vintage airplane - dec 1995

8/12/2019 Vintage Airplane - Dec 1995

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EDITORIAL STAFF

Publ isher

December1995

Vol.23,No.12

Page 12

Page 13

Page 17

CONTENTS

1

AlCNews/H,G ,Frautschy

3 Aeromail

4 Editorial/E.E."Buck"Hilbert

5 From

the

Archives/

DennisParks

9

Mystery

Plane/H

.G,Frautschy

10 What Our Members

Are

Restoring/

NormPetersen

12 Bringing

Your

Project Home/

DonHolloran

13 B.

Thomas

Staggerwing/

H .G.Frautschy

17

Tom Leaver's

MoraneSaulnier/TomLeaver

21

1996TypeClubListing

25 PassittoBuck/

E.E."Buck"Hilbert

26

WelcomeNewMembers

26 Calendar

28 VintageTrader

30 Antique/ClassicMerchandise

Tom Poberezny

Vice-President

Market

i

ng & Communicat

ions

Dick

Matt

Ed iior-in-Chief

Jackeox

Editor

Henry G. Frautschy

Managing

Editor

Golda

Cox

Art Director

Mike Drucks

Assistant Art Director

Sara A. Otto

Computer Graphic Specialists

Olivia

L.

Phillip Jennifer Larsen

Advert

isi

ng

Mary Jones

Associate Editor

Norm Petersen

Feature Writers

George

Hardie,

Jr.

Dennis

Parks

Staff Photographers

Jim Koepnick Mike Steineke

Carl Schuppel Donna Bushman

Editorial Assistant

Isabelle

Wiske

EAA ANTIQUE/CLASSIC

DIVISION

, I

NC

.

OFFICERS

Presi

dent

Espie Butch Joyce

P.O.

Box 35584

Greensboro, NC 27425

910/393.0344

Secretary

Steve Nesse

2009 Highland Ave.

Albert Lea, MN 56007

507/373-1674

Vice-Presi

dent

George Doubner

2448

Lough

Lone

Hartford,

WI

53027

414/673-5885

reasurer

E.E. 'Buck' Hilbert

P.O.

Box 424

Union,IL60180

815/923-4591

DIRECTORS

John Berendt

7645 Echo Point

Rd.

Cannon

Falls,

MN 55009

507/263-2414

Gene

Chase

2159 Carlton Rd.

Oshkosh, WI 54904

414/231-5002

Phil Coulson

28415

Springbrook Dr.

Lawton, MI

49065

616/624-6490

Charles Harris

7215 East 46th St.

Tulsa, OK

74145

918/622-8400

Dale

A. Gustafson

7724 Shady Hill Dr.

Indianapolis, IN 46278

317/293-4430

Robert C. "Bob" Brauer

9345 S

Hoyne

Chicago, IL 60620

312/779-2105

John S

Cope

land

28-3

Williamsbur8

Ct.

Shrewsbury, MA 1545

508/842-7867

Stan Gomoll

1042

90th

Lane, NE

Minneapolis, MN

55434

612/784-1172

Jeannie Hill

P.O. Box 328

Harvord,

IL

60033

815/943-7205

Robert D. "Bob' Lumley

1265 South 124th

St.

Brookfield,

WI

53005

414/782-2633

FRON

TCOVER . . The Beechcraft D-I7R

of

Brad Thomas, as restored by

Doc's

Air Service of Sandwich, IL was the EAA

OSHKOSH

'94 Bronze Age

Antique

Runner-up. EAA photo by Jim Koepnick. shot with a Canon EOS-l

equipped

with an 80-200mm lens. 1/250 sec. at

flO

Kodak Ektachrome Lumiere 100 film.

Cessna 210

photo

plane flown by Bruce

Moore.


3/36

le

NEWS

compiled

by H G Frautschy

jC BO RD

NOTES

At

the 1995 Fall AntiquelCiassic Board

of Directors meeting, a number of events

took place that are of note:

First, the Board of directors, in accor

dance with the Division Bylaws, appointed

Director George Daubner to serve out the

remainder of the vice-presidential term of

the late Art Morgan, who passed away this

past July. George expressed his thanks to

the board for their vote of confidence, and

expressed his desire to serve the Division

to the best of his ability. George is the

chairman of the IC Parking Committee,

and also volunteers much of his free time

to EA A 's Pioneer Airport.

To fiIl the director's position vacated by

George, the Board appointed IC Advisor

Geoff Robison to complete that term. Ge

off also works during the convention as

one

of the

organizers

of the

IC

parking

committee, and is the Chairman of security

for the IC parking area during

the

evening hours.

1996 will mark the 25th anniversary of

the Division, and plans are being made to

celebrate this significant milestone

throughout the year in the Pages of Vin

tage Airplane, and especially during spe

cial events during

EAA

OSHKOSH '96 .

The Board was briefed on the many activi

ties planned by Dobbie Lickteig, who is

chairing the effort to put

the

celebration

together.

Look

for

more news starting

next month in the pages of Vintage Air

plane.

During

the

general Membership

work , a major portion of which was do

nated to the Division.

Other

news concerning

the

Fall

board

meeting will be detailed in president Butch

Joyce 's column, Straight Level,

next

month.

Later that evening, the board and its

in-

vited

guests

attended the EAA

Hall of

Fame dinner, where 3 individuals who had

contributed to the the advancement of An

tiquelClassic aviation were inducted int o

the

IC

Hall of Fame. Their contributions

are detailed on the next page.

E ON THE INTERNET

An ever increasing number of

EAAer

's

have

been

asking

about

an official

EAA

presence on the Internet. We're pleased

to announce that effective immediately,

the

EAA

Ultimate Flights Web

Pag

e

http://www.

eaa.

org/ultimateflights)

is

up

and running , ready for net

surfers to

ac

cess. Information on the segments and

special features of current, future and past

episodes of

EAA

's Ultimate Flights se

ri

es

on ESPN2

is

presented.

Future EAA

web sites

will

include

pages on the EAA Aviation Foundation's

Young Eagles

Program

and EAA

OSHKOSH '96.

IRCR FT

FOR S LE

The EAA Aviation Foundation has a

number

of

duplicate or otherwise excess

aircraft

in

its collection available for sale .

Two aircraft will be sold

to the

person(s)

submitting the best offer above a minimum

bid by 5 P.M. (CST) on Monday, Decem

ber 18.

The

aircraft

(and their minimum bid

value) include a Piper J-4

Cub Coupe

($13,000); and an Ercoupe ( 9 ,500) .

The term bid value is used to provide

for a cash purchase, an aircraft exchange

(or trade) or a combination of both

that

meets

or

exceeds

the

minimum bid value.

Bids that do not reach or exceed the stated

amount will

not

be considered. Bidders

who would like EAA to consider a particu

lar trade should contact Chuck Parnall in

the

EAA

Flight Department at 414/426

4886 (FAX: 414/426-4881) to determine a

information packages and specific bidding

instructions.

In

addition

,

three

jet

aircraft

are also

available for sale (no time deadline). The

aircraft (and their asking price) are an F-86

Sabre ($225 ,000); a CF-104D Starfighter

( 165,000);

and a

Hawker

Hunter

($75,000).

All aircraft will be sold on an as-is ,

where-is basis. Each airplane is available

for inspection by contacting Daryl Lenz,

EAA Director of

Aircraft Maintenance

and Restoration, at 414/426 4843.

