Vintage Airplane - Jan 1999

January1999 Vol. 27,N9.
1
CONTENTS
Strai ght& Level!ButchJoyce
2 AlC News
4 Aeromail
5 TypeClubNotes/
H.G. Frautschy
6 StraighteningaCowl!
Kent White
8 WhatourMembersareRestoring/
H.G. Frautschy
10 MysteryPlanelH.G.Frautschy
12 BrownDillard' sSummerFun/
H.G. Frautschy
17 ABeautifulWestCoast
ContemporaryAircraftINormPetersen
21 CityofYumaEnduranceFlight/
H.G. Frautschy
22 1999TypeClubList
26 Passitto BuckIBuckHilbert
30 WelcomeNewMembers
31 MembershipInformation/
ClassifiedAds Page 10

.. ,"
FRONTCOVER ...The lateBrawnDillardandhis bestbuddyVi Blowerscruise
onbyin oneoftheGoldenAgeofAviation'sprettiestbiplanes. theKreider-
ReisnerKR-21.This nicelyrestoredexamplewasawardedtheSilverAgeCham-
piontrophyatEAAAirVenture '98. EAAphotobyKenJim Koepnick.shotwith
a CanonEOS1 n equippedwithan80-200mmlens. EAACessna 210plane
flownbyBruceMoore.
BACKCOVER...ContinuingourfascinationwiththeSikorskyS-38 is this etch-
ingbyformerNavalAviatorBill Ellsworth. 1900PineViewAv.. VirginiaBeach,
VA23456. A recipientofan- Honorable Mention"ribbonduringthe 1998Sport
AviationArtCompetition. theartworkdepictsononeoftheS-38s delivering
passengers. mailandnewspaperstoLahaina. Maul. Hawaiiin theearly1930s.
Bill hascopiesofthisetchingavailable.contacthimathisaddressfordetails.
Copyright 1999bytheEAAAntique/Classic Division Inc.All rightsreserved.
VINTAGEAIRPLANE (ISSN 0091-6943) is published and owned exclusively by the EAA Antique/Classic Division, Inc. of the Experimental
Aircraft Association and is published monthlyat EAA Aviation Center,3000 Poberezny Rd.,P.O. Box 3086. Oshkosh,Wisconsin 54903-3086.
PeriodicalsPostagepaid atOshkosh,Wisconsin54901 andatadditionalmailingoffices.ThemembershiprateforEAAAntique/Classic Division,
Inc. is $27.00forcurrentEAAmembersfor12monthperiodofwhich$18.00isforthepublicationofVINTAGEAIRPlANE. Membershipisopen
toallwho areinterestedinaviation.
POSTMASTER:Send address changes to EAA Antique/Classic Division.Inc.,P.O. Box 3086,Oshkosh, WI 54903-3086.FOREIGN AiND APO
ADDRESSES- PleaseallowatleasttwomonthsfordeliveryofVINTAGEAIRPlANEtoforeignandAPOaddressesviasurfacemail.
ADVERTISING- Anlique/Classic Division doesnotguarantee orendorseany productoffered through the advertising. We invtleconstructive
criticismandwelcomeanyreportofinferiormerchandiseobtainedthroughouradvertisingsothatcorrectivemeasurescanbetaken.
EDITORIALPOLICY:Readersareencouraged tosubmitstories and photographs. Policyopinionsexpressed in articlesaresolelythoseofthe
authors. Responsibilityforaccuracyinreportingrestsentirelywiththecontributor.Norenumerationismade.
Materialshould besentto: Ed"or,VINTAGEAIRPlANE,P.O.Box3086.Oshkosh.WI54903-3086. Phone920/426-4800.
The words EAA, ULTRAlIGHT, FLY WITH THE ARST TEAM, SPORTAVIATION, FOR THE LOVE OF FLYING and the logosofEAA, EAA
INTERNATIONALCONVENTION,EAAANTIQUE/ClASSICDIVISION,INTERNATIONALAlEROBATICCLUB,WARBIRDSOFAMERICAare
registered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION.EAA ULTRALIGHT CONVENTION and
EAAAirYenturearetrademarksoftheaboveassociationsandtheirusebyanypersonotherthantheaboveassociationisstrictlyprohibited.
EDITORIALSTAFF
Publisher
TomPoberezny
Editor-in-Chief
JackCox
Editor
HenryG.Frautschy
ManagingEditor
GoldaCox
ContributingEditor
JohnUnderwood
ComputerGraphicSpecialists
BethBlanck Olivial.Phillip
PierreKotze
PhotographyStaff
JimKoepnick LeeAnnAbrams
KenUchtenberg MarkSchaible
Advertising/EditorialAssistant
IsabelleWiske
EAAANTIQUE/CLASSICDIVISION, INC.
OFFICERS
President Vice-President
Espie"Butch"Joyce GeorgeDaubner
P.O.Box35584 2448LoughLone
Greensboro.NC27425 Hartford.WI53027
910/393-0344 414/673-5885
Secretory Treasurer
SteveNessa CharlesHarris
2009HighlandAve. 7215East46thSt.
AlberfLeo. MN5tlXJ7 Tulsa.OK 74145
507/373-1674 918/622-8400
DIRECTORS
JohnBerendt GeneMorris
7645EchoPointRd. 5936SteveCourt
ConnonFalls.MN55009 Roanoke,TX 76262
507/263-2414 817/491-9110
Phil Coulson
RobertC."Bob"Brauer
28415SpringbrookDr. 9345S.Hoyne
Lawton,MI49065

JohnS. Copeland
55OokeyAv.
JoeDickey
1 ADeaconStreet
Lawrenceburg.IN 47025
01532
812/537-9354
JeonnieHili
7724ShadyHill Dr.
DaleA.Gustafson
P.O. Box328
Indianapolis, IN 46278
Harvard. IL 60033
317/293-4430
815/943-7205
RobertD."Bob"Lumley
1708BayOaksDr.
RobertUcktelg
1265South 124th51.
AlbertLeo.MN 5tlXJ7
Brookfield.WI 53005
507/373-2922
414/782-2633
GeoffRobison
6701 ColonyDr.
1521 E.MacGregorDr.
Madison.WI 53717
NewHoven.IN 46774
608/833-1291
DeanRichardson
219/493-4724
S.H."Wes"Schmtd
2359LefeberAvenue
Wauwatosa,WI 53213
414/771-1545
DIRECTORS EMERITUS
GeneChose E.E."Buck"Hilbert
2159CarltonRd. P.O. Box424
Oshkosh. WI 54904 Union.IL6018O
920/231-5002 815/923-4591
GeorgeYork
181 SlobodaAv.
Mansfield. OH44906
419/529-4378
ADVISORS
SteveKrog RagerGomoll
1002HeatherLIt 321 - 1/2S.Broadway
Hartford.WI 53027 Apt.3
414/966-7627 Rochester. MN55904
507288-2810
AlanShackleton DavidBenne"
P.O.Box656 4D3TonnerCI.
SugorGrove. IL6D554-0656 Roseville. CA95678
630-466-4193 916-782-7025
STRAIGHT& LEVEL
by ESPIE "BUTCH" JOYCE
W
elcome to January of 1999!
Doesn't time fly when you are
having fun? This past year sure
has flown by - it seems like only yes-
terday I was just leaving Oshkosh '98,
and today I got an AirVenture '99 form
in the mail. Sign it, and I'm committed
to being an AirVenture Chairman. You
bet I signed!
I don't know about you, but I used to
think that as life went on, things would
become easier, since you'd have life's
experiences to draw on, and would pick
off each item that life handed you.
Funny, I have found this not to be the
case. While thinking about it, I cannot
determine if it is a collection of left over
details of those life tasks, or is it the fact
you look at the calendar and figure out
that if you are going to do all of the
things you want to do, you had better get
going in order to complete these goals in
the time you think you have left. It could
be a combination of the two! Maybe one
of you can tell me how you have it fig-
ured out - I am all ears.
August of 1988 was the year I was
first elected President of the
Antique/ Classic Division. Thanks to
your confidence in me, I was again
elected to serve an additional term of
two years which will put me through the
year "Y2K" (I guess that is computer
talk for the year 2000). I have enjoyed
most all of this volunteer time!
Off the top of my head I think that
this may be my 121 st "Straight &
Level". It makes me wonder if! have
written about subjects before in a previ-
ous article.
As to the State of the Antique/Classic
Division, as of January 1999 I can tell
you that we are still on the positive side
of the membership growth Gust a hair
under 4% annually). Our percentage of
growth is not as great as it was last year
at this time, but as you increase in mem-
bership numbers it is hard to keep the
percentage number up there even if you
have the same number of new members
join each year.
You can conduct all of the member-
ship drive programs you like, but the fact
of the matter is that unless the individual
member supports these programs, they
will not go anywhere fast . The new
member who is referred by a present
member will be one of the best new
members you can get. He'll be more
likely to renew, since they have a per-
sonal experience in the Division. This
fact alone alerts our membership just
how important it is to encourage your
fellow aviation buffs to join up with all
of us. Retention of present members is a
good measuring tool to see if we are pro-
viding the needed or desired membership
services. The last report I received from
Headquarters told us the membership re-
tention percentage was in the range of
89% . That's an outstanding number,
even when compared with other mem-
bership organizations.
Vintage Airplane magazine is the of-
ficial publication of your Division and is
the only monthly publication that is de-
voted to Vintage aircraft and their issues.
Throughout the past several years, the
publication has gotten better and better
because of the oversight of H.G.
Frautschy, your editor. Your help in con-
tributing articles has also been of great
benefit to your fellow members.
This is your magazine, and we must
rely on you to help inform your fellow
members through Vintage Airplane.
H.G. tells me that his filing cabinets are
less full now than they have ever been.
It seems people just are not sending in
articles, particularly ones on technical
issues. Go ahead, drop him a line and
send him a piece on stuff that interests
you. If you like it, perhaps others will
as well!
We have been the leader in moving
your membership logo merchandise to a
higher quality product, something you'd
be proud to wear and display. In 1990
we were the first to put together a mem-
bership aircraft insurance program, a
program that continues to be very suc-
cessful. The Antique/Classic Division
worked with AUA, Inc. , 1-800/727-
3823, to put together a program with
coverage tailored to best suit the types of
aircraft, people, and flying that interest
our membership.
Some may feel that price is the deter-
mining factor when buying insurance,
only to find out the hard way that cover-
age types are by far the most important
item if you have a claim.
All of your Officers, Directors, and
Advisors who live in different sections
ofthe USA stand ready to help any mem-
ber if you should need to contact them.
Also, the EAA has been restructuring
their headquarters staff, and they now
are even better prepared to be of assis-
tance to the AlC member. For example,
the Information Services and Govern-
ment Programs offices are available to
you, and are often actively working on
issues that directly concern the Vintage
aircraft movement. Alternate fuel pro-
grams and representation on the ARAC
committee are just two of the areas
they've been watching out for us.
Looking to the future, here are some
very broad goals we see will benefit the
Vintage aircraft owner/ enthusiast.
These are:
1. Bring forward historic informa-
tion; 2. Provide technical support; 3.
Provide safety support; 4. Provide pro-
gram support; 5. Government issues;
6. Flight training issues; 7. Provide a
conduit in both directions for the EAA
member who has a special interest in
older aircraft; 8. Provide manpower
for the operation of the Vintage air-
craft area during the week of EAA
AirVenture at Oshkosh each year; 9.
Keep the EAA staff abreast of Vintage
aircraft issues, and; 10. Be user
friendly to the membership.
Should any of you have any item that
you think should be added to this list,
please feel free to contact me and add
you input. Let's all pull in the same di-
rection for the good of aviation.
Remember we are better together. Join
us and have it all! ...
VINTAGE AIRPLANE 1
A/CNEWS
compiled by H.G. Frautschy
TWAS THE NIGHT AS
THE NIGHT ...
Phyllis Moses sent us a message to
tell us that, in fact , she is not the author
of "Twas The Night As The Night"
which we published under her byline
in the December issue. Neither Phyllis
or us know who the actual author is, so
if you can identify him or her to us,
we'd appreciate hearing from you!
SWIFT NEWS
Charlie Nelson has been keeping
us posted on the progress being made
by Aviat and their new "Millennium
Swift" program. Here' s what he had
to say:
" . .. The project has been upgraded
to the No. I project in the Aviat plant
[in Afton, WY]. Everyone there is ex-
cited. The Millennium Swift is planned
to be certified via an amendment to the
existing Type Certificate. (Contrary to
what you may read in the aviation
press [not us! - HGF] the Swift T.C.
was not sold to A viat. It is still owned
by the Swift Museum Foundation, Inc. ,
and is being used by A viat under con-
tract with SMF, inc.) A cooperative
but aggressi ve schedule has been
worked out with the FAA' s ACO of-
fice at Denver and the A viat facility at
Afton. The goal is to have a prototype
fl ying by March '99, which just hap-
pens to be less than 3 months away. I
haven't heard of any commitments to
have it at Sun ' n Fun or Swift National
'99 but it seems to me, if it flying in
March it might be possible. The ducks
are in a row but final certification will
take a while.
"That is the good news . If there is
any bad news , it could be the fact it
will not be a carbon copy of the 1946
Swift. In order to compete in today's
market for single engine "high perfor-
mance" certified sport aircraft, the
Millennium Swift must be refined to
the ultimate to compete with other new
aircraft hitting the market. The Swift
as we know it is a 160+ knot aircraft .
To compete with the little plastic air-
2 JANUARY 1999
planes with big engines we have to get
better. I do think the Millennium Swift
will have a tremendous advantage in
the marketplace. Not only will it look
good, go fast and fly great, but we ex-
pect it to have decent "low end"
Characteristics that are unknown to
most of the plastic or glass stuff.
"For us the owners of the existing
fleet of Swifts, I do not see this as a
problem. Our agreement with Aviat
provides that they not only build a re-
fined Swift, but also built separately as
needed or ordered by us, parts for the
original Swift. If they cannot or do not
build the parts we need, we have re-
tained the right to use other suppliers
such as those we have used in the past.
Granted, the entire program, original
and new got off to a slow start but it
now appears you could have a Millen-
nium Swift under your Christmas tree
in 1999, and we could soon have a
fresh supply of some of the most
needed parts to keep the rest of us fly-
ing. This newsletter completes 30
years, I consider this news a great way
to turn over a new leaf. December
begins our 31st year. Go Afton!"
We're looking forward to seeing the
Millennium Swift as soon as if comes
out of the Afton Aviat factory, and we
congratulate Charlie Nelson and the
Swift club for over 3 decades of out-
standing support for the Swift.
EAA AVIATION FOUNDATION
HOSTS EXPANDED EDUCATION
PROGRAMS IN 1999
The dream of flight will come to life
for young people through specialized
youth aviation programs presented as
part of the EAA Aviation Foundation's
Air Academy 1999 summer programs.
The year's programs will include a
mix of aviation and recreational activi-
ties for youth ages 12-18, divided into
sessions according to age group. In ad-
dition, the Foundation offers work
experience and internship programs for
young people and educators.
This year, all education program
participants will reside in the Air Acad-
emy Lodge, which opened in the
summer of 1998.. This complete ac-
commodation and dining facility
allows participants to enjoy a complete
aviation experience, with access to all
EAA's resources.
The scheduled programs include:
EAA Aviation Fun Camps (June
5-10, June 12-17 and June 19-24)-
These week-long programs are de-
signed to help youths 12-14 years old
to explore the world of flight with a
balanced mix of aviation studies and
aviation-based recreational activities.
EAA Aviation Experience Camps
(June 26-July 1 and July 6-11) - Of-
fer 14- and 15 year olds a unique "fun
and discovery" learning experience
with hands-on instruction and super-
vision in fundamental aviation
building skills.
EAA Aviation Leadership Camps
(July 13-18 or July 21-August 1) -
Continue the exciting summer aviation
experience for 15-17 year olds that be-
gan in 1984. The Leadership Camps
are an intensive look inside the world
of flight , with hands-on experience in
numerous building skills. The two-
week session July 21-Aug. 1 concludes
with involvement in EAA AirVenture
Oshkosh '99.
