eastern
Newsletter
: Irregular;
Manual on maintenance for members
Dues:
$15
initiation and
as
required .
International
195 Club
Dwight
M.
Ewing, President
P. O.
Box
737
Merced ,
CA
95344
209/722-6283
FAX
209/722-5124
Newsletter: Quarterly
Dues: $25 per
year U.S
.
Corben
Club
Robert L. Taylor, Editor
P. O.
Box 127
Dan Nicholson
723 Baker
Dr
.
Tomball,
TX
77375
713/351-0114
For newsletter and dues
info
,
contact the club .
Dart Club (Culver)
Lloyd
Washburn
2656
E Sand Rd.
Pt.
Clinton, OH 43452-2741
Newsletter
Dues: None
Robin s Nest
(Curtiss Robin enthusiasts)
Jim Haynes ,
Editor
21 Sunset Lane
Bushnell
,
IL 61422
deHavilland Moth Club
Gerry
Schwam , Chairman
1021 Serpentine Lane
Wyncote
, PA 19095
215/635-7000 or
886-8283
FAX 215/635-0930
Newsletter
: Quarterly
Dues: $15 US and
Canada
,
$15 Overseas
deHavilland Moth
Club of
Canada
R. deHaviliand
Ted Leo
nard
,
Founder/Director
305 Old Homestead Road
Keswick, Ontar
ion Canada
L4P 1E6
416/476-4225
Newsletter:
Periodically
Dues:
$20 annually
Ercoupe Owners
Club
Skip Carden
,
Exe
c
utive
Director
P.
O.
Bo
x
15388
Durham ,
NC
27704
919/471-9492
Newsletter:
Mon
thly
Dues: $20 per
year
Fairchild
Club
John W. Berendt, President
7645 Echo
Point Road
Cannon
Falls, MN
55009
507/263-2414
Newsletter: Quarterly
Dues: $10 per year
Fairchild Fan
Club
Robert
L. Taylor, Editor
P. O. Box 127
Blakesburg , IA
52536
Robert L.
Taylor, Editor
P. O. Box 127
Blakesburg ,
IA
52536
515/938-2773
Newsletter: 3 - 16 pg . Newsletters
Dues : $15for3
issues
The
American Yankee Association
Stew Wilson
3232
Western Dr
ive
Cameron
Park
,
CA 95682
916/676-4292
Newsletter
Dues:
$30
per year U.S. ,
$30
Fo
reign
Hatz Club
Robert L. Taylor, Ed itor
P.
O.
Box 127
Blakesburg
,
IA
52536
515/938-2773
Newsletter: 3 -
16
pg . Newsletters
Dues: $15for3issues
American Hatz Association
Lorin
Wilkinson
,
President
16225
143rd
Ave .
SE
Yelm , WA 98597-9169
Newsletter: Quarterly
Dues: $10 U
.S.,
Canada
,
$15 Foreign
Heath Parasol Club
William Schlapman
6431
Paulson
Road
Winneconne, WI 54986
414/582-4454
Howard
Club
Bruce Dickenson , President
P.O. Box 191
Santa
Paula
, CA 93060
805/525-5893
Newsletter: Quarterly
Du
es:
$15 per year
The Interstate Club
Robert L. Taylor, Editor
P. O. Box 127
Blakesburg, IA
52536
515/938-2773
Newsletter:
3 -
16
pg . Newsletters
Dues : $15for3
issues
Lake
Amphibian Flyers Club
Bill
Goddard, Editor
815
N.
Lake Reedy
Blvd .
Frostproof,
FL
33843-9659
Newsletter: Bi-monthly
Dues $44 per year
Meyers Aircraft Owners
Asso
ciati
on
International Comanche Society
Stearman Restorers
8/12/2019 Vintage Airplane - Dec 1995
25/36
William E Gaffney, Secretary
26Rt.17K
Newburgh
,
NY 12550
914/565-8005
Newsletter: 5-6
per year
Dues:
Postage fund donat ion
Monocoupe
Club
Bob
Coolbaugh, Editor
6154 River
Forest
Drive
Manassas, VA
22111
703/590
-
2375
Newsletter: Monthly
Dues
:
$15
per
year
Moon ey Aircraft Pilots Assn.