Robert Van usdell

Bob

Van Ausdell (EAA

13104,

IC

4151) ,

Santa Paula, CA and

one of

the

trustees of the Staggerwing Museum, was

tragically killed in a landing accident at

Youngstown, OH while attempting to land

the

newly

restored Travel Air

Mystery

Ship just prior to its scheduled appearance

at the Staggerwing Convention.

One of the Museum Foundation 's most

active founding members ,

Bob and

his

beautiful yellow and black Beechcraft D

17S

have

been

well known up

and

down

the west coast and all over the U.S. .

Our condolences to his family and his

many friends .

Howard Funk

Howard Funk, Coffeyville,

KS

passed

away at the age of 85

on October

18

, 1995.

Howard and his

brother

Joe created

and

produced the

Funk

airplane. A short his

tory of their efforts was published in the

October issue of Vintage Airplane. After

ending lightplane production, Howard and

his

brother

went into the

production

of

transmissions that improved the usefulness

of many farmer's tractors by providing a

durable power take-off that could be used

to drive

other

implements.

The

company

they

started in now a

division of

John

Deere, Inc.

Howard was acknowledged as an out

standing engineer

,

and

was the driving

force behind the design

of

the products

built and sold by the company.

Our condolences to Joe Funk, the Funk

family and the many friends and acquain
http://www/http://www/


4/36

1995

Antique/Classic

all

o

Fame Inductees

Our congratulations to the three inductees installed in the

fAA Antique/Classic Division s Hall of Fame November 10 1995. They are:

Joe Juptner (left) was unable to

attend

the

festivities in Oshkosh,

but his friend Buck Hilbert,

shown

here with Joe in California during

1993, accepted

the

award on his

behalf.

Joseph

P

Juptner

Joseph has been an airplane afi

cionado since he was a small child.

He finally got his chance to see an

airp l

an e

, a

J-l

Standard, when he

was twelve years old. As a young

ster, he

washed and cleaned

as

many old

biplanes

as he

could

to

earn rides, and hung around the pi

lots li stening to their imaginative

stories about their adventures.

As he grew up he trained to be

a private pilot, mechanic, amateur

airplane designer and airplane

builder. During WW II he served

as a crew chief

in

a fighter squadron

and

upon

leaving the service, he

owned and ran a hobby shop for

four years. Later, he was a partner

in a flying school and then had a ca

reer

with

Douglas Aircraft as

a

wind tunnel model builder.

During his en ti re life, Joe has

gathered a vast collection of historical data, books, magazines, and

photos on civilian aircraft. As he delved into aviation history,

it

be

came obvious that a complete factual record of the history of civilian

aircraft in the United States was sorely needed .

Over a number of years he wrote several volumes of what would

be published as "U.S. Civil Aircraft," a history of each of the aircraft

type

certificated in the U.S. from 1927 into 1957.

Joe Juptner's

painstaking effort over the years to

create

his nine volume set put

into the hands of historians and enthusiasts a nine volume aeronauti

cal encyclopedia that has proven to be an essential part

of

many avia

tion libraries.

Aviation

ent

husiasts everywhere owe a continuing debt to Joe

off by sealed bid. Putt ing his entire life savings into the bid, he won

out over the

otber

bidders, and

after

nine

round

trips to

Long

Is

land by

car and trailer

to retrieve his "new" treasures, he

started

a

collection that would grow to

ove r 70 aircraft

by the

time

of

his

death in 1993.

In 1958, he was able to buy a defunct farm near Rhinebeck, NY.

Not many would believe it could be the site of an airstrip, but with

the help of a small

but

extremely dedicated gro up of volunteers, the

Old

Rhinebeck Aerodrome

became

a reality. By 1960, they were

flying

one

airshow on the first Sunday

of

each month . As its popu

larity grew, every weekend would be filled with the sounds of eager

crowds and the bark of a rotary engine.

The

Old Rhinebeck Aero

drome Foundation continues the traditions set by Cole as the show

goes on, teaching a new generation about the early days of aviation.

Cole

Palen became

one of the pioneers of the vintage airplane

hobby and a leader

of

those involved in the restoration and flying

of

WW

I airplanes. By popularizing the co llection and restoration of

early aircraft, Cole helped save early aircraft and aviation artifacts

that would otherwise have been lost forever.

Kelly

Viets

Kelly's love of vintage air

planes has its roots in his child

hood during the 1920s and '30s,

when he spent time at the Kansas

City Airport. there he saw many

of the great airplanes of the day

the first TWA DC-2 , peeking

into the hangar to see the Travel

Air Mystery Ship (which earned

him a removal from the hangar

by

the

seat of

his

pants ) and

Benny Howard's Ike. Kelly was

a voracious

model

airplane

Kelly Viets accepts

the

congratula-

tions of lC Division President

Butch

Joyce during the ceremonies held at


5/36

VINTAGE

ero

Mail

Howdie H.G.

Even before "

Pete

,"

Gordon

Israel at

tempted to break

into

air racing with a

clipped wing

Buhl

Bull Pup motivated

by

a

95

hp Menasco.

That

was

one of

the pro

jects he never talked about, and I haven ' t

a clue why this was so. Maybe it crashed.

His Stinson Reliant proposals were almost

100%

Howard in concept and you

would

swear, after looking at the preliminary lay

outs, that they

were

DGA spinoffs.

Th

e

interplay betwe

en

Stinson

and Howard

during G .

1

's tenure is pretty revealing.

They

hired him to put some

pep

into the

Reliant, which was widely thought

of

as an

old man's airplane.

An interesting side

light

of G. .

is

the

fact he did a l

ot

of his own test flying at

Stinson, Howard and Grumman with noth

ing more than

a

student

permit

in his

pocket.

I m

not sure he

ever

held a valid

private pilot's license. Certainly he didn't

before the War.

In 1960

or thereabout,

while cruising

along the banks of Lake Como, a passing

floatplane l

ed me to the Como Aero

Club 's fleet, which

included

a Ca.100. I

thought it might have

been

the subject of

your article , but it was I-COMA. Hey , I

spent half the afternoon

in

a baking garage

trying to find those pictures

The enclosed

reminded

me that there

was an effort to market the Ca.lOO

in

this

country. A single

examp

le , NC57K, was

certificated

in

the Group 2 category under

the

auspices

of the

Curtiss

Company

, no

less. This mayor may not have had some

thing to do with their (Curtiss-Wright)

later involvement with the

DH

Moth pro

gram a t St. Louis. Nothing came

of

it, be

cause the the Ca.lOO's handling character

is tics were

reputed

to be less

than

satisfactory.

NC57K met its

e

nd on

a

cross-country over the Pennsylvania coun

tryside ,

having been so

ld to a

private

owner,

when

the

85

hp

Gypsy quit.

The

pilot tried to spiral into a field , fe ll into a

spin and "bought the farm. "

Re the July Mystery Plane. Years ago,

in

the l

ate

'50s or early '60s, a ge nt by the

name of Howard Heindell had a little print

shop we used to patronize from time to

time, for letterheads and such.

On

the cus

tomer

s

id

e

of

the counter he ke

pt

a stack

of

ancient and tattered scrap books, one

of

which detailed the the history of the Arg

on

aut

Pirate ,

which

he had designed.