EAA Air Academy internship pro-
grams for young people and adults
offer opportunities to develop avia-
tion skills while also using their
talents in other areas. These opportu-
nities include:
-The Clirr Robertson Airport
Work Experience Program - an
eight-week summer work experience
for two young people and a young
flight instructor/mentor. The program
allows participants to work in an air-
port setting while obtaining flight
instruction. The instructor/mentor has
an opportunity to develop instructional
skills in an aviation-rich environment.
The Doolittle Raiders Internship
- Provides a young certified flight in-
structor with summer work experience
in support of the summer Air Acad-
emy, coordinating flight instruction
and orientation flights for participants.
-The Sandberg/Petron Summer In-
ternship - offers aspiring aviation
maintenance technicians an opportu-
nity to develop their skills at EAA ' s
Kermit Weeks Flight Research Center
in Oshkosh.
The Wittman Aviation Studies
Grant - provides the opportunity
each summer to process and document
the EAA Aviation Foundation ' s
Wittman Collection while working and
living at the Air Academy Lodge.
The Timken Aviation Studies
Grant - a summer position support-
ing documentation of women's roles in
aviation, also while working and living
at the Air Academy Lodge.
Ken Uchtenberg
Formore informationon anyofthe
summereducationalprograms,calltoll
free 888/EAA-EAA9(888-322-3229)
or920/426-6815.Youmayalso write
to theEAA AviationFoundationEdu-
cation Office; P.O. Box 3065,
Oshkosh,WI 54903-3065,orcontact
EAA'swebsiteat- www.eaa.org,or
e-mailtheEducationOfficedirectlyat
education@eaa.org.
ADULTAVIATION EDUCATION
OPPORTUNITIESATEAA
Adultswhowantto discoverand
develop aviationbuildingand restora-
tion skills are invited to receive
"hands-on"experiencefrom someof
aviation'sbestartisans duringthe
EAAWrightSchoolofBuildingand
Restorationsessions. Therearetwo
sessions scheduled,Jan. 25-29 and
Feb. 1-5, 1999.
TheWrightSchoolsessions,for-
merlyknownastheEAAAdultAir
Academy,willbeheldattheEAAAvi-
ationCenterin Oshkoshwithresidence
atthe AirAcademyLodge. Partici-
pantscanexplorethebasicskillsof
aviationorconcentrateononeormore
airplanebuildingandrestorationtopics
duringthefirstone-weeksession. Fab-
riccoveringwillbetheemphasisduring
thesecondweekprogram.
ChuckLarsen,theFoundation'sEx-
ecutive Director of Education,
explainedthatclassroomandwork-
shop activitiesare includedfor all
participantsintheprogram."Thereis a
wide rangeofactivitiesthatcanbeas
detailedas the individualparticipant
wants," Larsensaid. "Thatincludes
techniques suchaswelding, fabric
covering,woodworking, sheetmetal
workandcomposites."
Thefirstsessionwill emphasizeba-
sic aircraftmaintenance,buildingand
restorationskills. AirAcademystaff
will sharemethodsandskillsrequired
to successfullybuild, restore, and
maintainaircraft. It also follows the
AircraftBuildersConference pre-
sented by Alexander SportAir
Workshopson Jan. 23-24, 1999.
DuringtheFeb. 1-5 session,partici-
pantswillspecializeinfabriccovering,
withaWag-Aero SportTrainerused
as aprojectaircraft.
Luncheonswill includeEAAstaff
presentationsdescribinghighlightsof
EAAprogramsandactivities. Four
two-hourworkshopsessionseachday
will includeacompleteoverviewof
basic aircraft
buildingskills.
"Inadditionto
the workshops,
participantswill
haveopportunities
to explore the
EAAAirAdven-
tureMuseumand
EAA Aviation
Center,as wellas
become familiar
withmanyofthe
aircraft and re-
sourcesavailable
here,"Larsensaid.
Lou Frejlach of LaGrange, IL has graciously agreed to lend his Fairchild
Registrationfor
24 to the EAA Aviation Foundation for exhibit in the EAA Air Adventure
theEAAWright Museum. Now on display in the Museum, the Fairchild shows the public
School sessions
what a beautiful cabin class airplane from the 1930s is all about. The air-
plane, which was featured in the September 1998 issue of Vintage
are$800perper-
Airplane, was restored by the late Norm Binski and completed by Geo
son per week.
Hindall of Englewood, FL.
Registration in-
cludes
accommodations(doubleoccupancy)
andmeals,plusall instructionalmate-
rialsandsupplies.
Formore informationontheseadult
educationopportunities, calltollfree
888/ EAA-EAA9(888/322-3229)or
920/426-6815. Youmayalsowriteto
theEAAAviationFoundationEduca-
tionOffice; P.O. Box3065,Oshkosh,
WI 54903-3065,orcontactEAA's
websiteat- www.eaa.org,ore-mail
the EducationOfficedirectlyateduca-
tion@eaa.org.
EAAYOUTH AIRACADEMY
ALUMNIELIGIBLEFOR
FRIENDSHIPONEFLIGHT
TRAININGSCHOLARSHIPS
Anumberofscholarshipgrantsof
upto $5,000eachare available for
alumnioftheEAAAviationFounda-
tionyouthAirAcademyprograms
who arepursuingprivateorcommer-
cialpilottraining.
The scholarships are funded
throughthe FriendshipOneAround
the WorldFlight, whichraisedmore
than$500,000for programsthatas-
sistyoungpeople. Anyyoungperson
who has participatedintheAirAcad-
emy youth programs at the EAA
Aviation Centerin Oshkoshsince
1984 is eligible. Itoffers matching
grants ofup to $5,000for commercial
flight training or$2,500for private
pilottraining.
Scholarshipapplicants musthave
attendedoneormoreoftheEAAresi-
dentaviationexperiencesfor youth
heldeachyearatOshkosh. Theymust
alsomeetFAAqualificationsfor li-
censes,certificationsandratings in
theirspecificlevelofflighttraining.
Applicantsprovidingdocumentation
offinancial needwillbegivenprefer-
enceinthe selectionprocess.
Lettersofapplicationmustinclude
theyearofparticipationin EAA'sedu-
cationprogram,aswellascurrentstatus
andfuturegoalsofflighttraining. Let-
tersofrecommendation,flighttraining
andschoolsrecordsarealsohelpful.
All applicationsmustbereceivedby
March 15, 1999. Finalscholarshipre-
cipientswillbe determinedfrom alist
offinalists compiledbytheEAAEdu-
cationOfficeandAirAcademystaff.
Thegrantswillbedividedbasedonap-
plicationsreceived. A recipientand
alternatewillbeselectedforeachgrant.
TheFriendshipOneAroundthe
WorldFlightwasorganizedbyClay
Lacy. The36-hour,54-minutearound
theworldtripintheBoeing747SP
"FriendshipOne"tookplaceinJanu-
ary 1988. The tripwas made witha
passengermanifestof100aviation no-
tables andcelebritieswhoraisedover
$500,000forChildren'sCharitiesof
theWorld.
Moreinformationonthe Friendship
One Scholarshipscanbeobtainedby
contacting: FriendshipOneFlight
TrainingScholarships,EAAEduca-
tion Office,POBox3065,Oshkosh
WI 54903-3065,Phone:888/322-3229
or920/426-6815; fax: 920-426-6899,
ore-mail: education@eaa.org. .....
VINTAGE AIRPLANE 3
---
VINTAGE
AeroMail
LUSCOMBE 10
I am currently gathering information
on the Luscombe Model 10. The Model
10 was a single seat, low wing aircraft,
built in 1945 using parts common to the
Model 8. I am hoping your members
might have pictures, drawings, etc. on
the Modell 0 and/or parts of a Model 8
that would help in building a Modell 0
replica. I would also like to find Lus-
combe test pilot Harold Burns and
"Every Cloud has a Silvaire Lining" au-
thor John Swick. I would be grateful for
any help you could give me.
Sincerely,
Randy Tait
205 South Harding St.
Breckenridge TX 76424
WALTZ KING
Dear Mr. Frautschy,
Well, H.G., there is at least one more
for the "Waltz King." On 5 Nov. 1931,
Pal-Waukee Airport sold to Wayne
King a Stearman Jf. Speedmail model
4C, ser. # 4018, NC778H. He did not
own it very long, he sold it to John P.
Porter of Chicago on July 1, 1931 .
I ran across this info while research-
ing model 4 records, trying to locate
other parts for the Kansas Aviation
'hi. httl
Speed_il , Ul;J4el4C , raot.!Jry-nullIbf)r 401'l , ...
at \:G:::.r eo licen nu:.'oer
,1-' ,\7. Kia" 1100 l>o\'tl! Annu" . Cilio...:o,
'1111 ,OIl:":lndly rd"Ole til e l10anu
:for th!, .tr91anl In the JlAlM or XlII
1.100 7t1rth "",nu. , llUr.ol 0 ano
oolii" l!:l1.clo..4 t11'14 J.co:-d, !'n.na:r u&
;!...ulp*,p\ i'orJ:l'ro!>Hly O\lt.
Museum's Model 4D, NC5634, ex
Texaco 11114.
I've enclosed several sheets of the
record.
Regards,
Walter House
Wichita, KS
FROM THE ARCHIVES . . .
H.G. ,
Jim Hurdle is correct with reference
to the Carl Lienesch incident. I some-
how confused the CW Travel Air AI4D
with the Wichita-built B9-4000, which
was a beast and involved misfortune,
too, but not so terrible. Both had 330-hp
Whirlwinds and were written off early
on. NC 12323 did indeed go back to
CW/STL for a new lease on life.
Likewise, Dick Sampson is cor-
rect re: Wayne King's Stearman 4C
(NC778H), which he owned before
learning to fly. As stated earlier,
Slim Frietag taught King to fly in the
prototype Stinson "0" and he re-
mained faithful to the Stinson
marque thereafter.
I thought maybe Ben Runyan's FN-
333 was the same one we wrote up in
Private Pilot in 1965, but that was SIN
107. The Riviera was no rough-water
,
, ,
airplane and I well remember when
someone tried to prove otherwise.
There were only two left in all of Eu-
rope by 1970.
As I recall, about ten Rivieras were
imported into the U.S., but I think the
production total was more like thirty.
On this I could easily be mistaken, but
SIAl-Marchetti indicated at the time
that an initial batch often had been de-
livered, via Lane/ SAl , to North
American buyers, and that twenty were
on order.
Cheers!
John Underwood
Glendale, CA
ANTIQUE HISTORY
DearH.G.,
What are the reasons for and advan-
tages/disadvantages of this type of tail
surface hinge? They were used on older
Wacos and similar ships.
Where can I find diagrams and in-
structions on approved ways of lashing
shock cord?
Is there any source today for the
wound-wire ferrules used to make eyes
at the ends of hard aircraft wire?
HARD

.., "-
WIRE FERRULE
Sincerely,
Bob Whittier
P.O. Box T
Duxbury, MA 02331-0621
4 JANUARY 1999
TypeClub
NOTES
by H.G. Frautschy
Compiledfrom varioustypeclub
publications& newsletters
FROM TRAVEL AIR LOG,
NOVEMBER 1998
Keystone Instruments has been rec-
ommended by some of our members as
a quality source of overhaul and service
for our '20s period instruments at very
reasonable prices. This included the
bubble face compasses, 4" instruments
(Jones tachometers, altimeters, air-
speeds), mag switches, etc .. They will
rescreen faces and fabricate replace-
ment parts if necessary. The do the
standard 3- 118" instruments as well.
Ken Stover reports that they have been
in business since 1962. Keystone In-
struments can be reached at
7171748-7083. Call for a price listing
and ask for Ken. Tell him that TARA
[and VintageAitplane!}sent you.
FROM "NAVION SKIES:'
NOVEMBER 1998
One of the Most detrimental things
that can happen to your Navion's en-
gine is to have it run a few hours, such
as a three hour flight, and then have it
sit for a month or longer. Another thing
is for it to sit in your hangar, or worse,
outside in the winter.
When an engine is not running, no
matter what position it is sitting, there
are two exhaust valves open, which
means that as the temperature goes up
and down, as it does daily, there is con-
densation inside the cylinders which
have the two open valves. So, just re-
cently, while talking to an engine re-
builder, I heard of a way to reduce the
amount of corrosion or rust which can
build up in your open cylinders. Both
create havoc in your cylinder head and
valves [notto mentiontheringsand
cylinderwalls!].
Get yourself a couple of soft rubber
balls or tennis balls to put into the ex-
haust stacks. After you shut down your
engine, generously spray some WD-40
up in the stacks . Then put the balls in
your stacks. Because the mufflers on
most airplanes are fairly open, enough
WD-40 will go up into the cylinder to
lubricate it and hold down the potential
for the rust to do its dirty work.
Does this work? 1 don't have any
documentation to prove or disprove the
noti on. But it can't hurt anything. The
engine guy also says, "That the problem
is there whether your Navion is on the
line or in the hangar. "
(VintageAirplaneEditor 'snote:I'd
recommendattachinga "REMOVEBE-
FOREFLIGHT"ribbon to eachofthe
tennis balls. Althoughit'slikelythat
they wouldimmediately beblownout
theexhaustuponstartup, whynotsave
yourselftheembarrassment?Also,does
anybodyhaveanyexperienceusingthe
"enginefogger"preservativeoilsoldin
home improvement and hardware
stores?Doyouuseiton aregularba-
sis,in asimilarfashion asthetechnique
aboveproposes,oronlyattheendof
theflyingseason?)
From the July '98 FAA Aviation
Maintenance Alerts, via The Lus-
combe Assoc. Newsletter, Nov.!Dec.
1998:
Gascolator Problems. The problem
of damage to the fuel system gascola-
tor may be present on many makes
and models of aircraft that incorpo-
rate a fue l gascolator which uses a
bail for security.
Since the gascolator depends on a bail
and thumbscrew to retain the settling
bowl, it is important to inspect the entire
bail during scheduled inspections. Break-
age of the bailor gascolator bowl is a
common occurrence on many older air-
craft. If the gascolator fai ls during flight,
the results may be engine failure and/or
fire. The upper end of the bail wears into
the gascolator housing bracket and can
cause loss of retention of the gascolator
bowl. Since the bail can pivot enough to
allow removal of the bowl, the upper end
of the bail is, many times, overlooked
during an inspection. The submitter rec-
ommended pulling the bail completely
off to inspect for wear of the upper clips.
Another problem is that the bails are
made in a variety of lengths for different
installations, and replacements should be
checked for the correct length. The
thumb screws should be fully engaged in
the nut.
- Continuedonpage28-
VINTAGE AIRPLANE 5
Straighteninga Cowl
I selected a dead-blow cross-peen plastic hammer of the
right weight, and screwed on an oversized flat face for
greater control. Then I hefted a medium shotbag up on top
to hold the cowling, and started tapping around and over
the spud dolly, lifting up the lows by inertia, as well as work-
ing the highs down directly. The results were greatly encour-
aging. The material still had life in it and moved very well
under the hammer- without stretching.
by KentWhite
This Cessna 195 bump cowl was crunched in, and then roughed out and
painted many years ago, but the present owner wants it brought up to show
condition and polished! Since it was not hammered and ground and filed,
but only bumped out, I felt it was worth a try. It appears to be made from
2024 T3 .032 material, so I will choose a method appropriate for this stuff.
After feeling the contour with a gloved hand, and tapping
some more, I decided the .032 was ready for finesse and
grabbed the spoon. Using the middle to end of the spoon for
striking, I worked over the area, lifting one low by inertia,
and striking two highs down directly, getting three birds with
each swat.
I have gone far enough to where I cannot feel the subtle differ-
ence of high and low with any precision, so I give the surface a
highlight with a fine sandpaper pad, maybe five swipes.
6 JANUARY 1999
Soft and sharp lows are both highlighted, with very little loss
of metal.