Mark Harris
314 Stardust
Dr
ive
San
Anton io,
TX
78228
512
/
43
4-5959
Newsletter
Dues
:
$30
per
year
American Navion Society
Jerry Feather
,
Edito
r
Lod
i
Mun
ici
pal
Airport
59A
Houston Ln .
L
od
i, CA
95241
-
1810
209/339 -42
13
Magaz
ine: Bimonthly
Dues
: $45
per year
Buc
keye Pietenpol
Ass
ociation
6364
Franks Road
Byrnes Mill
,
MO
63051-1103
Newsletter: Quarterly
Dues: $10
per
year U.S., $12 Canada
& Mexico, $15
all
other countries
Interna
tiona
l Pi
etenpol
Association
Robert
L.
Taylor, Editor
P.O.Box
127
Blakesburg,
IA
52536
515
/938-2773
Newsletter: 3 -
16 pg
. Newsletters
Dues:
15for3 issues
Short
Wing
Piper Club
,
Inc
.
Eleanor and Bob Mills, Editors
220 Main
Halstead, KS 67056
316/835-3307 (H);
835-2235fY /)
Magazine
: Bimonthly
Dues:
$30
per
year
Wiley Post Airport
Hangar #3
Bet
h
any
,
OK 7300
8
News
letter: Monthly
Dues:
$35
per
year
Cub Club
John Bergeson , Chairman
6438 W. Millbrook Rd .
Remus
,
MI
49340
517/561-2393
FAX
517/561-5101
Newsletter: 6 per
year
Dues: $15
per
year
U.S. ,
$20 Canada
,
$25
Foreign
L-4
Grass
ho
ppe
rWing
Publisher: John Bergeson ,
Cub
Club
64
38
W.
Millbrook
Rd
.
Remus
, MI49340
517/561 -2393
FAX 517
/
561-5101
Ne
wsletter: 6 per year
Dues
:
$10 pe
r
year U.S
.,
$15
Canada/US
Funds,
$20
Foreign
Note : Must also be a Cub Club member
Super Cub
Pilots Association-
Jim Richmond , Founder/Director
P. O. Box
9823
Yak
i
ma, WA 98909
509
/
248
-
9491
Newsletter:
10
per
year
Dues
:
$25
per year
U.S
., $35 Canada ,
$40
Forei
gn
Porterf
ield Airplane Club
Chuck Lebrecht
91 Hickory Loop
Ocala ,
FL
34472
904
/
687
-4859
Newsletter: Quarterly
Dues
:
$5
per
year
Rearwin
Club
Robert L. Taylor, Editor
P. O.
Box 127
Blakesburg, IA 52536
515/938-2773
Newsletter: 3 - 16 pg . News letters
Dues
:
15for3
i
ssues
Nat ional Ryan Club
B
ill
Hodges, Edi tor
and
Historian
19 Stoneybrook Ln.
Searcy
, AR
72143
Association
Brian
F. Riggs, President
P.
O.
B
ox
10663
Rockville,
MD 20849
-
0663
Newsletter: 3 per
year
Dues: $25 per
year
National
Stinson Club
c/o Jonesy Paul
and
George Alleman
14418 Skinner Road
Cypress , TX 77429
713
/373-0418
(JP)
916
/622-4004 (GA)
Newsletter: Quarterly
Dues
:
$15
per
year
Na
tional S
tinson
Club
108
Section)
Bill and Debbie Snavley
115 Heinley Road
Lake Placid ,
FL
3
385
2
813
/
465-6101
Quarterly
magazine: St
i
nson Plane Talk
Dues
:
$25
US ,
$30
Canada
and Foreign
Southwest Stinson Club
Tony W right,
Pres.
2264 Los
Robles
Rd.
Meadow Vista , CA 95722
916 /878-0219
Newsletter:
SWSC
Newsletter
(11 per year
)
Dues: $20 per year
1-26 Assoc
ia
t
ion
(Schweizer)
Division of the Soaring
S
oc
iety of America
c/o
Tom
Barkow ,
Sec
.