Howard

was an Early Bird who had

learned to

fly

at one

of

the Curti

ss

schools,

c. 1912, possibly a pupil of

Glenn

Curtiss

himself. Certainly he was a Curtiss

em

ployee early

on and was

pretty

much a

self-taught engineer.

The Argonaut

illustrated

is

the Model

H-20, built in 1933-34, and powered by an

experimental 120 hp Curtiss Crusader in

verted six.

The

airplane

showed

a lot of

promise and production plans called for an

initial batch of

ten

H-24s, which diffe red

mainly

in

having

the

125 hp Menasco Pi

rat e. At this point Heindell's backers be

The

Caproni

Ca.1oo was

marketed

with

l i t t le success

here

in the US by

Curtiss

.

It

was powered

by

a

merican

built 85 hp Gypsy.

parently they had

been

promised engines

for $600 which was

about half the

going

rate, but MenasCO"Teneged. This undoubt

edly contributed to the company's failure

to get their Tonawanda, NY factory into

production.

The

Argonau t company passed into the

hand

s of Donald G.

White

, whose White

Aircraft Corp. in

LeRoy,

NY also owned

the Ben Jones and New

Standard

corpo

rate

assets.

White s money,

by

the

way ,

came from

lello

pudding.

He

enlisted en

gineer

George Gay

to do a

remake of

the

Pirate with improved streamlining, the 160

hp Menasco Buccaneer and later the 175

hp Ranger. They didn ' t get beyond the

prototype stage either.

Hey,

H .G ., I

could regale you with

anecdotes about Israel and his "Redhead,"

the Laird

on p.age 8, 01' NC55555

and

a

few more Capronis, but I gotta get back to

th

e

book.

That

way

I '

ll at least make

boxboy wages. It 's a terrible curse to have


6/36

W Y

The

Antique/Classic

QUESTIONNAIRE

by E.E. Buck ilbert

As

you may recall , old

Bucky

s

still

working on this aviation rules

thing

with

Charlie

Schuck.

Well

,

I've

involved some

of the

EAA staff -

H.G.

Frautschy,

your editor, Ben Owen

of

Information

Services,

Bob Mackey

of

the

Chapter

Office and

Earl Lawrence

from EAA

Government

Affairs. With

Tom Poberezny and Executive V.P

.

Bob Warner giving the O.K., we

are

putting

together

the

data

we

need

to

approach the

FAA for

some easing of

the

maintenance and certification rules

for

the aircraft over thirty years old.

That

is

the basic reason

for

the

ques-

tionnaire.

What are

we going to do

with the

information? First,

we

really need to

get

a

handle

on

the

actual ways

people

are

maintaining

their

airplanes. Build

ing your own

parts

for use

on your

air

plane

s

perfectly legal

per

FAR 21.303,

and if

a

lot of

us

need to do

that

to

keep our airplanes

flying safely,

then

we

need

the statistics to prove

our

point to the

FAA.

Lawrence and he patiently explained

how the

computer

understands multi-

ple choice questions far better than

a

fill in

the blank

.

t seems that

using

this

format, the computer

will classify

and sort all

the

information. That way

we

can pull

out

any

statistic we

need

and help

the

FAA

by

supplying

fact

based information that isn't

ge n

erate

d

from hearsay.

EAA's

willingness

to

help us

on

this

survey highlights why it

's

such a

good

idea to belong to the Antique/Classic

Division. EAA has

the

credibility

and

access to the FAA

that

we need to help

gain

visibility for

our problems, and

with

EAA's upgrading

of their com-

puter and data

processing capabilities,

they

can

help consolidate

th

e

informa-

tion

into

useful conclusions.

That's

why it's important that the Division s

a

part

of

EAA

-

they have

worked

closely with the FAA for

over

40 years,

and

we can benefit from this long

term

cooperative

relationship .

These

questions should help us get a

better

handle on

what we all are doing

to

keep

our airplanes in the air. So get

a

good gr

ip

on your writing

stick,

grit

your teeth

and

check off the boxes to

th

e

best

of

yo

ur

ability.

We

need the

data

to build

our

case

and

maybe we'll

get some consideration

for

our

older

airplanes. Meanwhile,

I

think I d bet-

ter

see about hitchin

g a

ri d

e

on the

new information Superhighway and

learn something

about

computers.

Over

to you,

To make

it clear to all of

our new members

, I think it's appro-


7/36

CHICAGO

U.S.A

SCALI: I I t lC H 77

1 1.

S PLATf: 3 FO R

from the

Archives

by Dennis Parks

The following photos, donated

y

jane Lentzner, were taken

y

Geor

ge

Lentzner and

joe

Hadky when

th

ey were teenagers at

the Chicago Municipal airport. The photos appear

to

date

in

the late 1930s. The DC-4E had been

in

Chicago

in 1939.

joe

reported that they walked around and

poked

into anything they

wanted and no one questioned us. The photos reproduced

re-

flect

th

e

vari

ety

of

passenger planes being

us

ed, from the an

cient

Ford

Trimotor

to

the four-engine wonder

of

its day, the

Douglas DC 4E.

CHICAGO MUNICIPAL AIRPORT

Chicago Municipal

Airport

was

one

of more than

a

dozen

airports established in

Chicago by

1926 . Now

known

as

Midway, it would grow to become

the

busiest

airport

in

the world.

Officially

opened

May 8, 1926,

the

airport was not completed until two years later.

The

airport

originally consisted of a 300 acre tract site,

of which only the east side was

developed. When

com

pleted

in 1928,

the

field

had nearly

two miles

of modern

cinder runways,

the

lon

gest

3,600

feet

in length

and

186

feet wide.

On the southeast portion

of

the

fi

e ld ,

National Air

Transport, Robertson

Aircraft,

Aviation

Serve

and Trans

port Company

,

and

the

33rd Division

of

the

Illinois

Na

tional

Guard

maintained hangars and offices. On the south

side, Universal

Air

Lines and Northwest Airways shared a

hangar. Grey Goose, Embry-Riddle and Standard

Oil

shared another. Thompson Aeronautical Corporation and

Interstate Air

Lines were also

located on

the field .

The appearance of

large,

heavier airliners

such as

the

Boeing 247's, Douglas DC-2's and DC-3's,

which

ap

peared

in the

middle

1930's ,

required long, paved

run

ways. In 1934

the

railway line which

marked

the

northern

end

of the field was

relocated,

clearing the way for the ex-

tension of

runways

and

constructi

on of

additiona l facili-

ties,

making

possible

the

development of the fie ld as th e

world 's busiest airport .


8/36

(Left and below) LOCKHEED Model10-A Elec

tra NC-14938. Braniff Airways.

After seven years of producing wooden aircraft,

the

Electra

was

the first all-metal Lockheed to

be

produced at

the Burbank facility. The air

craft was

designed as an economical,

high

speed, small

transport.

A

cruising

speed

of

190 miles

per hour made the

Electra

the fastest

of the

mUlti-engined

transports

of

the time.

Northwest was the first operator of the air

planes in 1934, flying

the

Minneapolis - Seattle

route in nine hours. The popularity of

the

plane

with Northwest

prompted

Braniff

to

use them

on

their

Chicago to the Gulf Coast routes.

(Right) DOUGLAS DC-2. NC-14969. Eastern Air

Lines. In

1933 34

Easter ordered DC-2s. By

1941 Eastern was the fourth largest user

of

DC

3s, operating 39 of them. Note the spinners.