I spoon over the area once again, leveling the sharp dings
and angles I already worked with the cross-peen, and leaving
only shiny marks to show where I've been (on both sides).
Holding my left hand firmly on the panel with fingers "sight-
ing" in the low, I angle the light across the dents, and care-
fully lift them up with the blunt corner of the cross-peen as I
watch carefully in the reflected light.
A final sanding with a 320 or 400 paper pad (8 swipes) shows
only whispers of the old damage. Since the whole plane will
be vintage without new metalwork, I stop here to polish up
the surface for a look-see.
Yup. A very even finish appears, with only whispers of
"black" surface indicating hard material showing through
soft. (This means the Alclad is now gone in those spots
[Sigh!] and so the 2024 takes a higher shine than the softer
1100 which clads the surface.) Close inspection reveals a
few minor scrapes and gouges, which I tell the owner to
ignore, as my experience says they will all blend in to one
nice patina for a beautiful restoration.
Kent White is an old-school restoration metalman who enjoys old airplanes, teaching metalwork, and
whacking on metal. He can be reached at TM Technologies, P 0. Box 429, NSJ, CA 95960, or on the web
at http://www.tinmantech.com . ....
VINTAGE AIRPLANE 7
WHATOURMEMBERSARERESTORING
---------------------------by H.G. Frautschy -
1959 CESSNA
SKYLANE
John and Sharon Voninski of Manlius,
NY have been busy finding out just how
useful a Contemporary airplane can be.
John and Sharon fly Young Eagles with
their Sky lane, as well as transport med-
ically needy persons for AirLifeLine
and Volunteer Pilots of Pennsylvania.
"Plane Jane," their nickname for the C-
182, currently has 1450 hours on it.
They have a complete set of logs for the
airplane, dating back to its production
test flight of 1.35 hours, flown by
Cessna pilot Nathan Bareu.
John and Sharon have been upgrading
the airplane while they've owned it, start-
ing with a new paint job which duplicates
the 1959 Cessna two-tone blue color
AUSTRALIAN PACER
scheme. A set of BAS four point re-
tractable seat restraints and other mods
were made to the airframe, and a TCM
remanufactured 0-470-L engine was in-
stal led, along with new or rebuilt
accessories. A prop overhaul was also
done, and in 1997/98, the instrument
panel was completely gone through. The
list is long and pricey, but all of the flight
instruments were replaced, and a major
suite of modem avionics and an autopilot
were installed, as you can see in the ac-
companying photos. John and Sharon
wanted to be certain to acknowledge the
professional maintenance done on the air-
plane by Pat Keib, of Keib Air Service,
Hamilton, NY, 315/824-6681 and the
avionics and panel work completed by
Exxel Avionics, Brainard Airport, Hart-
ford, CT, 800/700-7779.
From Mooroolbark, Victoria, Australia we have these two shots of Ed Lachowicz's Piper P A20/22 Pacer. Ed' s son Ricky is
shown with his dad at the Broken Hill field in New South Wales. Ed wrote "I spent 10 years restoring and converting my
Pacer. It started out as a Tri-Pacer in 1957, sin 540 I. It arrived in Australia early in 1960 and flew in various flying schools and
towing gliders. I bought it as a basket case. A lot of hard work and after doing all the work myself, I painted it post office red
with gray lines. I test flew it in December of 1994. To date, I have flown it 350 faultless hours."
8 JANUARY 1999
STEARMAN4CM-l
FAIRCHILDPT-19
Tom Hazel of Warrington, V A stands next to the fuse-
lage of the PT -19 of "01' 165," which belongs to Ray
Bottom, the newsletter editor of Antique/Classic Chapter 3.
Tom is overseeing the restoration of the PT, which used to
be one of the trainers flown by Parks College's military
contract training program during WW-II. The restoration is
primarily being done by John King in Culpepper, V A. Joe
Denist of New Garden, P A, the dean of PT restorers, has
contributed some parts and learned advice. With any luck at
all, we'll see the PT on the flight line at EAA AirVenture
'99, which will be Ray's 30th consecutive attendance to
EAA's annual convention.
The PT is Ray's only ex-military airplane, but not his ftrst
attempt to purchase one - when he was but a 16-year-old lad,
he won, via sealed bid, the right to purchase a BT -13 being
auctioned off by the War Assets Administration. He didn' t
have the required $800, so he never did answer the letter!
Bud Field, EAA Antique/Classic Chapter 29 president,
has just seen the completion of his Stearman 4CM -1 by
Russ Harmuth of A very, CA. Russ and Bud have collabo-
rated on a number of projects, the most recent being a
DeHavilland DH89A Rapide acquired early in 1998 from
the EAA Aviation Foundation.
This Speedmail is SIN 37 out of 40 built, and flew the
mail between Chicago, St. Louis, and Atlanta for Ameri-
can Airways. Later, American flew it as a two place
instrument trainer until it was sold to a private owner in
1939. The project went though a couple of owners, For-
rest Bennett and Gordon Plaskett, and took just over
three years to complete. You can reach Bud for informa-
tion on the Speedmail at 925/455-2300.
CESSNA120
Kevin House (EAA55395I ,A/C 27572) of Palm Beach
Gardens, FL sent in this photo of his Cessna 120, restored by
Art Lancour of Stuart, FL. The' 46 120 has 6,900 hours total
time, and is powered by a Continental C-90-12F engine. It's
based at Indiantown Airport in Florida. Pictured with Kevin is
his wife, Linda, who flies as a Flight Attendant for American
Airlines, while Kevin serves as a Boeing 727 pilot.
Do you have a photo ofyourfavorite airplane you'd like to share with us? We'd love to publish it, all we ask it that it be
properly exposed, in focus and at least one ofthe shots you send should show the entire airplane. Sendyour photos to
Vintage Airplane, Members Projects, P.O. Box 3086 Oshkosh w/54903
VINTAGE AIRPLANE 9
January Mystery Plane
That old rotor head, George Townson of
Willingboro, NJ, is responsible for this
month's Mystery Plane. This odd looking
duck was born near the beginning of the
Depression, as were many "new" configura-
tions. Jobs may have been scarce, but there
was no shortage of innovation in those
days! To be included in the April issue of
Vintage Airplane, your answer needs to be
in no later than February 28, 1999.
October was no mystery to many of
you. WW-I continues to hold many of
us fascinated with the advances in avi-
ation made during that time.
Ian Calvert, Alexandria, VA wrote
in his response:
"The October Mystery Plane is the
British Sopwith T.F.2 Salamander
tT.F. ' stoodfor 'Trench Fighter '). It
was a ground attackfighter developed
from the Sopwith 7F.i Snipe, using the
same Bentley 230 hp B.R. 2 radial en-
gine. The engine cowling was cut away
underneath to provide additional cool-
ing for low altitude work. The
particular plane shown the photo is
the first prototype, E5429, at Brook-
lands aerodrome in Surrey, England.
"The Salamander had a flat sided
fuselage, with the front part, from the
engine to behind the cockpit, being a
by H.G. Frautschy
650 lb. armor-plate box containing the
pilot and fuel tanks. The rear part was
the usual fabric-covered wire-braced
wooden box girder, with the forward
ends of the longerons attached to the
armored box. Standard armament was
two Vickers machine guns firing for-
ward through the propeller, but there
were several experimental multiple-
gun installations, with one Salamander
T.R2 Salamander
The 33rd production Sopwith
Salamander at McCook Field.
Note the fancy figures of the
serial number, and that the
number over the red and blue
rudder stripes have white bor-
ders. The white chalked-on let-
tering below the cockpit reads:
"This machine is not to be
flown." The lettering at the top
of the white rudder stripe is
S833600AM&E. This is repeated
just ahead of the fuselage
roundel. What does this mean?
It was applied at the factory, not
McCook Field.
Pete Bowers Collection
having eight machine guns firing
downwards through the cockpit floor.
Later production Salamanders had
horn-balanced upper ailerons.
"In May 1918, the first prototype
was successfully tested in France, and
it was decided to go into full-scale
production. The Salamander should
have been a formidable 'trench
fighter, ' but it came too late - by the
end ofOctober, 1918, only two ofthe
RAF's 37 Salamanders had reached
France. One machine, F6533, was
sent to the United States, and was sta-
tioned at McCook Field.
"Some data on the Salamander:
empty weight: 1,844 lbs; gross weight,
2,5121bs, including 258 lbs ofgas and
oil; maximum speed 125 mph and 500
ft., service ceiling 13,OOOft., climb to
6,500ft., 9 min. , 5 sec.. References:
British Aeroplanes 1914-18 by Bruce,
Fighter Aircraft ofthe 1914-1918 War
by Lamberton and Cheesman. "
Alex Fasolilli of Herkimer, New
York adds this:
".. . The Salamander differed from
the Snipe in having a slab-sided fuse-
lage, fixed horizontal tail surface and
a tapered armored headrest for the pi-
lot. later production Salamanders had
the same horn balanced ailerons and
enlarged fin and rudder found on the
later production Snipe. During May
1918, the evaluation ofthe Salaman-
der was highly successful. Several
RAF squadrons had begun to reequip
with the type when the war had ended.
Production continued until the sum-
mer of 1919 until more than 200 had
been produced. It was proposed that
the Salamander be adopted as the
standard post-war RAFfighter, but it
was not meant to be. The Salamander
had problems with its armor plating,
which weighed 650 lbs. Every Sala-
mander that was built had warped
armor plating! This led to misalign-
ment of the fuselage, wings and tail
planes. All ofthis caused the aircraft
to have serious control problems while
in flight. The problem was resolved in
late 1919, which was too late. The air-
- Continued on page 32-
We had a few follow up notes on our Spetember Mystery Plane, the Keystone K-78D Patrician. Wayne Van Valkenburgh of Jasper, GA
dropped us a letter he wrote by a crackling fire, and Pete Bowers of Seattle, WA sent us this photo from his collection. Three K-78's were com-
pleted out of 10 started. None of them went into service with the airlines, although they did get trial runs. The wingspan of the K-78D was 86
ft.,6 in., length 61 ft., 7 in., with a wing area of 930 sq. ft., and a gross weight of 16,600 Ibs. The three Wright R-17S0 Cyclone engines gave the
Patrician a top speed of 144 mph. Pete Bowers Collection
KeystoneK-78Patrician
VINTAGE AIRPLANE 11
Nick Hurm, Kate Tiffany's aeronauti-
cally oriented son, happened upon the
notice of the availability of the KR. Mike
had posted it on the bulletin board in the
Antique/Classic Red Barn at the 1996
EAA Convention, and Nick took it down
to show his step dad, Jack Tiffany (EAA
106731, AlC 15522) of Spring Valley, OH.
Jack kept putting Nick off, telling him he
didn't want to even look at a notice for an-
other airplane. Finally, after three days of
pestering, Nick waited until Jack got up
from the table at a restaurant in Oshkosh
and simply put it on Jack's plate. "A KR-
21! I've wanted one of these all my life!"
was Jack' s response. Good job, Nick!
Nick, Jack and his good friends Brown
Dillard (EAA 446932, A/C 21463) and
Herb Ware went over to Mike's hangar to
check it out, and their visit confirmed that
it was indeed a beautiful restoration in
progress. There was one more interesting
detail about the airplane that was hard to
resist - it is SIN I, the first production
Krieder-Reisner built by the Fairchild sub-
sidiary. It was decided that Jack and Kate,
Dr. Herb Ware, (EAA 31618, A/C 13216)
Muncie, Indiana and Brown and his good
friend Violet "Vi" Blowers (EAA 209812,
A/C 24247) would all join resources and
buy the project, with Jack heading up the
restoration effort. That was in 1995, and
after the project was carefully moved to
Jack's shop in Ohio, the work got started
right away.
Before selling NC207V, Mike had spent
considerable time researching the history
of the biplane. He even got to know one of
its first owners, Harry B. Brown of Ten-
nessee. Harry worked for the FB I as a
special agent under J. Edgar Hoover during
WWII, and earned his private license in the
K-R. An attorney, he was a lifelong resi-
dent of Jelico, TN . When Mike Butler
went through the FAA records he had on
the 20 or so owners of the KR-21 , Harry
was the eleventh. Mike started with the
most obvious way to find the previous
owners. He called directory assistance in
the towns where the owners had registered
the airplane, and 10 and behold, Harry
Brown's number came up in the same
town on the registration records. In fact, he
still lived in the same house he had owned
since the 1930's! Harry has since passed
away, but not before he knew and was
thrilled to hear and see that his trusty old
biplane was to fly again.
Harry told Mike he really enjoyed fly-
ing the KR, and he even flew it on a cross
country to St. Louis. At EAA AirVenture,
Brown Dillard was reasonably certain the
flight from the Dayton area to Oshkosh
was the longest cross-country flight ever
undertaken by someone flying the Krei-
der-Reisner.
An earlier owner was Harry Manning,
captain of a cruise ship, the Roosevelt, and
one of the navigators accompanying
Amelia Earhart on her first attempt to fly
around the world. When the flight termi-
nated abruptly in Honolulu after a takeoff
accident, Manning was unable to free up
the time needed for the next attempt. Man-
ning flew the KR-21 from Roosevelt Field
on Long Island.
Mike Butler had expertly completed a
major portion of the restoration, including
the fuselage, wings, rudder and fin and the
Kinner B-5 engine. Not all the covering
had been done, nor was all of the sheet
metal completed, but the work done over
the 10 years Mike had the project was first
rate, and he maintained an active interest in
the project after he sold it. He and the
restoration team became good friends.
Mike had an interesting tale to tell con-
VINTAGE AIRPLANE 13
(TOP) Vi Blowers, in the front cockpit, and
her companion and flying buddy Brown
Dillard bank towards us with one of avia-
tion's prettiest biplanes from the Golden
Age of Aviation.
(LEFT) Each wing panel is identical, and each
has an aileron installed, giving the KR-21 a
nice roll rate. On the wing interplane struts,
you can see the expert leather work done by
Jack Tiffany.
(BELOW) The Kinner B-5 installed in this
Kreider-Reisner 21 does have a starter
installed, powered by a battery. They get
between 14 or 15 starts before the battery
needs charging again, since there is no gen-
erator installed. The forward cockpit has no
instruments, but it does have a full set of
dual controls.
The aft 'pit is fully equipped, with the instruments
refaced by J-Air, Inc. of Cleveland, OH, 216/692-
0010. Outstanding workmanship from both Mike
Butler and Jack Tiffany and the KR circle of friends.
cerning the louvers in the
sides of the fuselage sheet
metal. It seems there was a
local Oshkosh sheet metal
man renowned for his lou-
vers. Many of the hot rod
crowd had beautiful work
done by him, and Mike fig-
ured that if he was that good,
he'd have him do the louver
vents on the Kreider-Reisner.
After dropping the side pan-
els off to have the pieces
stamped, the phone rang a
few hours later. "I can't do
them , there is no edge of the
metal that is 90 to the lou-
vers," said the voice on the
other end of the phone.
Apparently, the stamping
machine used by this fellow
needed a reference edge to
put in each of the stamped louvers. Mike
thought about it, and decided that since
he'd managed to make the entire panels
himself, it was time for him to learn how
to do louvers, too! Hammering them out
against a wood forming block in the
same way they were done in the past cre-
ated a nice set of new louvered cowling
panels. He can be proud of them, as they
look just as they would have in 1929.
One of the most di stinctive features
of the KR-21 is its tapered wings. Each
of the wing panels is identical in dimen-
sion - the upper wing's wider center
section gives the upper wing its overall
longer dimension . With ailerons in-
cluded in each of the wings, and a
structure built to take aerobatics, after its
introduction 1929, the KR was in de-
mand for airshow work or just plain
horsing around.
Marion Cole, one of the famous Cole
brothers, told Brown during a visit at
EAA AirVenture that he had never flown
the KR-21 , but knew it was in great de-
mand: " .. . there weren't enough
airplanes [KR-21 s 1to go around, but
people really wanted the airplane in
those early days for aerobatics," he re-
called. In fact, that demand continues
even today. Robert Reid (EAA 99931),
of the Reid-Hillview airport in Califor-
nia, flies a KR-21 in his airshow routine.