Treas.
1302
South Greenstone Ln .
Duncanville,
TX
75137
214/296-3858
Newsletter: 8
per year
(plus
a directory)
Dues
:
$15
to
25
per
year
(Soaring
Society of America membership
required for voting privileges)
Swift
Association, International
Charlie
Nelson
P. O. Box
644
Athens, TN 37303
615/745-9547
Newsletter: Month
ly
Dues: $25
per
year
West Coast Swift Wing
c/o D
enis
Arbeau
2644
W. P
uebl
o A
ve
.
Travel Air Club
World War I Aeroplanes, Inc.
N3N Restorers Association
8/12/2019 Vintage Airplane - Dec 1995
26/36
Robert
L.
Taylor,
Editor
P.
O.
Box 127
Blakesburg , IA
52536
515/938-2773
Newsletter: 3 -
16
pg . Newsletters
Dues: 15for3 issues
Travel
Air
Div. of
Staggerwing Museum
P. O. Box
550
Tullahoma, TN 37388
615
/455-1974
Newsletter: 4-5 per
year
Dues:
$35
per
year
American Waco Club
c/o
Jerry Brown
, Treasurer
3546 Newhouse
Place
Greenwood ,
IN
46143
Phil Coulson , President 616 /624-
6490
Newsletter: Bi-monthly
Dues
:
$25 per year
,
$30 Foreign
International Waco
Association
P.
O. Bo
x
665
Destin
,
FL 32540
904 /654-4138
Quarterly
magazine
Dues
: $25.00 per year
National Waco Club
Ray Brandly, Pres ident
700
Hill
Ave
.
Hamilton, OH 45015
513
/868-0084
Newsletter: Bimonthly
Dues
:
$10 per year,
$14 foreign
MULTIPLE AIRCRAFT ORGANIZATIONS
Art
ic Newsle
tt
er
David
Neumeister
5630
S. Washington
Lansing
,
MI 48911
-
4999
517/882-8433
Quarterly Newsletters for AA1, AA5 ,
Arrow, Baron,
310-320, 336-337, Malibu,
Musketeer ,
Norseman,
Skipper, Tomahawk,
Varga, Maule
Dues
: $10 per year per type except
Mau
le
which
is $20
for 12 issues
National Biplane Association
Charles
W.
Harris, Board Chairman
P.O
.
Box
470350
Tulsa ,
OK
74147-0350
L
eo
n
ar
d E.
Op
dycke
Director/
Publ
isher
15
C
resce
nt R
oad
Poughkeepsie, NY 12601
914/473-3679
Journa ls (4 ti
mes
annually):WW I Aero
(1900-1
919);
Skyways (1
920-1940)
Dues: Minim um - $25 each per year;
$30 Foreign
for both Journals
ORGANIZATIONS
Society of Air Ra cing Historians
Herman
Schaub , Sec.ITreas.
168 Marian
Ln .
Berea
, OH
44017
216/234-2301
Newsletter: Bimonthly Golden Pylons
Dues
: $15 U.S . $18 Other
American Aviation
Historical Society
Timothy Williams, President
2333 Otis
Street
Santa Ana, CA 92704
714/549-4818
(Tuesday,
7:
00-9: 00
PM local)
Newsletter: Quarterly
and
Journal
Dues: $35
Flying Farmers, International
Kathy
Marsh
, Office Manager
2120 Airport Road
P. O. Box
9124
Wichita, KS
67277
316
/943-4234
Newsletter: 9
issues
per
year
Dues
:
$40
per
year U.S.
Funds ,
plus Chapter dues
Luscombe Foundat ion
P.
O.