(Right) BOEING 247 Poss ibly NC-13311. Penn

sylvania Airlines.

Firstflown in 1933, the Boeing 247 began a new

era in passenger air travel. Not only was it of

all-metal construction, it was 50 miles

per hour

faster than it predecessor, the Boeing 80 Tri

Motor. Billed as

the "three

miles a

minute"

transport, its success led to the

development of

the Douglas DC-2s and DC-3s. Note Townend

Ring and

two

speed

var

iable

pitch propeller

of

the

earlier models.

(Below) DOUGLAS DC-3. NC-16063. United Air Lines.

Development

of the

DC-3

was undertaken by Douglas at the request of American

Airlines. Using

Curtiss Condor

biplanes,

Ameri

can had

found itself at

a

great disadvantage compared

to

the

DC-2 used

on the coast

to

coast flights by

TWA.

American's longer

southern route also required overnight sleepers. Thus, the first product was the 14 berth DST, Douglas Sleeper Transport.

American introduced the DST as a day plane on the New York - Chicago route in June of 1936. This set

new

standards

with

non

stop flights in both directions, surpassing

the

DC-2s service which was non-stop in only

the

Eastbound direction. The day version

of the DST, called the DC-3, was equipped

with

2 seats, exceeding

the

DC-2s

capacity by

a third.

Within

ten months

of

its introduction,

all

major transcontinental operators were using the

DST on

coast-to-coast

sleeper

service.

The DC-3

would come

to

completely dominate

US passenger service. Within five and

one-half

years

after

its first use, 260 DC-3s

were in

domestic

service,

accounting

for 80

per cent of

all airliners. The

next largest number

in use

was the

Boeing 247

which

numbered 25.


9/36

(Right) TRAVEL AIR 6000-A. NC-8704. American(?)

This Travel

Air

6000

was owned by

Central

Airlines

of

Wichita, Kansas during 1929-30. Southern

Transcontinental Airways,

later

purchased

by

American,

was

listed

as the owner

in 1931.

This

aircraft was

developed

by

Travel

Air

in

an

swer

to requests from airlines for a

higher perfor

mance single-engine cabin monoplane. It enabled

carriers on shorter routes

to

offer faster and more

frequent service. Operators of the 6000 included

Central Air Lines, Overland Airways, Northwest

Soutern Air Transport and Delta. The plane also

appealed

to

personal

owners

for its

performance

and lUxury. Actor Wallace Berry and film

producer

Victor

Fleming were

owners of

6000 s.

(Left) FORD 4-AT-56 NC-9613. Air Tours

Inc.(?) (Does anyone recognize

the logo

on

this

airplane?)

The 4-AT was

the

first

of the famous

Ford Tri-Motors

that

helped

pioneer

commercial passenger

service

in the

United

States.

It was the largest

all

metal aircraft built in the U.S.

up to

that

time and featured corrugated Alclad

covering. The design quickly gained ac

ceptance by the airlines and over 70 of

the

series were

constructed

before

pro


10/36

DOUGLAS DC-4E. NX-18100. United Air Lines

This aircraft, the

first

of the large four-engine tricycle landing gear transports, cost one million dollars in 1938. First

flown

during

June of 1938, the triple-tailed DC-4E

was the world s

largest landplane. The well

know

racer plane designer and race pilot, Benny

Howard, was one of

the aircraft s test

pilots. In November of 1939,

the

DC-4E

was

used

by

United

Air

Lines on an extended tour

of most of

the

United States.

Though

impressive,

United

felt that the transport needed modification to become a satisfactory air

liner. United had ordered 6 of the type for delive ry in early 1941. Although five major airlines had shown interest, no one but

United wanted to order the

aircraft. The

DC-4E prototype was

sold

to Japan

late

in 1939. (That's a whole story in itself )

Douglas

redesigned the entire concept

and

60 orders for the smaller single-tailed DC-4 came forth from United, Eastern,

American,

Transworld, and Pan

American

airlines.

Because

of the war, the production of these aircraft were taken over

by

the Army as the

C-54, with first deliveries in May of 1942.


11/36

y

H G Frautschy

From the

collection of

W.

Hendon

we have this month's

Mystery Plane, designed and flown in the high plains . The an-

swer will be published in the March, 1996 issue of Vintage Air-

Jack McRae supplied us with a copy of the photo, which is

originally

credited

to

the

U.S. Air Force. Jack wrote that

the

Tiffany Sport

was

one of

the airplanes

entered

in

the

Light

Airplane events

at

the 1925

National

Air Races held at

Mitchel Field, Long Island, NY in October 1925, and included

a copy

of

an

account of

the

Dayton

Daily

News

Trophy

race

published

in

the October

19, 1925

edition of Aviation, The

Tiffany had engine

trouble and

was merely taxiied across the

start

line so

that

Sarter Tiffany could get his

entrance

fee re-

turned. In that same race, Ed Heath also had trouble with his

converted Harley

Davidson powered

machine , the Hum-

mingbird, and

was

also unable to actually

fly in the

race.

Both

racers did fly in the Light Place Efficiency event, but the

Tiffany experienced a loss of engine lower and was forced

to

land on the Salisbury Club golf course. According to the arti-

cle He (Tiffany) gave

the

spectators quite a thrill at

the

start

as he had great difficulty getting

off the ground

and

bumped

along for a half mile before his sputtering motor gave him suf-

ficient lifting power.

Both

Remo

and Charley used Experimental Light Aircraft

and Midget Racers by John Underwood and

John

Caler (Aero


12/36

WHAT OUR MEMBERS

ARE RESTORING

by orm t

rsen

Dave Tyndall s Luscombe 8A

This very pretty 1946 Luscombe 8A NC71373, SIN 2800

was restored

by

David Tyndall EAA 116326,

AIC

7288) and

his father, Jim Tyndall,

of

Mechanicsville, VA . Sadly, Jim

Tyndall didn't live to see the first flight of the 8A on Septem

ber 7,1995, having passed away prior to the airplane's com

pletion. The Luscombe was completely disassembled with

every nut

and

bolt replaced . In

addition, the

Continental

A65-8

was majored along with all accessories. A new lower

cowl from Univair was used to clean up the nose area. A

Sensenich 76KCK44 wooden prop was installed. The wings

were stripped, cleaned and primed and new leading edges,

cables and pulleys installed. Covering was done

in

Ceconite

102 using the Air-Tech process.

The

Luscombe was painted

with Air-Tech polyurethane white

and DuPont Centari

Boston

maroon

was used for the trim. A new

interior

was

installed along with gray flock coating on the metal panels.

Complete with wheel pants, the neat Luscombe cuts a pretty

picture. Congratulations

to

you, David, and

best

wishes

on

your

next

project

, a big cabin Waco

EGC-8,

NC2329, SIN

5062.

az il

ian

Sti

nson 108 3

This photo of a Stinson 108-3 under rebuild was sent in by

Moyses Gomes Da Silva of Recife Pernambuco, Brazil. The

workmanship appears to

be

excellent with everything well

primed for long term corrosion control. Note the outside bag

gage door, common to the dash three, and the Scott 3200 tail

wheel.

In

the foreground is a Cub fuselage and between the

108-3 landing gear is a wheel pant from a Piper Pacer or Clip

per.