Upon their arrival in Ohio, Jack, Her-
man Leffew and Brown Dillard worked
on the wings. Mike built a full set of ribs
for installation on the 70-year-old spars,
all ten of which (two for each wing, a
pair for the center section) proved to be
in excellent shape. The ailerons all had
14 JANUARY 1999
to be rebuilt, since they were notairwor-
thy, buteachofthe interplaneand cabane
struts were in sound condition,justneed-
ing acompletestrippingand refinishing.
All ofthe fuselage and tail structure is
builtup withsteeltube, with the sides, top
and bottom ofthe fuselage faired in with
wooden bulkheadsand stringers. All of
that beautiful woodwork helped drive the
original cost ofthe KR-21 up, alongwith
the taperedwingsand the otherneataddi-
tions, such as toe brakes (one ofthe first
aircraftequippedwith them) and avery
effective,easyto adjustelevatortrim sys-
tem.Its introductorypricewas $4685,but
by the endof1930 the price wasdown to
$4125. Still ,fewer than 50 KR-2IA's
were built, ofwhich 14are registered.
The KinnerB-5 can be achallenging
engine to overhaul ,sincepartsarepretty
rare, butMikewas able to have Al Ball do
the actual overhaul work, carefully
checkedand signed offby Mike'sAI,
RandyNovak. Theengineswingsabeauti-
ful new Sensenichprop, carefullycarved
to the special configuration neededfor the
KR-21 installation.With thespinnerfitted,
itgives the KR-21 asmooth, seamless line
from the noseto thetail.
Withso much ofthe restoration started,
JackTiffanyand the crew were able to fin-
ish theirlabors on the biplane in alittle
undertwo years.Brown Dillard,who had
worked on the projectdiligently,flew it
first, and exceptfor acreepingmixture
control,ithad no seriousbugs to workout.
BythetimehereachedOshkosh,therewas
atotal of24 hours in the airplane.
Brown Dillardwas no strangerto air-
planes,havinggotten his Private licenseup
through his instructor'sticket in the Civil-
ian PilotTrainingProgram during WW-II.
Workingas acommercial instructor,he
first worked asan Army Primary instructor
undercontractwith acoupleofcivilian
schools. As he progressed,he flew B-25's,
C-47'sand theBeech 18.Afterthe war,he
owned aCessna 170,and aMooneyMite,
butwhen he boughtaconstruction busi-
ness,he gotoutofairplanes for over20
years. After he retired, he thoughtabout
goingoutto the airportand renting an in-
structorand aCessna 150,justto see ifit
still hadthe samekick.Itdid,and hecalled
the local FAA office to find outabout re-
newing his licenses. Hisfirst conversation
lefthim crushed- based on what Brown
had toldhim, the FAA man explained that
his licenseshad expired, and that he would
have to retake ground school and take a
flight testagainafterinstruction.
Fortunately,the fellow at theFAA took
an interestin his
case,and person-
ally called FAA
headquarters in
Oklahoma City
to check on his
records. Brown
recalledthe con-
versation: "He
saidyou sounded
so disappointedI
called Oklahoma
Cityand yourli-
censes are sti11 Ne20lV is Serial No.1, the first production Kreider-Reisner 21 built by the
valid - you re-
Fairchild subsidiary. First certified in 1929, it competed for the same mar-
ket as the Great Lakes 2-T-1 and other sportsman-trainer type biplanes.
newed in 1957.
All you need is a
new medical and aBFR." Brown
was elated! Thatwas over 10
years ago, and he began in-
structingagain,enjoying the
antique as part ofhis aeronauti-
cal experience.
Anotherpartofthatstory is
hiscircleoffriends,especiallyhis
girlfriend, Vi Blowers. Brown' s
first wife had passedaway, but
one day,while he and his friend
JackwereoutflyingJack'sDavis,
they stoppedatNew Carlise air-
port. Whilethere,Vi asked Jack
for aride. Jackgave the nod to
Brown,and with thatthe two be-
came acquainted. Vi is abusy
pilotherself. She owns aChero-
kee 140,and she has flown over
2,600 hours,1,300on the lastre-
buildofthe Lycoming in her 140.
She' sbeenaroundaerospacefora
while too, having been an expert
seamstress in the experimental
(Left to right) Nick Hurm, Brown Dillard, Vi Blowers
clothingbranchat Wright-Patter-
stand with Jack and Kate Tiffany in front of the KR-21 .
son AirForceBasefor 16 years.
Not pictured are two other people who make up the
She made clothing for the presi-
friends of the K-R circle, Mike Butler, who spent 10
dents(slacks,flight suits,and
years on the restoration of the aircraft, and Dr. Herb
Ware, who is one of the partners in the airplane.
jackets),and flight suitsfor the
Thunderbirds,as well as proto-
type AirForce clothing items. On the K-R
project, hersewingtalentswere brought
outofretirement,as she knew exactlyhow
to handle the leatherfor the seatcushions.
Shealsobecameanacerib-stitcher.Know-
ing, as sheexplainedthe processto us,that
usingnylon thread when sewingleather
was apoorchoice,since the plastic thread
would cutthe leatherand result in seams
that would not hold up. Betterto use a
heavy cottonthreadand have it last thatto
rip outaseam.Alongwiththeseatcushion
work,Vi was oneofthe groupwho par-
tookin arib-stitchingparty,partofthe fun
in restoringanoldairplane.
JackTiffanyand his wife, Kate, along
with Nick,were also there.Aeronautical ,
as long awordas it is, doesn' tcoverall the
Tiffany'sdo in aviation. Nick, who is in
hisfirst yearat BowlingGreen University
in Northern Ohio, regularly answersthe
MysteryPlane section ofVintageAirplane
with eruditeanswersthatanyone who's
been around old airplanes for a few
decadeswould be happy to know! Jack, is
well known around Ohio as an expertair-
craftrestorer, and Kate is an excellent
aircraftcovererand very handy with a
spraygun.She also servesas avolunteer
duringEAA AirVenture.
VINTAGE AIRPLANE 15
Jim Koepnick
Dr. Herb Ware, one of the Midwest's
well known antique airplane enthusiasts,
also was able to put his efforts into the
restoration, not to mention a huge amount
of moral support!
The whole group found out just how
precious a circle of friends can be when
Brown became critically ill late this past
fall . Knowing he was very sick, he looked
at Jack one day and said, "We sure had
fun this summer, didn't we?" Jack smiled
back and said, "We sure did."
Sadly, the KR-2l circle of friends had
to bid farewell to Brown Dillard, who
passed away in November. He is sur-
vived by his daughter, Gibby
Dombroskie, and her husband Gary of
Dayton, OH. Like our favorite airplanes,
sometimes it seems there isn't enough of
our friends to go around as well.
The restored KR-21, SIN - rests qui-
etly in the cold of an Ohio winter, waiting
for another summer to arrive, and for the
circle of KR-21 friends who will fly it
with exuberance, remembering their
friend , Brown, who enjoyed flying the
KR-21, and all it brought to his life. ....
16 JANUARY 1999
LarryVan Dam'sAward-Winning Beechcraft H-35 Bo
by Norm Petersen
I
t is always fun to see a 41-year-
old airplane, which has been
completely restored with love and
affection, run off with the marbles
at a place like Oshkosh. In this
particular case, the airplane is a 1957 H-
model Beechcraft Bonanza, N5478D,
SIN D-4985, that was flown to AirVen-
ture '98 by its owner, 63-year-old Larry
Van Dam (EAA 211807, AlC 26860) of
Riverside, California. Amid the huge
crowds of people and airplanes, the
pretty H-35 Bonanza stood out like a
beacon on the south end of the An-
tique/Classic parking area - Row 76, to
be exact.
Larry's friends from back at River-
side, CA, had urged him to move the
pretty V-tail from the north s ide of
Wittman Field to the judging area, es-
pecially since the airplane qualified for
the Contemporary category, being con-
structed at the Beechcraft faci Iity in
Wichita, KS, in February, 1957.
All of the "fuss and bother" came to
fruition when Larry's airplane ,
N5478D, ran off with the "Outstanding
Custom Class III Single Engine" Con-
temporary award at AirVenture '98.
This beautiful award represents a great
deal of dedication and outstanding
workmanship by Larry Van Dam and
his " merry bunch of airplane people."
For the full story, we must go back to
the beginning.
Larry Van Dam was born in San
Rafael , CA, and grew up in Modesto,
CA. Following high school, he served
in the military for two years during the
Korean War. His Honorable Discharge
allowed him to enter Cal Poly College at
Pomona, working towards a four-year
degree on the GI Bill. His major was in
Social Science. In addition, he was for-
tunate to marry his lovely wife, Mary,
during this time and they have enjoyed
41 years together along with two sons,
Larry II and Mark Raymond.
The couple settled in Riverside, CA,
where Larry was hired by the Riverside
Electrical District as an appraiser. This
occupation would keep Larry busy for
the next twenty years. Meanwhile, the
aviation bug was starting to "itch" and
in 1979, Larry made his solo flight from
Flabob Airport in Riverside. The die
was cast.
Looking around for an airplane to
buy, Larry found Capt. Bryce Mc-
Cormick (American Airlines, ret.) who
VINTAGE AIRPLANE 17
A close look at the fancy interior of N5478D that caught the
judge's eyes at AirVenture '98.
who could do first class
work. (For eight years,
Larry has been on the
Riverside Airport Com-
mission, the last two years
as president.) The Bo-
nanza was turned over to
Nostalgia Airways,
headed by Robert Red-
head and Randy Clark,
who promptly began the
teardown of the entire
front end of the airplane.
With the prop, engine,
nose cowl and nose gear
A stunning bit of originality is this H-35 instrument panel, com-
plete with throw over yoke and vernier engine controls.
had a 1957 V-tail Bonanza for sale.
Following a bit of negotiation, a deal
was struck and Bryce delivered the Bo-
nanza to Flabob Airport in 1981 - and
the next 17 years began in the life of
N5478D. The airplane did yeoman ser-
vice for a number of years through the
1980s and into the 1990s. With a top
cruise of 185 at a fuel burn of under 12
gph, it was indeed a dandy airplane for
cross-country work. Larry and his
family enjoyed many neat jaunts about
the country. In 1995, it was flown to
Oshkosh for the big EAA Convention
and Larry remarked that they parked
in Row 123 - nearly in North Fond
du Lac!
Even in its time earned "working"
condition, the V-tail drew many looks
including several visits by EAA judges,
who were quite intrigued by the excel-
lent condition of the Bonanza. Upon
returning home to California, Larry be-
gan to feel it may be time to really clean
up the old girl and give the tired 10-470
engine a topnotch overhaul. He had
been keeping his eye on several local
rebuilding outfits and was well aware of
18 JANUARY 1999
removed, numerous
items came to light!
The front bulkhead
had some illegal welds
along the bottom and
the engine mounts,
which are integral
with the airframe,
needed much help.
New parts were or-
dered from Beechcraft
and the entire nose
section was rebuilt, in-
cluding the nose bowl
itself. The new sec-
tions that were
installed were notice-
ably stiffer and
stronger than before,
Beechcraft having upgraded the parts in
the intervening years. The firewall was
polished until it looked almost chrome
plated! The rest of the parts were all
properly primed and repainted until
the inside of the cowling looked for all
the world like a new airplane.
Meanwhile, the 10-470 engine was
turned over to Peformance Aero run by
master engine rebuilder, Ron Monson.
Six new Millennium cylinders were or-
dered and were powder coated in bright
red. The crankcase was also powder
coated red to match. With the crank-
shaft reground and new bearings
installed, the freshly reground camshaft
(optimum performance grind) was in-
stalled and the crankcase halves were
carefully assembled with the two lines
of tiny silk thread on the mating sur-
faces. All moving parts were carefully
balanced and blueprinted for top perfor-
mance. The six Millennium cylinders
were added to the engine and by now,
it was starting to look like a pretty
fancy powerplant! Chrome plated
valve covers added to the dazzle along
with new accessories, wiring harness
and spark plugs.
With the totally rebuilt engine com-
pleted, it was brought into the shop for
reinstallation into N5478D. Newen-
gine mounts all around made sure the
engine would be smooth as a turbine in
its new cradle. The rebuilt nose bowl
was added and the polished metal pro-
LEE ANN ABRAMS
Totally rebuilt nose gear with its attendant
scraper behind the tire and steering
damper. This is sanitary workmanship.
The main landing gear is a classic study in
really sharp workmanship and attention to
detail. Even the gear door has been
reworked, which you can see by the absence
of dings and scratches. Each part and piece
has been carefully redone to bring it up to
championship caliber.
pellerwas securelyboltedto the
crankshaft. Whenall the necessary
connectionswerecompleted,the air-
planewasrolled into the California
sunshineandfired up for the first
time. Shoutsof joyletall the by-
standersknow it ranextremelywell.
The next step in the rebuild
processwaspaintingtheairplane
in itsdistinctpaintscheme. Larry
knewhis bestmanforthe taskwas
DougWhaleyatTorrancewith hi s
firmcalled,DiversifiedSpecialties.
TheBonanzawasbroughtintothe
Usually,thecowlflaparea onan airplaneis
coveredwithoiland grease! Noticehow
clean thisairplaneis,almostlikeitjustleft
thefactory.
(inset) Kneeling infrontofhis beautifulBonanza is LarryVan Dam, 17yearownerandman
behindtherestorationoftheairplane.
Abovetheclouds(wherehe likestofly), LarrypullstheH-35 Bonanzainclosetothephoto
plane. The classic linesofthisairplanehavesoldwellforoverfiftyyears!
paintshopandDougWhaleybe-
ganhis magical work.
Theoriginal idea was to havethe
airplanefinished in timeto fly itto
EAAOshkosh ' 97,however,as is
oftenthe case, the final pushdidn' t
finish until three monthsafterthe
bigbashin Wisconsin! Sucharethe
lessonsof airplanerebuilding.
Thefinal pushincludednotonly
thefancy paintscheme,buta large
portionofworkbyTomGarciaof
FlabobAirport,who was in charge
ofA & Pworkwith hi sInspection
Authorization. TheAnnualln-
spectionon the airplanewas
onlya small partofhis work.
Hehadto rebuildtheleftgear
strut, refinish the maingear
wheelsandpolishthehardware,
install newMichelintires,new
Cleveland brake pads , new
Beechcraftuplockspring kit
andfinally, install newflap mo-
torcovers.
Oncetheworkwas pretty
wellcompleted,thedetailswere
The lastviewabughas beforeimpact. The polished
takencareof, oneat a time .
spinneris augmentedbythehighlypolished propeller
Eachdetail helped the overall
immediatelyaftofthebeautifulcone.
LEEANNABRAMS
VINTAGE AIRPLANE 19
A firsthand look at the "V" in the v-tail Bonanza. Although
not made in this model any longer, it was extremely popu-
lar for many, many years.
impression of the airplane. It was one
sharp looking Bonanza. By October of
1997, the first long flight was planned
with a trip to Wichita, Kansas, and the
convention of the American Bonanza
Society (ABS). Beside celebrating over
fifty years of making Bonanzas, the en-
tire group was hosted by Beechcraft to
tour the company assembly plants
where the new airplanes were bei ng
made. Larry says it was quite an emo-
tional experience for long-time Beech
pilots, something they will just plain
never forget.
Addition detail work was accom-
plished over the winter of '97-98 and
Larry was able to fly the pretty restored
Bonanza to the 1998 Sun 'n Fun Fly-In
at Lakeland, FL, where many folks got
a good look at the beautiful V-tail H-35.
Flying to Florida with his longti me
friend, Pat Halloran (EAA 2879), who
flew his single-place Loving's Love,
the pair enjoyed a grand time and even
came home with a trophy for each air-
plane! Larry's Bonanza won an
Outstanding Aircraft Award in the Con-
20 JANUARY 1999
temporary Class. While in
Florida, Larry and Pat flew
into the Kissimmee, Florida,
airport and enj oyed that
gathering as well as Sun 'n
Fun. The flight from
Florida back to California
was indeed a treat for Larry,
who says, "Cross county
flying in a Bonanza is about
as good as it gets!"