Box 63581
Phoenix,
AZ 85082
602/917-0969
FAX
602/917-4719
News
lett
er: Quarterly
Luscombe U
pda
t
e
Subscription:
$20 per year
International Liaison Pilot and
Aircraft
Associa tion (ILPA)
1
65
18 Ledgestone
Sa
n
Ant
on
io, TX 78232
Bill Stratton, Editor
21 0/490-
ILPA
(4572)
News letter: Liaison Spoken Here
Dues:
$29
pe r year US
$35 per yea
r F
oreign and Canada
G
era ld
Miller
332
0 Northridge Dr.
Gr
and Ju
nc tio
n,
CO
815
06
303/245-78
99
News letter
D
ues: $12
per year
The 99s,
Inc.
International Women Pilots
Loretta
Jean
Gragg,
Exec
. Director
Will Rogers
Airport
P.
O. Box 59965
Oklahoma City,
OK 73159
405/685-7969
Newsletter: MonthlylThe
99 News
Dues
: $40 annually
OX-5 Aviat ion Pioneers
Robert F. Lang
P. O. Box 201299
Austin,
TX
78720
512/331-6239
Newsletter: 6
per year
Dues: $10
per
year
Seaplane Pilots Association
Robert A. Richardson,
Exec
. Director
421 Aviation
Way
Frederick, MD
21701
301/695-2083
Newsletter: Water Flying (Quarterly);
1996 Water Landing Directory
$16
- Members/$35 non-members
plus
$4
shipping
Dues
:
$36
per
year
Silver Wings Fratern
ity
P. O. Box
44208
Cincinnati, OH 45244
513/321-5822
Newsletter: Monthly
Slipstream Tabloid
Dues
:
$15 pe
r
year
Open
to those who soloed
at least
25 yrs. ago.
Spartan School
of
Aeronautics
Alu
mni A
ss
ociation
8
820 E.
P
ine
Street
T
ulsa,
OK
74115
91
8/836-6886
News letter: Quarterly
D
ues:
$
10
a
nnu
ally
Vintage Sailplane Association
Jan Scott, Secretary
Rt.
1,
Box
239
8/12/2019 Vintage Airplane - Dec 1995
27/36
P S S d ~
UCK
by E.E. Buck ilbert
EAA
21
le 5
P.O.
Box
424 Union
IL
60180
Finally, I find some answers to the question of "WHY
can't I use automotive oil in my airplane?"
I'm
lucky enough to be on the subscribers' list
of
Air
craft Maintenance Technology magazine. How this hap
pened, I
don't
really know. Maybe it was because
of
my
involvement with
the
Aviation Rulemaking Advisory
Committee on behalf
of you and all
the
rest of the EAA
1
L
utomotive
versus
vi tion
members. Tell you what, this has been a real learning ses
sion. The
ARAC
sessions have taught me a lot and
that
education
is
eventually going to trickle down and benefit
all the older airplane owners and operators. Look for
news in future issues of
VINTAGE
AIRPLANE.
Let's
get back to oil.
AMT
did an article in their Sep
tember, 1995 issue
that
deals with every question you've
ever
had
about
using
automotive
oil in
your
aircraft en
gine. f
there
is any possible way you can get a copy and
read it, do
it
The
article explains the basic differences in the opera
tion of auto vs. aircraft engines, and that, fellow aviators,
is
the key to the answer I was looking for.
Auto
engines don't run at maximum power for takeoff
I admit to using the single grade name brand oils
in
my
airplane
in
the past. They worked just fine. I changed oil
every
25
hours, and I even used the oil I drained out of the
airplane
in my
car because it was too clean to throwaway.
That's
not the case today. I tried it and it doesn't work.
I used the fancy new multigrade racing oil in my A-65 and
when the consumption was unacceptable, I went to the sin
gle grade .
The
results with that type
of
automotive oil
were less than satisfactory results too. I went back to avia
tion multigrade and my oil consumption went back to nor
mal,
the blood
pressure (oil) is
steadier, and despite
the
expense, the engine and I are happier.
Get
yourself a copy of the September issue of Aviation
Maintenance Technology
from
Johnson
Hill Press.
They're right here in Wisconsin at 1233 Janesville Avenue,
P. O. Box 803, Fort Atkinson, WI 53538-2604 (414/563
6388,
FAX
414/563-1702); Compuserve for you computer
hacks 75662,2604. Maybe they'll allow us to reprint the ar
ticle at some later date.