What

a fascinating

hangar

to browse through

Perhaps

Moyses will send

us

a photo

of

the Stinson 108-3 when it takes

to the air. Until then, best wishes on the project.


13/36

Andrew

King s Ryan

M-l replica

The

big square fuselage in the photo

is

the substantial begin

ning

of Andrew

King's replica Ryan

M-1

cabin job. As

Andy

says, The project started in March

of

this year and as of now,

the fuselage is welded up and the various

accoutrements are

going

in

-

seat

mounts, cowling

attach tubes

,

and

so forth .

Apparently, information on the Ryan M-1 is difficult to

come

by, however ,

Andy

discovered

that Bob

Buck , living

just

30

miles away, had an original Ryan M-1 fuselage hanging in his

hangar - and he agreed to

loan

Andy the fuse lage to copy.

Perhaps the readers

of VINTAGE AIRPLANE

could help in

tracing the history

of

Bob Buck 's fuselage

.

t came

from

southern California and was apparently at Tallmantz Aviation

during the time of the filming

of

the movie,

The

Spirit of St.

Louis. t must have flown into the late 1930's as there are

fiber stop nuts in evidence.

The

following clues might help

the

front cockpit ha s

been

closed in

but not

the back, wheel

brakes have been added and the fuselage sheet metal has been

extended down the fuselage sides several feet aft

of

the fire

wall. f anybody has a picture of such an airplane, we would

like to see it. In addition, Andy would like a

ny

information on

Homer Ro

y

Webber

, who ran

Webber Airport

in Inglewood,

California, in the late 1920's and owned an M-l.

The second picture is a Jenny fuselage

that Andy

and Ken

Hyde are building

at

Ken

Hyde

's shop for the

Army

Aviation

Museum

at

Fort Sill, OK. Note on the wall

in

the background,

a Ryan rib, a Jenny rib and a Wright Model B rib.

(Andrew's phone number is 703-830-0376 in Centreville, VA)

Ken West's Beech Bonanza

Photographed

at Munsil Williams

'

farm

strip near Pickett, WI ,

is

a 1958135 Beechcraft

Bonanza ,

N58KW

, S N

D-5690

,

that

is the

pride and joy

of

Ken West (EAA 211828,

lC

24715) of Clintonville, WI. With a 260

hp

Continental

IO-470N

engine and

long

range

tip tanks

,

the

135 Bonanza is a da

ndy

cross

country machine with a good cruise

of

165 kts.

and about a six hour range. Ken has flown the

pretty Contemporary

class bird all over the

U.S.

With full-length ailerons and complete ball bearing controls,

the 22 is

a delightful airplane

to

fly

and

if

Charlie

Bell has


14/36

ettingYour Project

Home

by Dan Halloran

Because Travel

Can

Get Little Tricky _

__

My mighty 1983

Honda

Civic Wagon

has

pr

oven to be a re

li

able tug in two in

stances, and I thought these photos m

ay

be

interesting

if yo

u contemplate transporting

yo

ur project to your home shop.

After deciding to r

ecover

the wings

of

a Cessna

140

(NC 89429) I u sed th e

Honda

to transport

th e win gs and th en

later to two the fuselage some 5 miles to

my home for

dead

storage for th e du ra

tion

of

the project. An early morning trip

on

a

Sunday avoide

d

the inquirin

g

eyes

of the police and saved money. The fuse

lage

then

spent a cool

winter

wrapped in

plastic,

but

it is n

ow

being reassembled .

T he hangar rental ac tu a ll y

paid

for th e

wing recovering materials from Stits.

Havin

g a

so

ft s

pot

in my h

ea rt

for

the

Pipe r

Vagabond

(PA-17) prevented me

from pa ss ing up a n

ad

in EAA ' s Sport

Aviation about a few years ago. I

bought

it sight

unseen

from

Jeff

H erring of Mar

shall ,

TX

.

The next problem was transportation of

the airplane back to

Wi

sco nsi n. Knowing

the size and weight , and be ing basically an

adve

ntur

esome sort I dec id

ed

to drive my

H o

nda

Civic

wagon

(a

1983

model with

150,000 miles) to Texas, tie the Vagabond

on my car-top carrier, stiff the tail surfaces,

engine , cow ling, e tc. inside and h

ead

for

Wisconsin.

Seemed st

raight enough for

m

e

And

it

was.

The entire airpla ne, includ

ing the engine, is either on

or

in

the Honda. rdid remove all but

th

e

driver's seat prior

to the

trip

..

Fully loaded I still had

rear visibility and road stability.

There was nothing adverse to

report, although my gas mileage

did

drop to

18 mpg .

(Your

mileage may vary.)

In

Ok l

ahoma a

police

patrol car fol

lowed me a mile

or

so, flashing his lights up

to get a look at the curious structure, and

then passed without further questioning.

At rest stop s and gas stations I got tired

of

ex

pl a inin g what r was carrying ,

so

I

st art ed makin g

up names.

Oh ,

that

's a

Texas

TV tow er " "O h, that? It 's an an

tique oil rig. Yup , that's an airboat.

The sign on the si de window reads:

"SOME

ASSEMBLY

REQUIRED. f

anyone

travels

th e

route from Texas

to

Wi

sco nsin, keep and eye out for my

mi

ss

ing nose ribs.

t

seems a few d

ep a

rt ed

company wi th the wing that did not have a

leading edge installed.

*

*

* *

Editor s note Th

e

old saw that

"Ne

ces

sity

is th

e

moth

er of

in

ve

ntion

"

sur

e

applies

here

If I would be c

on

ce

rn

ed

about

making

such

a

trip, it would

only

be

wo

r

risome if the airplan

e

still

had cov

e

rin

g

on it - all

of

the additional

side

area

above

th e CG of

th

e c

ar could

be a

problem

in

ac

ro

ssw ind .

But with

the covering

off

,

as in

Dan s case, abou t all it did was add a

bun

ch

of dra

g.

....


15/36

Brad

Thomas

D 7R

eechcraft

Staggerwing

y

H.G. Frautschy

How would you define fortunate? In

youngsters of the 1930's, he

was

an

avowed airplane nut, and was able to

After

he

returned

from

the War

, he

married his girlfriend Ferne and went


16/36

He had serv ed

as

the Chief Classic judge

at EAA O shk os h, and he al so was th e

Sec reta ry of the A

ntiqu

e/C lass ic Divi

ence be twee n findin g your dr eam ai r

p la ne o r spending wh at seems like an

e

ndl

ess am ount of tim e ch

as

in g a ft e r

1995, o nly two of

th

e Wrig

ht

powe red

R mode ls

st

ill ex isted and onl y o ne

was flying.


17/36

would be one of the most popular of the

Staggerwings, with over 68 civilian mod

els

built

before WW

II out

of the

781

various models constructed. (Many more

were built as Navy GB-2 or Army UC-43

models during the War.)

Before Tommy bought the airplane,

there

were thirteen

previous owners, in

cluding the U.S. Government, who im

pressed the

airplane

into service during

the war years.

When

Brad first saw

the airplane,

it

hadn't been flown very often, and a num

ber

of bird nests had to be removed dur

ing the process of making the airplane

ready to

ly

again.