In a very short time, the
sharp-looking H-35 was
readied for the big trip to
Oshkosh to attend AirVen-
ture '98. As before,
Larry was in the
company of his long-
time friend , Pat
Halloran, in his fa-
mous little racer
called Loving's
Love (named for its
designer, Neal Lov-
ing [EAA 522] of
Yellow Springs,
Ohio.) They arrived
in Oshkosh in fine
shape and Larry
parked the Bonanza
on the north side of
Wittman Field. It
was from this posi-
tion that his friends
jumped on hi s case
and finally convinced him to taxi the
pretty bird to the south end of the field
and the Contemporary judging area.
Larry says it was no doubt the longest
taxi he had ever accomplished in the
Bonanza, however, some days are full
of surprises. As he taxied into Row 76
on the far south end, he noticed a
Beechcraft A-36 Bonanza on the far
end of the same row. A short time later,
he walked over to the A-36 and met the
owner, Capt. Bryce McCormick (Arner-
The wonderfully detailed engine compartment, complete with pow-
der-coated crankcase and Millennium cylinders, looks like a show-
room, not as if it had just been flown from the West Coast.
ican Airlines, ret.), the very person he
had purchased 01' N5478D from back
in 1981! Small world department.
Besides the many Contemporary
judges coming by to look at the H-35,
many, many interested folks stopped by
to admire the airplane, especially the
beautiful engine compartment. Larry
says that the quickest way to attract a
crowd with the airplane is to prop open
the cowling so the engine shows. It will
attract people like honey attracts bees!
One man from Ohio stopped by and
mentioned they had flown from Red-
lands, California, to Flabob Airport to
see a very special tan & red Bonanza. It
was the very same machine standing in
the line at Oshkosh - N5478D!
Larry was especially pleased to win
the Outstanding Custom Class III Single
Engine award at AirVenture '98. He is
indeed proud to be part of EAA and is a
longtime member of EAA Chapter 1 at
Flabob. Taking part in the many Young
Eagle flights is just one way that Larry
feels he can give something back to avia-
tion. He thoroughly enjoys making
Young Eagle flights as well as serving on
the Riverside Airport Commission. As
Larry says, "It's all part of the fight you
have to put up for aviation."
In case you were wondering who
was responsible for the outstanding
choice of colors in the H-35 paint
scheme, we are happy to report that
Larry Van Dam takes complete respon-
sibility. The blend of the new colors
along with the older paint scheme was
most unusual, yet the results are most
pleasing to the eye. Apparently the
judges felt the very same way. Special
congratulations to Larry Van Dam for
hi s outstanding Bonanza and to all the
many fine craftsman who helped so
diligently in the long project. This is
what the Antique/Classic Division is
all about. ...
From this particular angle, we get the full impact of Larry's neat paint scheme with a sharp
reflection from the Beechcraft logo. Pretty.
H.G. by
O
nOctober10,1949at3:23:05p.m.,
WoodyJongeward,Bob Wood-
house and the "CityOfYuma"
landedaftersettinganewworldendurance
record bystayingaloftaremarkable 1,124
hoursand 17 minutes.Allthosehours
addedup tonearly47days, duringwhich
they flew non-stop atotaldistanceof
89,920 miles,equivalentto 3-112 times
aroundtheglobeatitsequator.
TheairplaneJongewardandWood-
house flew was anew Aeronca 15AC
Sedan.Theproject,conceivedby Ray
Smucker,alocalradiopersonalityand the
presidentoftheArizonaJuniorChamber
ofCommerce,wasintendedtopromotethe
excellentflyingweathertheYuma,AZ
areaenjoyed. Thelocal businessmenhad
Frautschy
realizedadecideddownturninactivity
sincetheclosingofthe local airbase,and
by highlightingtheexcellentweatherto
govemmentofficials,itwashopedthebase
wouldbereopened. ClaudeSharpensteen
IIhad abrandnew Sedan,andofferedto
lenditto theproject. MarshAviationdid
anynecessarymodifications,andtheVal-
leyCafesuppliedthemeals forthepilots,
whichweredeliveredbythePoliceDepart-
ment. UnionOilprovidedthegas andoil,
andHoraceGriffen,the localBuickdealer,
donatedaBuickconvertibletouseas are-
fueling/resupplycar.Threetimesdailythe
Sedanhadto berefueled,byavolunteer
crewwhohadtoworkcloselytogetherfor
eachofthe 1,500passesbetweenthe car
and the planeas theBuickrandownthe
runwayat80mph.
Nearly600volunteerswereinvolvedin
theproject,whichtookoffonAugust24,
1949. Theoldrecordwas 1,008 hours,
whichthe pairsurpassed.Infact, itcould
havegoneone formanymorehours,butit
terminatedafteramagnetofailed. After
teardown,theenginewas found to be in
excellentcondition,withoilconsumption
running3/8 to7/16 ofapinteachhour.
Whilelongrelegatedto the dustyfiles
ofaeronautical records, the modemday
cityofYuma has notforgotten.There
will beacommemorativeflighthonoring
the record,whichwillbe flown October
8-10,1999.Thereare activitiesplanned
throughout 1999 related to the"CityOf
Yuma" flight.
The Yuma JayceeFoundationhas
purchasedtheoriginal"CityofYuma",
NC1156H,from privateownersin
Minnesota,and is in the processof
havingthe airplane restoredto it 's
1949 appearance,rightdownto the
lettering on the Santa Fe red and
Packardstrawfuselage.As you can
imagine,it'squitean undertaking,and
plentyofvolunteersarehard atwork
ontheairplane.
Thereare afew itemstheyare in
needof,andif you happentohavethem
lyingabout, they' dbe happyto accept
yourdonation(theyarea50lc3tax-ex-
emptorganization).
Jim Gillaspieadvisestheyare look-
ingfor:
ApairofAeronca Chiefcontrol
wheels(oran earlypairofSedancon-
trol wheels).
OneScottorStewart-WarneroilPres-
suregauge.
One instrument light , which is
mountedabovethepilot' shead.
Twoofthe longertailbracewires(ap-
prox.54 in.long).
If you'reso inclined,youcancontact
the volunteersandorganizersat: Yuma
JayceeFoundation,P.O. Box121,Yuma,
AZ 85366-0121,520/344-3860, fax
520/317-0705, or E-mail at
jspencer@primenet.com.Foracomplete
Arizona Highways articleontheflight,
check the website: http:// aztec.asu.
edu.!endur049. ...
VINTAGE AIRPLANE 21
1999 BAA Antique/Classic
TYPE CLUB LIST
This list of Type Clubs should be the
most accurate compilation we've ever
published. For the past three years, we
have sent each Type Club a postage paid
postcard confirming their listing. This
year, over 60 clubs chose to respond by
sending back the card we sent them. Un-
fortunately, 40 didn't respond, and some
have not responded in a number of years.
Those clubs have been removed from the
list, since they apparently are now inac-
tive or no longer exist. Any group who
did not return their card this year is
marked with a ' . You may wish to contact
them regarding current dues/subscription
information.
If you have changes related to your
Type Club list, drop a note in the mail de-
tailing with your listing exactly as it will
appear in the magazine (use the format
you see on these pages). Send your note
to: Antique/Classic Type Clubs, P.O. Box
3086, Oshkosh, WI 54903-3086, or E-
mail it to vintage@eaa.org.
The Type Club list is also available in
the Division's web page at EAA's Web
site , which you can find at: http ://
www.eaa.org
Aeronca Aviators Club
Julie and Joe Dickey
55 Oakey Ave.
lawrenceburg, IN 47025 1538
Phone/FAX 812/ 537,9354
Newsletter: 4 issues per subscription
Dues: None - $16 subscription
E.mail: idickeY@seidata.com
International Aeronca Ass'n
"Aeronca Lover's Club"
Buzz Wagner
Box 3, 401 lst St. EAST
Clark, SD 57225
605/ 532-3862 FAX 605/ 532-1305
Newsletter: Quarterly
Dues: $20 per year
National Aeronca Association.
Jim Thompson, President
806 Lockport Rood
P. O. Box 2219
Terre Haute, IN 47802-0219
812/ 232-1491
Magazine: 4 per year
Dues: $25 U.S., $35 Canada,
$45 Foreign
World Beechcroft Society
Alden C. Borrios, President
1436 Muirlands Dr.
22 JANUARY 1999
La Jolla, CA 92037
619/459-5901
Magazine
Dues: $25 per year
Twin Beech 18 Society
c/o Staggerwing Museum Foundation, Inc. P. O. Box
550
Tullahoma, TN 37388
931/455-1974
Newsletter: 4 per year
Dues: $40 per year
Bellanca-Champion Club International.
Bob Szego - President
P.O. Box 100
Coxsachie, NY 12051-0100
518/731-6800
Newsletter: Quarterly "Bellanca Contact!"
Dues: $33 per year; (2 yrs./$59),
Foreign $41 (2 yrs./ $60 U.S. Funds)
szegor@bellanca-championclub.com
Bird Airplane Club
Jeannie Hill
P. O. Box 328
Harvard, IL 60033-0328
815/943-7205
Newsletter
Dues: Postage Donation
American Bananza Society
Nancy Johnson, Exec. Dir.
P. O. Box 12888
Wichita, KS 67277
316/945-1700 FAX 316/945-1710
Magazine: Monthly
Dues: $45 per year
E-mail : bonanza2@bonanza.org
Website: http://www.bonanza.org
Classic Bonanza Association
P. O. Box 868002
plano, TX 75086
972/738-5658
Dues: $16 per year
Staggerwing Club (Beechcroft)
Jim Gorman, President
P. O. Box 2599
Mansfield, OH 44906
419/ 529-3822 (H), 755-1223 (W)
Dues: $20 per year
Twin Bonanza Association
Richard I. Ward, Director
19684 Lakeshore Drive
Three Rivers, M149093
Phone/ FAX 616/279-2540
Dues: $30 per year U.S. and Canada,
$40 Foreign
E-mail : forward@net-link.net
Web Page: http/ /ccc.pongea.ca/tba
Bucker Club
Chris G. Arvanites
16204 Rosemarie Ln.
Lockport, IL 60441
815/436-101 I FAX 815/436-1011
Dues: $20 per year U.S. & Canada,
$25 Foreign
National Bucker Club
American Tiger Club, Inc. (deHaviliand)
Frank Price, President
Rt. 1, Box 419
Moody, TX 76557
817/853-2008
Newsletter: 1 2 per year
Dues: $25 per year
International Bird Dog Association.
(Cessna L-19)
Phil Phillips, President
3939 C-8 San Pedro, NE, Bldg. C8
Albuquerque, NM 87110
505/881-7555
Newsletter: Quarterly "Observer"
Dues: $25 per year
Cessna T -SO Bamboo Bomber Club
Jim Anderson, Secretary/Treasurer
Box 269 Sunwwod
Marine on St. Croix, MN 55047
651/433-3024 FAX 651/433-5691
Newsletter: Quarter/y
Dues: Contact Club for Info
Intemet: iia@Wrmed.com
Cessna Owner Organization
P.O. Box 5000
lola, WI 54945
715/445-5000 or 800/331-0038
FAX 715/445-4053
E-Mail: cessna@aircraftownergroup.com
(24 hours)
Web Site: www.aircraftownergroup.com
Magazine: Monthly
Dues: $39/year
Cessna Pilots Association
John Frank, Executive Director
P.O. Box 5817
Santa Maria, CA 93456
805/922-2580
Magazine: Monthly
Dues: $45 annually
International Cessna 120/140 Association
Stacey Greenhill
313 Partridge Lane
Wheeling, IL 60090
847/ 541-7793
Newsletter: Monthly
Dues: $15 U.S. per year
West Coast Cessna 120/140 Club
c/o Don and Linda Brand
9087 Madrone Way
Redding, CA 96002
530/221-3732
Newsletter: Bimonthly
Dues: $20 per year
Cessna 150/152 Club
SkipCarden,ExecutiveDirector
P. O.Box 15388
Durham,NC 27704
919/471-9492FAX 919/477-2194
Newsl etter: Monthly
Dues:$25peryear
International Cessna 170
Association, Inc.
Velvet Fackeldey,Execu.Secty.
P.O. Box 1667
Lebonon,MO65536
Phone/FAX417/532-4847
Newsletter:Fly Paper(12 peryer)
The 170News(Quarterly)
Dues:$35peryear
E-mail :c170hq@mail.ll ion.org
International Cessna 180/185 Club-
(Cessna 180-185OwnershipRequired)
JohnnyMiller
3958 CambridgeRd.#185
Cameron Pork,CA95682
916/672-2620
Newsletter:8-9peryear
Dues: $20peryear
Eastern 190/195 Association
CliffCrabs
25575ButternutRidge Rd.
NorthOlmsted,OH44070-4505
440/777-4025alter6PM Eastern
Newsletter:Irregular;Approx.4PerYr.
Manualon maintenance formembers
Dues: $15initiationandas required.
E-mail :ccrabs@aol.comORciassic195@aol.com
Citabria Owners Group
Carl Petersen, President
636 lona Lone
RosevilleMN55113
E-Mail:champ@citabria.com
WebSite:www.citobria.com
$25US / $40International (US Funds)
Corben Club
RobertL. Taylor,Editor
P.O.Box 127
Blakesburg,IA52536
515/938-2773
Newsletter: 3- 16pg.Newsletters
Dues:$15for 3issues
Culver Club-
LorryLow,Chairman
60SkvwoodWay
Woodside, CA94062
415/851-0204
Newsletter: 3issues annually
Subscription:$20peryear
To: Culver'sGoingPlaces
P.o.Box 127
Blakesburg, IA52536
Culver PQ14 Assoc.-
Ted Heineman, Editor
29621 Kensington Drive
Laguna Niguel,CA92677
714/495-4540
Newsletter:Annual
Dues:Donation $10
Culver Aircroft Assoc.
c/oDonNicholson
723BokerDr.
Tomboll ,TX 77375
218/351-0114
For newsletterand dues info,
contacttheclub.
Dart Club (Culver)
Uoyd Washburn
2656E.Sand Rd.
Pt. Clinton,OH43452-2741
Newsletter:None
Dues: None
Robin's Nest (Curtiss Robin enthusiasts) -
Jim Haynes,Editor
21 Sunset Lone
Bushnell ,IL61422
deHaviliand Moth Cl ub-
GerrySchwam,Chairman
1021 Serpentine Lone
Wyncote,PA 19095
215/635-7000or886-8283
FAX 215/635-0930or886-1463
Dues:$15US andCanada,$15Overseas
E-mail :schwam105565.3472@compuserv.com
Ercoupe Owners Club-
CarolynT.Carden,Secretory
7263SchoonersCt. SWA-2
Ocean IsleBeach, NC 28469-5644
Voice/FAX910/575-2758
Newsletter: Monthly
Dues: $25 peryear
Fairchild Club
JohnW.Berendt, President
7645Echo PointRood
Connon Falls,MN55009
507/263-2414FAX507/263-0152
Newsletter:Quarterly
Dues:$12 peryear
Fairchild Fan Club
Robert L. Taylor, Editor
P.O.Box 127
Blakesburg,IA52536
515/938-2773
Newsletter:3- 16pg.Newsletters
Dues:$15for 3issues
International Fleet Club
SandyBrown,Newsletter Publisher
P.o.Box 511
Marlborough,a 06447-0511
860/267-6562FAX 860/267-4381
E-mail:AyboY@ntplx.net
Newsletter:Approx. 3-4 peryear
Dues:Contributions
Funk Aircraft Owners Association
Ruth Ebey,Editor
933DennstedtPI.