Hey, be sure and read my editorial and send in a copy
of the survey form included on page 2 and 3 - it 's impor
tant
Over to you
PeterD.
Gill
Enid,OK
Patricia L. Osbakke n Burlington,
WI
8/12/2019 Vintage Airplane - Dec 1995
28/36
New
embers
Remi Albagnac
Christopher T. Ande rson
Woodrow Anselen
Stephen A. Bartlett
Jack R Beasley
Gilles Beda
Allan D. Belt
Richard A.
Bond
Bradley J. Boote
Torrey J. Brackett
Buddy Bradford
William L. Bradford
Michael R Butler
Duane
W.
Carlson
Dan Clapsaddle
Clark D. Cloukey
Morie 1. Corman
Glenn R. Crook
George Crowe
John E. Daugherty
Bruce Dudley
Gary English
Arpajon, France
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, WI
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Bay, MN
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ee
Valley, KY
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IL
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CA
Las Vegas, NV
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RoseBud
,
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Charles L. Hagen
Gene HallMountian
Norman J. Harrison
Exeter,NH
Green, UT
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Edwin Heiser Livonia, MI
Claude I . Hobson Bellevue, NE
Joseph R.
Hooker
Citra, FL
Mark Howard Grand
Junction,
CO
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CA
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Jarman
Twin Lake, MI
Norman Johansen Medina, OH
Robert
E.
Jone
s Tacoma,
WA
JeffH. Judy Nicholasville, KY
Melvin L. Kalb Scottsdale,
AZ
Kenneth R. Kennedy Mooresville, NC
Robert J. Kennedy Vienna , V A
Mike Kinate Colorado Springs,
CO
Col William C. Kingsbury, Jr.
James R. Kinville
Kenneth Krohncke
Richard J. Kuhn
Richard R Kyle
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Robert
LaFountain
Robert
Langelius, Sf.
Brad Lemna
Robert E. Lidster
Simon Lind
Redlands,
CA
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CA
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Molina,
CO
Amaroussion ,
Greece
Brandon, VT
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Epsom Downs, Surrey, England
Robert E. Little Pelham, NH
Patricia Logan Longview, TX
James F. Mara Phoenix, AZ
William R Maslin Starkville, MS
Fred H. Meyling Mulberry, FL
Thomas Monteith Pompano Beach, FL
John A. Morris Phoenix, AZ
Louis E . Neal Madison, MS
John
C. Norman Newport News, V A
AI Packard Bainbridge Island, WA
Gene Papet Cincinnati,OH
Kenneth E. Pate Monterey, TN
Leslie V. Perry Phoenix,
Z
Michael Planchak Dayton , OR
Robert G. Ragozzino Norman,
OK
Harold B. Rice Barrington, l
Harold
S.
Roberts Spartanburg,
SC
James W. Rosen Eugene, OR
Michael Sabin Virginia
Beach
, V A
William T. Sampson III Springfield, V A
Gary
Scheller Oshkosh, WI
Jack Schneider Lincolnwood,
IL
Robert Schunk Westha mpton Beach, NY
Michael Schwabauer Monticello,
IL
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Louis S. Shanley West Palm Beach, FL
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Roy
L.
Skelton
Doubl
e
Oak
,
TX
Paul Solomon Glencoe, IL
Scot Stambaugh San Diego, CA
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Richard K. Stewart Bath, PA
Michael
L.
Straley Scottsdale, AZ
John
J. Sucich
Chicago,IL
Theodore
Sean Tavares Andover, M
James H.
Thomason
i l l Charlotte, NC
William L. Tillman Virginia Beac h, V A
David W. Tobey Mesa,
AZ
B.
L Wad e Coffeyville,
KS
J. D. Wa.rd Kremmling, CO
Mark Warner Preston, CT
Patrick Warren Portland,
OR
David L. Wells Phoenix, AZ
Jim Wilcox Eau Claire, WI
David E. Witzel Baytown,
TX
Jam es O. Wolf
Roanoke
, IN
William Olds Yeazell Springfield,OH
Ruth
Young
Altamonte
Springs, FL