To

Brad, it was obvi

ous

that

he was buying a flying

restora

tion

project

-

the

metal and

fabric

both

needed help, and the engine wasn't feel

ing too well either. I t had been through

a rebuild

earlier

in

the decade after

a

gear-up landing and,

while most

of the

repairs were adequate, it was not a show

plane by any means.

Brad continued to ly the airplane for a

short while.

It

was then decided a rebuild

was

in

order. Since the covering was grade

A cotton with a dope finish, rejuvenation

was an option, and so it was done, along

with some

new

dope.

Still it

just didn't

progress the way Brad wanted, and so he

decided to call in one of the experts.

Bern Doc Yocke is a

name

that

should

be

familiar to many of our mem

bers - he

and

his craftsmen

at Doc's Air

Service in Sandwich, IL did

the

restora

tion of

a

number of Staggerwings

fea

tured in

the

pages of

Vintage

Airplane

over

the

years.

The

most recent

of

them

was

Jim

Porter 's D-17S , winner of

the

EAA OSHKOSH '92

Grand Champion

Super clean describes the outstanding workmanship that was put into

this Staggerwing by Bern Doc Vocke and his crew

at

Doc s Air Service,

Sandwich, IL. The landing gear on the Staggerwing is retracted by an


18/36

A very original panel was what Brad

wanted and oc gave him

just

that with

a short radio stack built up and installed

on the floor

below

the

center

of the

panel. All of the instruments are original

except

for

the airspeed indicator. The

tach is unusual in that the pointer

rotates

one complete revolution

for

every 1 000

rpm. The small number on the left half of

the dial indicates the number of times the

pointe r has gone around the dial.

Antique award.

Doc

was one of the first

Antique/Classic members and was

one

of

its first directors, helping get the Division

off

the ground

as member No. 60. Doc

earned his

nickname

through dental

school - before he became a full time re

storer, he was a D.D.S., earning his living

as a dentist. But as his skills and reputa

tion grew over the years (an A&P in 1967,

an IA in 1970), he found he had less time

for dentistry than airplanes,

and

so

Doc's

Air Service was born.

Doc Yocke

is

also a Ham radio opera

tor, and one of his contacts

over

the air

waves was none other than Brad Thomas

Sharing their love of

airplanes and

Stag

gerwings in particular was how they first

met, and when Doc had a slot open in his

done

related

to

the

wing spars (they

needed

a

couple of splices to

get them

shipshape)

and some

of the

fuselage

needed work as well. Brad was intrigued

by the outstanding woodwork done by the

craftsmen at Doc's, along with the restora

tion of most of the sheet metal.

The

Wright engine was in pretty tough

shape, and the R-975 is not a common en

gine any longer. Brad had the powerplant

shipped to Mike Connors who

lived in

Florida at the time. Mike did a true major

overhaul, replacing the crankshaft, rods ,

pistons, rings, and

supercharger

bearings

with factory new parts.

Even

the

2D30 Hamilton Standard

prop was new. Well, almost brand new - it

only had a couple of flights on it. Dub

Yarbrough, past president of

the

Stagger

wing Foundation , had a 2D30 prop that he

had

loaned

once to

a

fellow

who

had

flipped his Staggerwing

over

on landing,

and needed

a

new prop to get it back

home. After he returned the prop, Dub

put

it on the shelf until it was

needed

by

Brad, who was able to purchase it for his

Staggerwing. After a complete overhaul,

it

was mounted on the newly-majored

Wright.

Most of the instruments were the origi

years on the enthusiasm of his wife Ferne

for support and when it came to the Stag

gerwing, he wanted to be sure and do a lit

tle something for her, so a leather interior,

just like the one you could

order from

Beechcraft in 1937, was

created and

in

stalled.

Brad

kidded that he did them to

make brownie points with Ferne, but talk

ing

to

him, it was

pretty obvious that he

valued

his

wife's

opinion

highly, and

wanted to please

her

in some way when it

came to the Staggerwing's restoration.

In June of

1994,

Doc made the

call

to

Brad

to

tell him that his Staggerwing was

ready. A

hop

on a

commercial

flight to

Midway

Airport

in Chicago had him on

his

way

,

and

he says that when he

first

walked into the

hangar,

he

couldn't be

lieve his eyes.

"I

had never

seen it totally

finished

with all

the

sheet metal on it

and

all

the

other

stuff.

It

was so darn pretty I couldn't

even talk " Covered in Ceconite and fin

ished

in Dupont Imron ,

it positively

glowed.

A few glitches, easily remedied, were

encountered, and Brad

was thrilled with

his new Staggerwing. He was honored

that his airplane was the first

airplane

housed overnight

in Staggerwing Club

president Jim Gorman 's new hangar.

EAA OSHKOSH

'94 was a wonderful

time for Brad. After so many years of ef

fort and desire went into the project, the

award presented as the Bronze Age An

tique Runner-up

was simply a little icing

on the cake.

I t

was a dream come true.

To

be

honest, this

paragraph is the

toughest I've ever had to write. Words

can't express the pain felt by Brad when

his beloved

Staggerwing

was lost

due to

fire on

the return

trip from

the

Conven

tion. A

gear

up

landing exposed one

of

the

the

few flaws that exists on the air

plane. During

a

gear up landing on

a

paved

surface,

the

belly fuel tank

drains

can contact the pavement, and be ground

off, spilling fuel everywhere. One

spark

can set off the entire spill, engulfing the

airplane.

The

airplane was completely de

stroyed on

landing at

the

Sandwich air

port,

and

Brad

was

fortunate

to

escape


19/36

Tom Leaver's

Morane-Saulnier MS.230

"PARASOL"

y Tom Leaver

(EAA

482978,

le

25044), London, England

An

Inst

ance Where

Perseverance

ring and timing gearing were in need of

specialist remanufacture as no spares ex

ist. This,

together

wi th a f ulty starter

magneto, kept the aircraft on the ground

more often than I like to recall. Nonethe

less,

perseverance

and my

check

book

prevailed such that by 1993, I began to fly

her with reasonable confidence and relia

bility. We had a spectacular and unchar

acteristic

English summer for 1994 and

consequently flew almost 50 hours, which

is a lot for this type of aircraft. Total to

date is just over 100 hours.

The airplane is completely original, in

cluding

the

instruments ,

though

I have

had

a

Comms

radio

(VHF

communica

tion) and battery installed for practicality.

The airframe including

all

the

ribs,

stri ngers and longerons are original , al

though they were

stripped

and recondi

tioned during restoration and Irish Linen

used for recovering.

As far as history

is

concerned

,

the

MS.230 came out of the French Air Force

on July 27,1949; was sent back to the fac

tory for overhaul and placed into storage

on

December

14, 1949.

She then came

out

of

storage

in February of the follow

ing year, though I have no further record

until August 28,1952, when she was

placed on the French civil register in Paris

as F-8GJT. Thereafter, she flew for vari

ous French Aeroclubs

(some

MS.230's

were used as glider tugs) and eventually

purchased by the Hon. Patrick Lindsay in

1967, and flown to England by Bert Good

child l

ater that

same

year. She was then

registered G-A

VE8 with the

CAA

as

Patrick's first airplane (the first of sev

eral) until his death in 1985. When I ac

quired her, she had not been flown since

1982.

The late Manx Kelly flew her in aero

batic competition in the UK in the early

1970's and she was the back up aircraft

for the movie,

The

Blue Max.

The

ac

tua l MS.230 flown in the movie now re

sides in the San Diego Aviation Museum.