EI Cajon, CA92020
President- Jon Schroeder
512/259-1141
Newsletter:10peryear
Dues: $12
Great Lakes Club
BrentL. Taylor,Editor
P.O.Box 127
Blakesburg,IA52536
515/938-2773
Dues:$15for 3issues
The American Yankee Association
StewWilson
3232Western Drive
Cameron Pork,CA95682
530/676-4292
WebSite:www.aya.org
Newsletter
Dues: $30peryearU.S. ,$30Foreign
Initiation- $7.50 1styear
Initioion/Foreign - $10.00 1 styear
Hatz Club-
Robert L. Taylor,Editor
P. O. Box 127
Blakesburg,IA52536
515/938-2773
Dues:$15 for3issues
American Hatz Association
LorinWilkinson,President
16225 143rdAve.SE
Yelm, WA98597-9169
Dues:$15U.S.,Canada,$20Foreign
NewsletterEditor
SylviaShoemake
P.O.Box312142
NewBraunfels, TX 78131
830/905-7832
E-Mail :hatzkit@gvtc
Heath Parasol Club
WilliamSchlapman
6431 Poulson Rood
Winneconne,WI 54986
920/582-4454
The Interstate Club
Robert L. Taylor,Editor
P.O.Box 127
Blakesburg,IA52536
515/938-2773
Newsletter:3- 16pg. Newsletters
Dues:$15for 3issues
Lake Amphibian Flyers Club
Bill Goddard,Editor
815N.Lake Reedy Blvd.
Frostproof,FL 33843-9659
Newsletter: Bi-monthly
Dues $49peryear
($79the firstyear)
Add $10foroverseas moil)
Lockheed Owners Association
Rio Donovan,Editor
P. O. Box62275
BoulderCity,NV89006-2275
702/293-0641 FAX 702/293-0652
Dues: $25U.S., $30Foreign
Continental Luscombe Association
Loren Bump,FearlessLeader
705Riggs
Emmett,ID 83617
208/365-7780
Newsletter:Bimonthly(6 peryear)
Dues:U.S.$15,Canada $17.50U.S.Funds,
Foreign $25U.S.Funds
Luscombe Association
John Bergeson,Chairman
6438W. MillbrookRood
Remus,MI49340
517/561-2393FAX 517/561-5101
Newsletter:6peryear
Dues:$25peryearU.S., $25Canada,
$30Foreign
Meyers Aircraft Owners Association-
William E. Goffney,Secretory
26 Rt.17K
Newburgh,NY 12550
914/565-8005
Newsletter:5-6peryear
Dues: PostagefUnd donation
Monocoupe Club
BobCoolbough,Editor
6154RiverForest Drive
Manassas, VA20112-3076
VINTAGE AIRPLANE 23
703/590-2375
Newsletter: Approx. Monthly
Dues: $15 per year
American Navion Society
Jerry Feather, Editor
59A Houston Ln.
Lodi , CA 95241-1810
209/339-4213
Magazine: Bimonthly
Dues: $45 per year
Nav Air/Navion Skies
Raleigh Morrow
P. O. Box 2678
Lodi, CA 95241-2678
209/367-93908 a.m.-12 noon M-F
FAX 209/367-9390
Newsletter: Monthly
Navion Skies Dues: $39 per year
E-Mail : Navion1@inreach.com
Buckeye Pietenpol Association
Grant Maclaren
6364 Franks Rd.
Byrnes Mill, MO 63051-1103
Phone: 314/569-2846, GMaclaren@aol.com
http://users.aol.com/ BPANews
An SASE will bring more information
International Pietenpol Association
Robert l. Taylor, Editor
P. O. Box 127
Blakesburg, IA 52536
515/ 938-2773
Newsletter: 3 - 16 pg. Newsletters
Dues: $15 for 3 issues
Short Wing Piper Club, Inc.
Eleanor and Bob Mill s,
Editors/Membership
220 Main
Halstead, KS 67056
316/835-3307 (H); 835-2235 (W)
Magazine: Bimonthly
Dues: $30 per year
E-mail: swpn@southwind.net
Piper Owner Society
P.O. Box 5000
lola, WI 54945
715/445-5000 or 800/331-0038
FAX: 715/445-4053
Magazine: Monthly
Dues: $42 year
E-Mail: Pirr@aircraftownergroup.com
(24 hours
Web Site: www.aircraftownergroup.com
Dues: $39 year
Cherokee Pilots Assoc.
P. O. Box 1996
Lutz, FL 33548
813/948-3616, 800/292-6003
Magazine: 11 issues per year
Dues: $32.00 (US)
$36.00 Canada and Mexico $44.00 Foreign
International Comanche Society
Wiley Post Airport
Hangar #3
Bethany, OK 73008
Newsletter: Monthly
Dues: $35 per year
Cub Club
John Bergeson, Chairman
6438 W. Millbrook Rd.
Remus, MI49340
517/561-2393 FAX 517/561-5101
24 JANUARY 1999
Dues: $25 per year U.S., $25 Canada,
$30 Foreign
L-4 Grasshopper Wing
Bill Coll ins, Editor/Publisher
RR 2, Box 619
Gould, AR 71643-9714
870/263-4668
Dues: $10 per year U.S., $15
Canada, $20 Foreign-All US funds
Super Cub Pilots Association
Jim Richmond, Founder/Director
P. O. Box 9823
Yakima, WA 98909
www.cubcrafters.com
E-Mail: answers@cubcrafters.com
509/248-9491
Dues: $25 per year U.S., $35 Canada,
$40 Foreign
Porterfield Airplane Club
Chuck Lebrecht
91 Hickory loop
Ocala, FL 34472
352/ 687-4859
Dues: $5 per year
Rearwin Club
P. O. Box 127
515/ 938-2773
National Ryan Club
Bill Hodges, Editor and Historian
19 Staneybrook Ln.
Searcy, AR 72143-6129
501/268-2620
Dues: $20 per year $25 overseas Airmail and
Canada
E-mail: recruit@csw.net
The Stampe Collectar
Don Peterson, Editor
2940 Falcon Way
Midlothian, TX 76065
Dues: $40 per year, $45 U.S. Overseas
Stearman Restorers Association
Jack Davis, President
1209 San Morino Ave.
San Marino, CA 91108
Dues: $25 per year
National Stinson Club
c/o Jonesy Paul and George Alleman
14418 Skinner Rood
Cypress, TX 77429-1627
281/373-0418 (JP)
530/622-4004 (GA)
Dues: $20/yr to USA, Mexico & Canada
$25/yr to other addresses
National Stinson Club (108 Section).
Bill and Debbie Snavley
115 Heinley Rood
Lake Placid, FL33852-8137
941/465-6101
Quarterly magazine: Stinson plane Tal k
Dues: $25 US, $30 Canada and Foreign
Southwest Stinson Club
leslie Purvis
811 EDennett Ave
Fresno, CA 93728-3318
559/237-7051
Newsletter: SWSC Newsletter (11 per year)
Dues: $25 per year
E-Mail: stinson@aeromar.com
Web Site: www.aeromar.com/swsc.html
126 Association (Schweizer)
a Division of the Scoring
Society of America
c/o Tom Barkow, Sec. Treas.
1302 South Greenstone Ln.
Duncanville, TX 75137
214/ 296-3858
(plus a directory)
Dues: $15 to 25 per year
(Scoring Society of America membership
encouraged)
Swift Association, International
Charlie Nelson
P. O. Box 644
Athens, TN 37371
423/745-9547
Newsletter: Monthly
Dues: $30 per year
Swift Homepage:
http://www.napanet.net/-arbeau/ swift/
E-mail : switftlychs@aol.com.
West Coast Swift Wing.
c/o Denis Arbeau
2644 W. Pueblo Av.
Napa, CA 94558-4318
707/258-8120
Newsletter: Monthly
Dues: $1 0 per year
Email: arbeau@napanet.net
Internet: http://www.napanet.net/-arbeau/ swift/
Taylorcraft Owner's Club
Bruce Bixler II, President
12809 Greenbawer, N.E.
Alliance, OH 44601
330/823-9748
Dues: $1 2 per year
Virginia/Carolinas
Taylorcraft Owner's Club
Jack Pettigrew, President
8325 Audley Lane
Richmond, VA 23227-1729
804/266-6323
Dues: $1 0 per year
Travel Air Restorers Association
Jerry Impellezzeri, President
4925 Wilma Way
San Jose, CA 95124
408/356-3407
Quarterly Newsletter
$15/Year
Travel Air Club
P. O. Box 127
515/938-2773
Travel Air Div. of
Staggerwing Museum
P. O. Box 550
Tullahoma, TN 37388
931/455-1974
Newsletter: 4-5 per year
Dues: $40 per year
AmericanWacoClub
c/oJerryBrown,Treasurer
3546Newhouseplace
Greenwood,IN46143
phil Coulson, President
616/624-6490
Newsletter: Bi-monthly
Dues: $25peryear, $30Foreign
NationalWaco Club
AndyHeins
3744ClearviewRd.
Dayton,OH45439
937/866-6692
Dues: $10peryear, $15foreign
E-Mail: wacoaso@aol.com
MULTIPLEAIRCRAFT
ORGANIZATIONS
ArticNewsletter
DavidNeumeister
5630S. Washington
Lansing, M148911-4999
517/882-8433
QuarterlyNewslettersforAA1 ,AA5,
Arrow, Boron, 310-320,336-337,Molibu,
Musketeer, Norseman,Skipper,Tomahawk,Varga,
Maule
Dues: $10peryearpertypeexceptMaulewhich is
$20for 12issues
National BiplaneAssociation
CharlesW. Harris, BoardChairman
P. O. Box470350
Tulsa, OK74147-0350
918/622-8400FAX 918/665-0039
Dues:$25Individual; $40Family,U.S.;
add$10for Foreign
NorthAmericanTrainerAssociation
(T-6,T-28, NA64,NA50,P-51, B-25)
KathyandStoneyStonich
25801 NEHinness Road
Brush Prairie,W A98606
360/256-0066FAX 360/896-5398
Newsletter: Quarterly,Texans &Trojans
Dues: $45U.S.,Canada;$55all others
E-mail: natraineraol.com
Replica FightersAssociation-
Jim Felbinger, President
2409Cosmic Drive
Joliet,IL 60435
815/436-6948
Dues: $20peryear
WorldWarIAeroplanes, Inc.
Leonard E. Opdycke
Director/Publisher
15CrescentRoad
Poughkeepsie, NY 12601
914/473-3679
Journals(4 timesannually):WWIAero
(1900-1919);Skyways(1920-1940)
Dues: Minimum - $30each peryear;
$35 Foreign foreach Journal
ORGANIZATIONS
SocietyofAir Racing Historians
Herman Schaub, Sec./Treas.
168Marian Ln.
Berea,OH44017
216/234-2301
Newsletter: Bimonthly"Golden Pylons"
Dues: $15U.S.,$18Other
AmericanAviationHistorical Society
TimothyWilliams, President
2333OtisStreet
Sonta Ana,CA92704-3846
714/549-4818(Tuesday, 7:00-9:00PM local)
Newsletter: QuarterlyandJournal
Dues: $49U.S. andCanada
$64Foreign (US Funds)
Florida Antique BiplaneAssociation, Inc.
10906Denoeu Road
Boynton Beach, FL 33437
561/732-3250FAX 561/732-2532
E-mail: BeyeVieW@aol.com
Dues:$50year
Flying Farmers,International
KathyMarsh,OfficeManager
2120AirportRoad
P. O.Box 9124
Wichita, KS 67277
316/943-4234FAX 316/943-4235
Newsletter: 8issues peryear
Dues:$40peryearU.S. Funds,
plus Chapterdues. Average
Annual Dues $50.
Luscombe Foundation
P. O. Box63581
phoenix, AI85082
602/917-0969FAX602/917-4719
Newsletter: Bimonthly"LuscombeUpdate"
Subscription: $25 peryear
E-Mail: silvaire@luscombe.org
WebSite: luscombe.org
InternationalLiaison Pilotand
AircraftAssociation (ILPA)
16518Ledgestone
SonAntonio,TX 78232
Bill Stratton, Editor
210/490-ILPA(4572)
Newsletter: "Liaison Spoken Here"
Dues: $29peryearUS
$35JJ:er yearForeign andCanada
Send for FreeCopyof"LiaisonSpoken Here"
MinnesotaSeaplanePilotsAssociation-
MichaelSchmitt
227HalseyAve.
Buffalo,MN55313
612/477-4538
Newsletter: 3-4peryear
Dues: $15peryear($25-2yrs.)
NationalAir RacingGroup
BettySherman, NAGTreasurer
55087thAvenueNW
Seattle,WA98107-2727
Newsletter: ProfessionalAirRacing
Dues: $15($20outsideUSA)
payableto NAG
N3N RestorersAssociation-
GeraldMiller
3320NorthridgeDrive
GrandJunction,CO81506
303/245-7899
Newsletter
Dues: $12 peryear
The99s, Inc. InternationalWomenPilots
Lu Hollander,Exec. Director
Will RogersAirport
Box 965, 7100Terminal Dr.
OklahomaCity,OK73159
405/685-7969
Newsletter: Monthly/The99 News
Dues: $55annually
OX-5AviationPioneers-
Robert F. Lang
P. O. Box 201299
Austin,TX 78720
512/331-6239
Newsletter: 6peryear
Dues: $10peryear
PiperAviationMuseumFoundation
Elizabeth T. Piper, President
OnePiperWay
Lock Haven, PA 17745-0052
717/748-8283FAX 717/893-8357
Dues: $30annually
Email: pipercub.kcnet.org
Internet: www.kcnet.org/-piper
SeaplanePilotsAssociation
MichaelVolk, Exec. Director
421 AviationWay
Frederick,MD21701
301/695-2083
Newsletter:WaterFlying (Bimonthly);
1998WaterLandingDirectory
$18 - Members/$38non-members
plus $4shipping
WebSite: www.seaplanes.org
Dues: $36peryear
SentimentalJourneytoCub Haven,Inc.
E. 1. "Doc" Conway, Fly-In Director
P.O. BoxJ-3
Lock Haven, PA 17745-0496
717/893-4200FAX717/893-4218
Dues: $10annually
E-mail: Pipercub.kcnet.org
SilverWings Fraternity-
P. O. Box44208
Cincinnati,OH45244
513/321-5822
Newsletter: Monthly
SlipstreamTabloid
Dues: $15 peryearinitially,
$10/yr. Renewal
Open to those who soloedpowered
aircraftatleast25yrs.ago.
VintageSailplaneAssociation-
GeorgeNuse,Secretary
4310River Bottom Dr.
Norcross,GA30092
770/446-5533
Dues: $15peryear
WacoHistoricalSociety,Inc.
WacoAircraftMuseum
MattEaton, Treasurer
P. O.Box62
Troy,OH45373-0062
937/335WACO1-5pmSot.-Sun.
Maythrough November
Newsletter: 4peryear
Dues: $30peryear, 9/1-8/31
Womenin Aviation, International
Dr. Peggy1. Boty
MorningstarAirport
3647S.R. 503South
WestAlexandria,OH45381
937/839-4647,FAX 937/839-4645
MogazineBi-monthly
Dues: $35peryear
($25peryearlorstudents)
ZlinAssociation
DavidSutton
8Knollwood Rd.
Hackettstown, NJ 07840
908/813-1368
E-Mail: pilots@planet.net
VINTAGE AIRPLANE 25
Orphan? D.A.O.(*)?, Survivor?
Just whatisa HeltonLark?
(Displaced Aeronautical Oddity)
Sometime prior to WW-II, the Cul-
ver Cadet came on the market. A
combination of molded plywood semi-
monocoque fuselage and stressed skin
plywood full cantilevered wings , it
was somewhat of a revolution in a
personal aircraft. A very small air-
plane, 27 foot span and less than 18
feet long, it seemed diminutive along-
side the Aeroncas and Taylorcrafts of
that day.
Tiny littl e 500x5 wheels were re-
EM AVIATION FOUNDATION COLLECTION
ing constructed of mostly non-critical
materials ... wood vs aluminum, etc ..
. . it evolved into a radio controlled
drone to give anti-aircraft gunners what
turned out to be a very elusive target.
Redesigned with fixed tricycle gear and
a slightly more powerful 90 hp Franklin
engine, it was a very successful radio
controlled target drone designated the
A-8. After several mods in the manned
and drone configurations, the final de-
sign was the PQ-8. The military ordered
200 of them.
Altogether, Culver built some 8,000
target drones in this and bigger and
better variations - PQ-8As, P A-14s
- and experimented with some very
sophisticated XPQ-9 and XPQ-l 0
models that never sold.
PQ-8s were offered war surplus
after the war, and licensable as the
Jamison J-l Jupiter out of DeLand,
Florida, and later as the Lark 90.
Not too many of them were ever
used. They were single place, and
for about the same money one could
get a Stearman, a PT-22 or even a
BT or AT -6. The design just sort of
faded away for a while.
Then in 1966 it was revived as
the Helton Lark 95. Now with
Type Certificate #748, eleven of
them came off the assembly line
before the new company folded.
The type certificate changed hands
several more times and eventually
the remaining inventory became
the property of the Antique Air-
plane Association.
Enter Paul Workman from
Zanesville, Ohio. The Workman
family is long time EAA. Volun-
teering at Oshkosh is a way of life
This Jamison J-l is the cousin of the Helton Lark, and very similar to the new airplane now flying at
the Funny Farm. This photo was taken many years ago, but it is still registered in the Houston, TX
area, although its sale was reported.
26 JANUARY 1999
PaSSitto
BucI<
byE. E."Buck"Hilbert
EM #21 Ale #5
P.O. Box 424, Union, IL 601 80
tractable, and it scooted right along at
nearly 120 mph while the rest of the
pack often had trouble making high
70s. Its aerobatic ability and its slow
speed handling, thanks to wing slots,
made it an immediate hit with the
sportsman pilot of that era. Just as it
was beginning to really "catch on,"
along comes WW-IJ and private avia-
tion came to a sudden war emergency
halt. Being a very small airplane, and
suffering lack of payload capability, it
sort of disappeared into the back of the
hangar while the other, bigger guys
were used for liaison and patrol duties.
Then it found a wartime niche. Be-
with them. Ben, the father, is the one
who upholsters most of the VWs,
trucks and airplanes at Pioneer Airport
and in the Museum, and puts the
fringes on top and the seat cushions in
the trams. Ben and son Paul are air-
plane lovers forever. Their business is
Zane Auto Top, but that's only part of
it. They do aircraft interiors too, and
their hobby is doing beautiful restora-
tion work on Antique and Classic
airplanes. Remember the Sedan?
Paul showed up at Brodhead's
Grass Roots Fly-In with this neat little
Lark 95. I knew he was working on it
but I had no clue that it was finished
and flying. No sense writing any great
explanation ... I fell in love.
Paul knows that look, and when he
teased me about maybe he'd sell it to
me, I took him seriously. I waited a
whole three weeks before I finally
went for it. Now I've got it and I find
it's one of the rarest of airplanes.
Researching the history of this air-
plane revealed its lineage from
certificated airplane to drone to cer-
tificated airplane. The chain of
manufacture and certificate owner
reads like history. The PQ-8 type cer-
tificate was issued in September of
1941. The PQs were built in Wichita
by Culver. Care to guess who the de-
sign chief was? Yep, AI Mooney!
When Culver folded, Jamison picked
up with the Jupiter. The project then
went to Superior Aircraft. They in
turn handed it to California Aero at
Tracy, CA. They developed the 95
and the Lark Aviation Corporation
then took over. Homer Helton ac-
quired the rights in 1965 and after the
prototype, ten more were built before
they called it quits. Finally, M. H.
"Pappy" Spinks, down Texas way,
took on the certificate and his estate
passed it to the present owner, the An-
tique Airplane Association at
Blakesburg, Iowa.
So this orphan of an airplane, al-
though the grandfather of the Mooney
series of airplanes, has gone on being
a vague shadow in aviation history.
Loved by some, flown by a few, and
largely unknown to many. I have de-
cided it's a keeper; I'm going to fly
and enjoy it. H'G. Found a picture of
one of the others- I don't have a pic-
ture to share with you yet, but the shot
from the EAA historical files will give
you a good idea what I've got here at
the Funny Farm.
ARAC
It's not been all fun and games here.
Yours truly has been working with
EAA's Government Affairs people,
Earl Lawrence, Charlie Schuck and
Rick Weiss, for almost four years on a
long term change to some of the main-
tenance regs. It's about time for an
update, so you EAAers and especially
the Antique and Classic guys know
what we're doing.
This all started as an attempt by
Paul Poberezny to get an Airman's
Repair Certificate for those A/C peo-
ple who had done a frame out
restoration of their Antique or Classic.
That was squelched as being impossi-
ble to accomplish.
Then Paul asked for extended an-
nual periods .. . maybe two years
instead of every year. The thought
was that with the limited flying time
most Antiques rack up during the year,
it was doing more harm than good
breaking them down for annual in-
spections evety year.
This, too, was negated in no uncer-
tain terms by FAA and industry.
Then along comes ARAC. FAA
was mandated by Congress to cut back
on paperwork and make economic ad-
justments in favor of the users. That
was four years ago.
There has been a lot of grinding,
and regrinding of the current regula-
tions to come up with a preliminary
draft we hope to send to FAA legal in
the very near future. Our area of con-
cern is Part 43, and FAR 91 as it
applies to Pilot/Owner Maintenance.
Our suggested changes are for easing
of Pilot/Owner Maintenance items,
expanding the appendix that deals
with what the pilot owner can do in
the line of preventive maintenance,
and ease the annual inspection
process.
We wanted the two year annual,
but in its stead, the compromise is an
alternate inspection program. After
the initial issuance of an Airworthi-
ness Certificate, every other or
alternate inspection could be accom-
plished by an A&P. The IA would still
catch the airplane in the "on" years .
This one is in its final draft and is now
in the hands of FAA.
For years one of my pet peeves has
been the AD notes. There seems to be
no rhyme or reason for some of them.
At times they seem to be "knee jerk"
reactions to a situation or part that the
Type Clubs and owners have known
about and quietly taken care of in-
house . All of a sudden an AD note
comes out and an entire fleet of air-
planes or engines is affected. Oft times
for no seemingly valid reason.
I griped about this incessantly, and
would you believe at Oshkosh (oops,
EAA AirVenture) last year, FAA's
Aircraft Certification people listened
and are doing something. Yes! From
the head shed at 800 Independence
Avenue in Washington comes a direc-
tive to initiate a sort of Oversight
Committee comprised of EAA,
AOPA, Industry and Type Club par-
ties, who will work with the Aircraft
Certification Branch to enhance the
system of ADs.
We've had two meetings to date,
and I believe this effort is going to
benefit everyone concerned. First off,
I had no idea as to what perpetrates
the issuance of an AD and how it
comes about. We were given copies of
the agency's handbook and shown
how the process works, how they can-
not allow political or industrial
pressures influence, and sway their
studies of the facts.
There is a lot more to the process
than is immediately in mind. There
are emergency ADs because some-
thing fatal happened that triggers a
fleet wide immediate inspection or ac-
tion, and the other end is a "wait 'til
annual" or until a life expectancy of
the item comes due.
These ADs are based on a lot of re-
search using "risk," as well as
"economic" factoring into the process.
When I say a lot of research, I mean
just that. Engineering people in the
loop agonize over the necessity or rea-
sons for action.
The best part is now they' ve come
to realize that the Type Clubs and the
owner, the people who are the actual
"users" will be brought into the
process.
We've won one! The cooperation
we' re seeing is giving me a sense of
accomplishment that feels great! It
will take a lot of work, but the process
will assure fair and equal assessment,
tempered with experience, before an
AD note is ever put into print.
Next time you meet Bob Warner or
Earl Lawrence, give them a pat on the
back for paving the way on this one.
Over to you, (( Buck ...
VINTAGE AIRPLANE 27
Type Club
NOTES
- Continuedfrom page 5-
From the Cub Club Clues,
Nov.lDee. '98 The following was sent
to us by Warren Davis, EI Cajon, CA.:
Many of us who have been flying for
a number of years sometimes take our
airplanes for granted and assume that
they are like a living entity that will al-
ways be there for us , never to let us
down. In general this is true; however,
one in a while, especially if we happen
to be negligent, they can let us down,
and it may not be at the most conve-
nient time or place. I have been flying
my own plane for the last thirty years,
and in all that time I have only had
three unscheduled landings. Fortu-
nately none of these caused any
damage or injuri es. I have owned my
] 946 J-3 Cub since 1973 and until just
recently, have never had an unsched-
uled landing with it, which brings me
to the reason for writing.
Home base for my Cub is Gillespie
Field in EI Cajon, CA where she has a
comfortable hangar and plenty ofTLC.
Just south of Gillespie, and located
close to the Mexican border is Brown
Field, where the local chapter of the
EAA has a fly-in breakfast and lunch
every Saturday morning.
Since it's only IS miles away, it
makes a nice "cross county" for my low
and slow flying J-3, so I go there quite
often. On one such occasion a few
months ago, I flew down to Brown, had
lunch, visited with old friends, got back
in the old Cub, and began my return trip
to Gillespie. ] taxied out to the end of
the 8,000 ft. runway, completed my
checkout, and requested a north depar-
ture. I should add at this point that
Brown Field was used for flight training
during WW-IJ and consequently has a
long runway. Many of us depart from
the intersection, but this time, for some
reason, I went clear to the very end. As
it turned out, it was a good decision.
Word back from the tower gave me
clearance for my departure , and as I
taxied in position for take-off, every-
thing seemed to be quite normal as I
anticipated a fun and scenic flight back
to home base. The take-off was normal
as I began a slow climb to pattern alti-
28 JANUARY 1999
tude. I was over half way down the
runway at an altitude of 300 ft . when
the normal and gentle purr of my 65
hp Continental gave forth a loud
" BANG" and immediately began
sounding like an old two-cylinder
John Deere tractor in need of an over-
haul. Power dropped off immensely,
and it became very obvious that an
unscheduled landing was imminent.
r immediately pulled the throttle
back to idle in order to reduce vibra-
tion and started concentrating on
getting myself and the Cub back safely
on the ground. It appeared at first
glance that with a steep slip r might
have enough room left to get back on
the runway (being thankful that r had
used the whole length this time) . At
this point I had no idea what had hap-
pened to the engine; my best guess
was that it had swallowed a valve or
had broken a lifter.
It was obvious that at least one cylin-
der was out of action as I could barely
keep it running at idle. While entering
into a slip I contacted the tower and ad-
vised that I had an engine problem and
was going to try to get back on the run-
way. About halfway down, the tower
asked ifI would need assistance. With
my hands full and mind working at full
capacity, my answer was short and
sweet, simply, ''Not yet."
Fortunately, the Cub, being such a
slow flying airplane, will loose a lot of
altitude in a very short distance during a
steep slip, a feature I was thankful for at
the time. As it turned out, I had enough
runway left to get my wheels back on
the concrete and coast to a stop. The en-
gine was still running on its remaining
cylinders, enough to allow me to taxi off
the runway and over to a row of hangars.
Upon shutting down the engine and
making my way to the front of the plane
for an inspection, it became quite clear
as to what had happened to the engine.
The top spark plug from the front left
cylinder was lying on top of the cylin-
der, still attached to the plug wire. My
first thought was that the threads had
been stripped in the cylinder; however,
upon further inspection there appeared
to be no damage there at all. A closer
look at the plug also showed no damage
to the threads except for the very last
thread at the end of the plug. Obviously
the plug had become loose and had sim-
ply worked its way out of the cylinder
until only one thread was holding it in
place, and then let go. The plug wire is
the clip-on type which would allow the
plug to rotate out of the cylinder.
I was relieved that this was the extent
of my damage but also realized that it
would have been much worse if it had
happened anywhere else. With some
borrowed tools and some minor repair
work to the plug, I was back in the air
and on my way to the home airport.
After asking myself what caused this
problem and how I could prevent it
from happening in the future, I came up
with several thoughts and suggestions
for myself and others. First of all, I had
flown about five hours since the last
time I had inspected the plugs. I hate to
admit it, but I must have failed to prop-
erly ti ghten that plug when it was
reinstalled. It sound logical that it might
take several hours of flying for the plug
to have sufficient time to work itself out
to the last thread. So why then didn' t I
see it during preflight inspections? Well,
it' s because the plugs are recessed so far
down in the cylinder that it wouldn't be
detected by a visual inspection.
Al so, it dawned on me that the spark
plugs are not lock wired in place as are
all the other critical components. The
solution to this problem is obvious -
simply reach in and check each plug
during the preflight inspection to make
sure they are all tight. rn all the years
I've been flying, it never really oc-
curred to me to periodically reach in
and check the plugs for tightness, and
this is so easy to do on the J series Cubs.
I do this now at every preflight inspec-
tion, which might be overkill, but I can
rest assured that thi s problem will not
happen to me again. I would recom-
mend that all of you do at least an
occasional plug check just to be safe,
and especially after the plugs have been
removed and reinstalled.
The old rule of "an ounce of preven-
tion is worth a pound of cure" sure
applies here. It was a good experience
for me because I need an occasional re-
minder that something missed on ground
inspections can be a very serious prob-
lem in the air. ....
Fly-In Calendar
The following list ofcoming events is fur-
nished to our readers as a matter of
information only and does not constitute ap-
proval, sponsorship, involvement, control or
direction ofany event (fly-in, seminars, fly
market, etc.) list ed. Please send the
information to EAA, All: Golda Cox, P.O.
Box 3086, Oshkosh, WI 54903-3086. Infor-
mation should be received four months
prior to the event date.
FEBRUARY 6 - WAUSAU, WI - Fifth annual
skiplanelwheelplane chili lunch. 10 a.m.-2
p.m. Young Eagle rides, Everyone welcome.
Info: Syd Cohen, 7J 5/842-7814.
FEBRUARY 13-14 - MINNEAPOLIS, MN-
Minnesota Sport Aviation Conference., Min-
neapolis Convention Center. Info: Wayne
Petersen, 1-800/ 657-3922 or web site at
www.jlightexpo.com
FEBRUARY 25-27 - B UTTE, MT - Montana
Aviation Conference. Ramada Copper King
Inn. Workshops, seminars, nationally recog-
nized speakers, trade show. Info: MT
Aeronautics Div., Box 5178, Helna, MT
50694, 406/444-2506.
MAY 7-9 - PINEHURST/SOUTHERN PINES,
NC - Moore County Airport (SOP). EAA
Chapter 3 Spring Fly-In. Trophies, EAAfel-
lowship, Friday golf tournament, Sat.
banquet/guest speaker, Sunday poker run,
Y.E.j1ights, vintage aviation films, HQ: Holi-
day Inn, Southern Pines, 910/692-3212. Info:
910/ 947-6896, -1853 (Fax) or the web:
www.southern-aviator.com/ac3/
JUNE 26-27 - WALWORTH, WI - Bigfoot
Field (WI05). Pancake breakfast/ brunch.
Aerobatic demo at 10 a.m., Stearman rides
and displays ofvintage aircraft, warbirds
and experimentals. 7 a.m.-1 p.m. Info: John
Anderson, 414/248-8748.
JULY 5-8 - DENVER, CO - Centennial Airport.
Short Wing Piper Club annual convention.
This year's theme: "Rocky Mountain Ren-
dezvous. " Info: Kent a 'Kelly, 303/ 979-3012,
(Headwinds@msn.com) or visit the SWPC
web site at http:www.shortwing.com
J ULY 7-11 - ARLINGTON, WA - n. w. EAA
Fly-In and Sport Aviation Convention. 30th
anniversary event. Forums, seminars, work-
shops, evening programs, special night
airshow Sat. evening. Info: 360/435-5857, or
on the web at: http:// www.nweaa.org
Backlight stays on until you turn it
PAYS FOR ITSELF AS YOU USE IT
Pick up ATIS and get clearance
before the Hobbs starts running!