She is a delight to fly and a challenge

to land and taxi, being of an unforgiving

nature in this respect.


20/36


21/36


22/36

San Diego Aviation Museum.

The

sub

ject of this story , MS .230, registered G

AVEB

in Gr

ea t Britain, was the backup

aircraft

for

the

movi e,

but

was

not

needed.

There are presently

only three

air

worthy exa mples of the

MS 23

0 still fly

ing. Tom Lea

ver 's G-A

VES , Kermit

Weeks'

example in Florida and one in

the Jean

Salis

collection

in France, so

these photos are of a rare airplane

Tom

Leaver' s paint

job

is an authen

tic 1930's

Fr

ench Air

Forc

e sc heme of

th e Premier Escadri lle Le ge re de D e

fence based at Le Bourget

in

1937-1938.

The

co

lors depict an obse rvation air

craft with white bars across the wings

and tai l surfaces

denoting

tha t it was a

squadron

observation hack and not

a

fighter.

In the MS.230, the pilot occupies the

rear cockpit and the airplane res ts at a

Cr

uising

over

the lush green English

countryside , the Morane-Sauln ier

MS.230 presents a pretty picture

for

Richard

Paver

s

camera.

That

s

owner

Tom

Leaver,

in the rear

cockpit wi

th the

helmet

and goggles.

Note the

close

spacing

of the wing

ribs

, so

typical of

an

aerobatic aircraft

al

ong with the

massive

wing

st

r

uts.

The

engine

t

urns

the

prop

counter

clockwis e

oppos ite t o the

American

engines.

rath

er steep g

round

angle, making

the

forward visibility nil. In addition,

it

has

no brakes, so th e

directional

stability

ge ts a bit tricky at times and a real test

for

the

pilot , espec ially with a tailskid

in s tead of the

traditional

tailwheel.

Crosswind landings increase the pucker

factor by several point

s

Upon comple

ti o n

of

the reb

uild

, Tom

Leaver

was

carefully coached by instructor Jo

nathon Whaley, who has obviously done

a sup

er

b

job

as

Tom

now admits to just

over a

hundred hour

s on the MS.230 to

date and everything working fine.

A most

hearty " thank you to Tom

Lea ver for sharing his treasure with our

readership and to author and photogra

pher, Richard Paver, for an outstanding

job of aerial photography on a very rare

airplane.


23/36

ype

Club

LISTING

Once again, as a service to

our

member

s, we prese

nt the Antique/Clas

sic Division

's most current

list

of type clubs and related

or

ga

nizations

.

If

your

g

roup

is

not listed,

plea

se

provide

us

with information

which

ca

n be included

in

a

futur

e

issu

e of

VINTAGE AIRPLANE

and

t

will be

added to our follow-up for next year (We 'll

also

list

you

imm ediate

ly

in N NEWS .

If

you have changes related to your listing, please

drop

a postcard

in the ma

il

with

th

e new listing exactly as you would

lik

e

t to appe

ar. Send t

to:

Antique/Classic

Type Clubs

,

EAA Aviation

Ce

n

ter,

P.G.

Box 3086, Oshkosh,

WI

54903

-3086.

new list category has been added to compile the clubs that may not be specific to one particular aircraft make, ie ., The National

Biplan

e

Association. You

'll find

this

new listing

before th

e

Or

ganizations list

on

page

24.

Aeronca Aviator's Club

Julie

and Joe Dickey

55

Oakey Ave

.

Lawrenceburg , IN 47025

812/537-9354

Newsletter:

4

issues per

subscription

Dues: None

-

$16

subscription

International Aeronca Ass'n

"

Aeronca

Lover's Club"

Buzz

Wagner

Box

3, 401 1

st

St.

East

Clark, SD 57225

605/532-3862

Newsletter: Quarterly

Dues:

$20

per year

National Aeronca Association

Jim Thompson, President

806

Lockport

Road

P. O.

Box 2219

Terre Haute

, IN 47802-0219

812/232-1491

Newsletter: 4 per

year

.

Dues:

$25

U.S. ,

$35

Canada ,

$45

Foreign

Aeronca Sedan Club

Robert

Haley

475

Rincon Ave.

Livermore

,

CA

94550

Bird Airplane Club

Jeannie

Hill

P.

O.

Box 328

Harvard,

IL

60033

815/943-7205

Newsletter: 2-3

annually

Dues:

Postage Donation

American Bonanza Society

Ken

Johnson, Administrator

P.

O.

Box

12888

Wichita,

KS 67277

316/945-6913

FAA 316/945-6990

Newsletter: Monthly

Dues

:

$45

per year

Staggerwing Club (Beechcraft)

Jim Gorman, President

P.

O. Box 2599

Mansfield,

OH 44906

419/529-3822 (H),

755-1011 NJ


Dues

:

$20

per year

Twin Bonanza Association

Richard I Ward

, Director

19684

Lakeshore

Drive

Three

Ri

vers, MI

49093

Phone/Fax 616/279

-

2540


CaliAir Type Club

Dave

Decke

r

3307 Astro Dr.,

Hereford,

AZ 85615

602/378-3688

Cessna Airmaster Club

Gar

Williams

9

So. 135

Aero Drive, Naperville,

IL

60565

708/904-8416

Dues

:

None

International Bird Dog Association

(Cessna L-19)

Phil

Phillips, President

3939

C-8

San Pedro,

NE

Albuquerque,

NM

87110

505/881-7555

Newsletter: Quarterly "Observer"

Dues:

$25

per year

Cessna T-50 "Bambo Bomber"

Jim Anderson

, Secretary/Treasurer

Box

269

Marine on

St.

Croix, MN 55047


Dues

: Contact club for info

Cessna Owner Organization

P.O. Box

5000

lola, WI

54945

715

/445-5000 or

800

/331-0038

West

Coast Cessna

Culver

Aircraft Association

Great

Lakes Club


24/36

120/140

Club

Don

and Linda Brand

9087 Madrone

Way

Redding

, CA 96002

916/221-3732

Newsletter: Bimonthly

Dues:

$10 per year

Cessna

150/152

Club

Skip Carden,

Executive Director

P. O. Box 15388

Durham, NC 27704

919/471-9492

Newsletter: Monthly

Dues:

$20

per

year

Int. Cessna

170 Association,

Inc.

Velvet

Fackeldey, Exec utive

Secretary

P. O.

Bo

x

1667

Lebanon

, MO

65536

417/532-4847

Newsletter: Fly Paper 11 per yer)

The 170

News

(Quarterly)

Dues : $25

per year

International

Cessna

180/185 Club

(Cessna

180-185 Ownership Required)

Johnny Miller

3958 Cambridge Rd . 185

Cameron Park , CA 95682

916/672-2620

Newsletter: 8-9

per

year

Dues:

$20 per year

Eastern

190/195

Association

Cliff

Crabs

25575

Butternut

Ridge

Rd.

North Olmsted, OH 44070-4505

216/777

-4025

after

6

PM Eastern

Newsletter

: Irregular;

Manual on maintenance for members

Dues:

$15

initiation and

as

required .

International

195 Club

Dwight

M.

Ewing, President

P. O.

Box

737

Merced ,

CA

95344

209/722-6283

FAX

209/722-5124


Dues: $25 per

year U.S

.