NEW! BUILT-IN SIDE TONE
Includes headset interface &PTT jack
LOUD, CRISP AUDIO
A22 audio cuts through high cabin noise
SIMPLE TO OPERATE
ICOM's single knob tuning - instant
frequency selection even in turbulent conditions
50 user-programmable memory channels
Instant access to 121 .5 MHz
RUGGED ERGONOMIC DESIGN
One-piece die-cast aluminum chassis
with asuper-tough polycarbonate casing
ALL AT AVERY REASONABLE PRICE!
Hi-Cd baHery, charger, headset
and case included
VINTAGE AIRPLANE 29
RobertFox....................... ... .... ..... ....... .....
............ ...............SydneyNSW, Australia
ClintonYourth....... ... ...... ... ..... ... ...... .... ....
............................Pickering,ON,Canada
ShawnE. Switenky.. .... .. .... ............ ..........
............................Saskatoon, SK,Canada
GeorgeW.Chapman.. .... .....Wasilla,AK
Daniel Wiesneth.. .. .......... . Fairbanks,AK
PorterVardaman.. ...... ..........Hoover,AL
Ebsco................ .. ........ ..Birmingham,AL
James M. Evans........... CasaGrande,AZ
JohnR.Pew.............. ...... ... Coolidge,AZ
Don Smatlak.............. .... .......Tucson,AZ
CharlieA. Trask.............. ....Phoenix,AZ
ScottBrake........................Glendale,CA
Christian1. Christiansen.... .......... .... ...... ..
................................... SanFrancisco,CA
MichaelDamron.... ..........Camarillo,CA
JohnN.Drexler........ ........ ..Fairfield,CA
JohnGibson.... .. .. .. .... .. .... ....Milpitas,CA
WilliamO.Gilbert.... .... ...LaQuinta,CA
JoeT. Hart...... .. ................ .. Carisbad,CA
ThomasHolmes............. SantaClara,CA
Herb Lingl.............. .. .SanFrancisco,CA
JohnLuke.. ..... .. ... .. .... .. .... ..... .. .... ...... ... ....
.............. ...... ........TwentyninePalms,CA
Max Rink.... .. ...... .. .... .SanFransisco,CA
WilliamR. Spidell .. ...........Modesto, CA
CraigE. Johnston.. ................Aurora,CO
Dennis Andersen......BoyntonBeach,FL
John S. Drago.. .GreenCoveSprings,FL
RickOrtman....................Clearwater,FL
Glenn Smith............ .... ...GulfBreeze,FL
JacquesWoodin.......... .. ...........Inglis,FL
JonS.Ayres....................Bethlehem,GA
EarlEvans...................... .. GRlFFIN,GA
OwenH. Libby............ ...... .. ..Martin,GA
JohnA. Horn.... ...... .........CedarFalls, IA
JaimeMunoz...... .. .... .. .. ...... ... Kirklan, IN
JamesP. Oney.. .. .... .. ........Hammond,IN
ChuckH. Nuffer........OverlandPark,KS
James H. Price................ .. ....Abilene,KS
RobertMcAfee............NewOrleans,LA
RonaldL. Donley.......... .... ..Marion,MA
DonaldR.James............Barnstable,MA
WilliamA.Riddell..........California,MD
Thomas R. Bockelmann................ .... .... ..
................................ .. .... BattleCreek,MI
WilliamG. Grant..................Almont,MI
RobertS. Ross.......................Pigeon,MI
Ed Tambling.... ........ .... SwartzCreek, MI
RodgerRichard.................... StPaul,MN
LesR. Dyck.......... ...... ..Farmington,MO
GlennHuffman,Jr.....Pass Caristian,MS
Eugene Graf.... ..................Bozeman,MT
BruceW.Spicer..................Billings,MT
JacksonCrouse.. ..........GlenGardner,NJ
PeterDenyse.... .. ............ ... Bayshore,NY
Nick1. Fratangelo..................Clyde,NY
MikeCurrent.......... ...... .....Loveland,OH
RickFansler.......................Sylvania,OH
Ray H.Kinnison...... ...NewtonFalls,OH
AlbertC. Nottage....FairportHarbor,OH
MartyLockman.... .......... ....Newalla,OK
W. KevinBishop...... ...... ....Medford,OR
ShawnM. Brockway...... ....Portland, OR
BruceW.Eveler..................Windsor, PA
DonaldD. Moffett............ Christiana,PA
LamarDay.... ........ .......... ..HollyHill,SC
MarkA. May...... ......Chapmansboro,TN
E.K. Fraser...................... .... .... Waco, TX
JerryL. Jackson.... ........ SanAntonio,TX
JoeTamborello.......... .... .. ...Houston, TX
LeonYork........ .... .... .. .. ..SanAngelo,TX
Richard1. Rackow.......... ...Manson,W A
WilliamG.Sayre.... ......GigHarbor, WA
JeanBeno.................. ...... .....DePere,WI
StephenBrown...... .............Oshkosh,WI
ThomasJohnJanssen........ . Appleton,WI
CharlesA. Kunde.................Colgate,WI
MarkShanahan.................. ..Hudson,WI
JohnA. Werner,Jr..................Cable,WI
SergioMachad..................... ....... ........... . .
.... ...................... ...... . PortoAlegre,Brazil
Roberto Sayegh..........Atibaia, SP, Brazil
LotarL. Scheidt.......... . SanPaulo,Brazil
RobertMacNutt........ . Delta, BC, Canada
DavidGullacher...Dundalk,ON, Canada
NickSmith.. ...... . Thorndale,ON, Canada
Bo VincentPetersen...... ........ ............ ......
... ...... .... ......... ..... ..... ... Kolding,Denmark
BrianJackson..... .... ......... ..... ....................
.............. .... .ThameOxford,GreatBritain
GregoryS.Scott.... ............ ............ ...... ....
......................BrugessHill, GreatBritain
Sarel VanZyl...........................................
........ . Secunda,RepublicofSouthAfrica
DanTreakle........ ..............Fairbanks,AK
BenjaminJeffrey..............Huntsville,AL
GregoryK. Brown....GoldenValley,AZ
JoAnnClark........ ...... ... MorrowBay,CA
John1. Conway........ .......SanMateo, CA
HerbertM.Gaarder...... .... ...Truckee,CA
WilliamR. Hartill .. .......... . Palmdale,CA
CarltonJordan.. ...... ...... ........ .. Tustin,CA
ToddLynch...............GardenGrove,CA
DonaldMorgan....................Corona,CA
GeraldV.Rothgeb .......MorganHill, CA
Daryl Stevenson.............Bakersfield,CA
Scott Sykes............ .... ..... Atascadero,CA
MarkNichols.... .... ......NewFairfield,CT
JosephRheubeck.. ........ .....Coventry,CT
HughB. Horning.. .........Wilmington, DE
Mickey1. Dean........ .... ....OrangePark,F
GeorgeRichardDowns,Jr.......... .... .........
.. .......... ........ .. ...... ....... ..... ... ..Sarasota,FL
GeorgeC. Hitt...... .... ...... . Statesboro,GA
DavidPrice.. ........ .... ............ . Atlanta, GA
TomR. Shafer.......... ..........Hiawatha,IA
WilliamB. Faan..................Rockford, IL
JerryYeiser....................Owensboro, KY
Michael Branch.....DenhamSprings,LA
OwenBresler...... ...... ..........Metairie,LA
RebeccaM. Larson.... .....NewIberia,LA
BobDonaldson........ ....LisbonFalls,ME
NormanEdwardDavis................ ...... .... ..
............ .. ............ .... ........BattleCreek,MI
GeraldR. Horn.... .... ...... .....Ypsilanti,MI
Robert1. Martin,Jr..............Oakland, MI
James R. Bryce.. .... .... ....PriorLake, MN
NathanOconnor.............LongLake, MN
Daniel Sullivan...............Burnsville,MN
James D.Cox.... ...... .... .....Maryville,MO
GrahamBennett.......WinstonSalem,NC
DavidLeslie.............. .... .. ......Omaha,NE
GaryE. Cole.. .. ............ .... ...Conway,NH
WilliamAnderes...... ...........Wyckoff,NJ
ToddCooper.... ........ .. LibertyCorner,NJ
RobertHadow................ .... ..Denville,NJ
NormanE.Stuessy.... ....Moorestown,NJ
GaryL. Vanderbrook..........Newark,NY
RobertM.Valcanoff........ ......Akron,OH
AlanD. Blankenship.............Yukon,OK
Daniel F. Goran...............Claremore,OK
TomHammer....................Corvallis,OR
Reade Genzlinger...... .. ..BrynAthyn,PA
Alex1. Neal................WestReading,PA
ClaudeL. Milton .................Abilene,TX
D. B. Pattillo,Jr..... .....WichitaFalls,TX
PatrickA.Reetz.. .... ..........Ft. Worth,TX
DavidW. Smith........ .. ...... ... Abilene,TX
JohnVincze..................Georgetown,TX
JohnWebb.........................Amarillo,TX
Thomas Olson...... ....FairfaxStation,VA
Gary B. Parks.. ....................Stafford,VA
DavidM.Johnson...... . ClallamBay,WA
RonaldA. Parker............Belleview,W A
BruceToscano.............. .......Bothell,W A
DonaldR. Warmbo................Allyn, W A
Louie O. Scepanski.........WestBend,WI
BradWilliams.......... .......Burlington,WI
James1. Evans................ .....Lander,WY
30 JANUARY 1999
VINTAGETRADER
Somethingto buy,
sellortrade?

88TM
Aninexpensiveadin the Vintage Trader may
bejustthe answerto obtainingthatelusive
part..50perword, $8.00minimum charge.
Sendyour adandpayment to: Vi ntage
Trader, EAAAviationCenter, P.O. Box3086,
Oshkosh,WI54903-3086,orfaxyouradand
yourcreditcardnumberto 920/ 426-4828.
Adsmustbereceivedbythe20thofthemonth
forinsertionin theissuethesecondmonth
following (e.g., October20thfortheDecem-
berissue.)
MISCELLANEOUS
BABBITT BEARING SERVICE - rod bearings,
main bearings, camshaft bearings, master rods,
valves. Call us Toll Free 1/800/233-6934, e-mail
ramremfg@aol.com Web site http://members.
aol.com/ramremfg/ Home. VINTAGE ENGINE
MACHINE WORKS , N. 604 FREYA ST. ,
SPOKANE, WA 99202.
FREE CATALOG: Aviation books and videos.
How to, building and restoration tips, historic, fly-
ing and entertainment titles. Call for a free cata-
log. EM, 1-800-843-3612.
Newsletters for Arctic/ Interstate (6 Sack
issuesi$9.00), Beaver/Otter (3/$5.00), Norseman
(16/$21 .00). $16.50/ 4 issues. Free sample:
write, call, fax. ALL credit cards accepted.
Dave Neumeister, Publ isher, 5630 South
Washington , Lansing, MI 48911-4999 .
800/ 594-4634, 517/ 882-8433. Fax: 800/ 596-
8341 , 517/ 882-8341.
*NEW - CERTIFIED* FRANKLIN ENGINES, 4
cylinder 120 hp and 6 cylinder 220 hp available.
Call (970)224-4404.
REPAIR OF WOOD AIRCRAFT STRUCTURES.
(AN-OHA-?). 1944. 96 pages. Profuse draw-
ings/ photos. A unique guide: $30.00 postpaid.
JOHN ROSY, 3703Y Nassau, San Diego,
California 92115.

EnjoythemanybenefitsofBAAandthe
BAAAntique/ClassicDivision
c

EAAAviationCenter,POBox3086,OshkoshWI54903-3086
Phone(920)426-4800 Fax(920)426-4873
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MEMBERSHIPINFORMATION
EAA
Membership in the Experimental Aircraft Associ-
ation , Inc. is $40 for one year, including 12
issues of SPORTAVIATION.Family membership
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nior Membership (under 19 years of age)
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cards accepted for membership. (Add$16 for
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Current EAA members may join the Antique/
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Current EAA members may join the International
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Current EAA members may join the EAA Warbirds
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Please submit your remittance with a check or
draft drawn on a United States bank payable in
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Postage amount for each membership.
Membership dues to EAA and its divisions are not tax deductible as charitable contributions.
VINTAGE AIRPLANE 31
- Continued from page 11-
craft that was chosen to equip the
post-war RAF was the Sopwith Snipe. "
PeteBowers, Seattle, WA wrote in
onthismysteryaswell:
"...The armor was not simply
bolted on to the airframe - armor
plate comprised a significant part of
the fuselage structure from behind the
cockpit to the firewall. The engine was
a 200 hp Bentley B.R. 2rotary. Arma-
ment was the standard fighter
arrangement of two synchronized
Vickers .303 caliber machine guns.
"After testing of the prototypes
starting in April 1918,900 Salaman-
ders were ordered, 500 from Sopwith
(F650117000) and 600 from three
other manufacturers (J5892/6491) .
The armistice canceled most of these,
with fewer than 200 delivered by Sop-
with and only afew, starting at J5892,
being delivered by Glendower Air-
craft Co. . None of the other
contractors delivered any Salaman-
ders. Some remained in RAF service
as late as 1922.
To justify its appearance in this
American magazine, one production
Salamander, F6533, was sent to the
u.s. for testing at McCook Field, Day-
ton, OH. There it picked up Flight Test
Division No. P-75 and Army Air Ser-
vice serial No. 94702. Nothing came of
the testing, but the Salamander was
not surveyed until October 20, 1926
which very likely made it the last ro-
tary-engined airplane in the Army
Inventory. "
Othercorrectanswerswere received
from:
Rocky Farano, Gilroy, CA (who
wondered ifanyone else had a collec-
tion of "Sky Birds" trading cards - he
still has his. The Salamander was
card #52 out ofa possible set of 144
cards.); Larry Knechtel, Seattle, WA;
Owen Bruce, Richardson, TX; John
Oliveira, Honeoye, NY; Bill Vogel-
sang, Madison, WI; Ralph K. Roberts,
Saginaw, Mf; Bruce Doberstein, Rus-
sellville, AR; Ralph Riedesel, Paton,
fA; Bill Rogers, Jacksonville, FL; Bill
Cullere, Stuart, FL; Bill Woodall,
Akron, OH; Merl Aschenbach, Bay
tftC!IIUJ!QI!
PROCEDURE
withlotsofphotosandillustrations
tomake italleasytounderstand.
Ontopofthat,anyhelpyouneed
justatoU-freephonecallaway.
.. --- - -- - - - - - -
'CECONITE
I
MANVALI OI
jorthr
Since1958,Ceconitehasbeenthe
,"gnlilil
touchstoneoffabriccovering.Now
there'sanewsuper-clear,super-
completemanualthatmakesthe
Ceconiteprocessabreezetouse.It
\

.. tellsyouhowitworks,which air-
;;' ..__---.. planesyoucanuseiton,evenwhat
youneedandhowmuch.Ittakes
youstepbystepthroughtheprocess,
E-mail:Info@sportalr.com
fAX: 770- ..67- 9..I 3 Aircraft Process
219-A Barry Whatley Way. Griffin, Georllia 30224
8886223266
www.pofyflber.com
32 JANUARY 1999
City, Mf; James Kolander, San Jose,
CA; Kaz Grevera, Sunnyvale, CA;
Chuck Spurgeon, London, Ontario,
Canada; Ralph Nortell, Spokane, WA;
Wayne Van Valkenburgh, Jasper, GA;
Frank Abar, Livonia, Mf; David
Cooper-Maguire, Haslemere, Surrey,
England; Bob Nelson, Bismarck, ND;
Ray Hindle, Lytham St. Anne's, Lan-
cashire, United Kingdom and D.
Harris, Cherry Hill, NJ. ...
SendyourMysteryPlane
correspondenceto:
VintageMysteryPlane, EAA,
P.O. Box3086
Oshkosh,WI 54903-3086.
Ifyou'dprefertosend your
responsevia email, send itto:
vintage@eaa.org Becertainto
includebothyournameand
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Vintage Airplane - Jan 1999

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January1999 Vol. 27,N9.

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