Corben

Club

Robert L. Taylor, Editor

P. O.

Box 127

Dan Nicholson

723 Baker

Dr

.

Tomball,

TX

77375

713/351-0114

For newsletter and dues

info

,

contact the club .

Dart Club (Culver)

Lloyd

Washburn

2656

E Sand Rd.

Pt.

Clinton, OH 43452-2741

Newsletter

Dues: None

Robin s Nest

(Curtiss Robin enthusiasts)

Jim Haynes ,

Editor

21 Sunset Lane

Bushnell

,

IL 61422

deHavilland Moth Club

Gerry

Schwam , Chairman

1021 Serpentine Lane

Wyncote

, PA 19095

215/635-7000 or

886-8283

FAX 215/635-0930

Newsletter

: Quarterly

Dues: $15 US and

Canada

,

$15 Overseas

deHavilland Moth

Club of

Canada

R. deHaviliand

Ted Leo

nard

,

Founder/Director

305 Old Homestead Road

Keswick, Ontar

ion Canada

L4P 1E6

416/476-4225

Newsletter:

Periodically

Dues:

$20 annually

Ercoupe Owners

Club

Skip Carden

,

Exe

c

utive

Director

P.

O.

Bo

x

15388

Durham ,

NC

27704

919/471-9492

Newsletter:

Mon

thly

Dues: $20 per

year

Fairchild

Club

John W. Berendt, President

7645 Echo

Point Road

Cannon

Falls, MN

55009

507/263-2414


Dues: $10 per year

Fairchild Fan

Club

Robert

L. Taylor, Editor

P. O. Box 127

Blakesburg , IA

52536

Robert L.

Taylor, Editor

P. O. Box 127

Blakesburg ,

IA

52536

515/938-2773

Newsletter: 3 - 16 pg . Newsletters

Dues : $15for3

issues

The

American Yankee Association

Stew Wilson

3232

Western Dr

ive

Cameron

Park

,

CA 95682

916/676-4292

Newsletter

Dues:

$30

per year U.S. ,

$30

Fo

reign

Hatz Club

Robert L. Taylor, Ed itor

P.

O.

Box 127

Blakesburg

,

IA

52536

515/938-2773

Newsletter: 3 -

16

pg . Newsletters

Dues: $15for3issues

American Hatz Association

Lorin

Wilkinson

,

President

16225

143rd

Ave .

SE

Yelm , WA 98597-9169


Dues: $10 U

.S.,

Canada

,

$15 Foreign

Heath Parasol Club

William Schlapman

6431

Paulson

Road

Winneconne, WI 54986

414/582-4454

Howard

Club

Bruce Dickenson , President

P.O. Box 191

Santa

Paula

, CA 93060

805/525-5893


Du

es:

$15 per year

The Interstate Club


P. O. Box 127

Blakesburg, IA

52536

515/938-2773

Newsletter:

3 -

16

pg . Newsletters

Dues : $15for3

issues

Lake

Amphibian Flyers Club

Bill

Goddard, Editor

815

N.

Lake Reedy

Blvd .

Frostproof,

FL

33843-9659

Newsletter: Bi-monthly

Dues $44 per year

Meyers Aircraft Owners

Asso

ciati

on

International Comanche Society

Stearman Restorers


25/36

William E Gaffney, Secretary

26Rt.17K

Newburgh

,

NY 12550

914/565-8005

Newsletter: 5-6

per year

Dues:

Postage fund donat ion

Monocoupe

Club

Bob

Coolbaugh, Editor

6154 River

Forest

Drive

Manassas, VA

22111

703/590

-

2375

Newsletter: Monthly

Dues

:

$15

per

year

Moon ey Aircraft Pilots Assn.

Mark Harris

314 Stardust

Dr

ive

San

Anton io,

TX

78228

512

/

43

4-5959

Newsletter

Dues

:

$30

per

year

American Navion Society

Jerry Feather

,

Edito

r

Lod

i

Mun

ici

pal

Airport

59A

Houston Ln .

L

od

i, CA

95241

-

1810

209/339 -42

13

Magaz

ine: Bimonthly

Dues

: $45

per year

Buc

keye Pietenpol

Ass

ociation

6364

Franks Road

Byrnes Mill

,

MO

63051-1103


Dues: $10

per

year U.S., $12 Canada

& Mexico, $15

all

other countries

Interna

tiona

l Pi

etenpol

Association

Robert

L.

Taylor, Editor

P.O.Box

127

Blakesburg,

IA

52536

515

/938-2773

Newsletter: 3 -

16 pg

. Newsletters

Dues:

15for3 issues

Short

Wing

Piper Club

,

Inc

.

Eleanor and Bob Mills, Editors

220 Main

Halstead, KS 67056

316/835-3307 (H);

835-2235fY /)

Magazine

: Bimonthly

Dues:

$30

per

year

Wiley Post Airport

Hangar #3

Bet

h

any

,

OK 7300

8

News

letter: Monthly

Dues:

$35

per

year

Cub Club

John Bergeson , Chairman

6438 W. Millbrook Rd .

Remus

,

MI

49340

517/561-2393

FAX

517/561-5101

Newsletter: 6 per

year

Dues: $15

per

year

U.S. ,

$20 Canada

,

$25

Foreign

L-4

Grass

ho

ppe

rWing

Publisher: John Bergeson ,

Cub

Club

64

38

W.

Millbrook

Rd

.

Remus

, MI49340

517/561 -2393

FAX 517

/

561-5101

Ne

wsletter: 6 per year

Dues

:

$10 pe

r

year U.S

.,

$15

Canada/US

Funds,

$20

Foreign

Note : Must also be a Cub Club member

Super Cub

Pilots Association-

Jim Richmond , Founder/Director

P. O. Box

9823

Yak

i

ma, WA 98909

509

/

248

-

9491

Newsletter:

10

per

year

Dues

:

$25

per year

U.S

., $35 Canada ,

$40

Forei

gn

Porterf

ield Airplane Club

Chuck Lebrecht

91 Hickory Loop

Ocala ,

FL

34472

904

/

687

-4859


Dues

:

$5

per

year

Rearwin

Club


P. O.

Box 127

Blakesburg, IA 52536

515/938-2773

Newsletter: 3 - 16 pg . News letters

Dues

:

15for3

i

ssues

Nat ional Ryan Club

B

ill

Hodges, Edi tor

and

Historian

19 Stoneybrook Ln.

Searcy

, AR

72143

Association

Brian

F. Riggs, President

P.

O.

B

ox

10663

Rockville,

MD 20849

-

0663

Newsletter: 3 per

year

Dues: $25 per

year

National

Stinson Club

c/o Jonesy Paul

and

George Alleman

14418 Skinner Road

Cypress , TX 77429

713

/373-0418

(JP)

916

/622-4004 (GA)


Dues

:

$15

per

year

Na

tional S

tinson

Club

108

Section)

Bill and Debbie Snavley

115 Heinley Road

Lake Placid ,

FL

3

385

2

813

/

465-6101

Quarterly

magazine: St

i

nson Plane Talk

Dues

:

$25

US ,

$30

Canada

and Foreign

Southwest Stinson Club

Tony W right,

Pres.

2264 Los

Robles

Rd.

Meadow Vista , CA 95722

916 /878-0219

Newsletter:

SWSC

Newsletter

(11 per year

)

Dues: $20 per year

1-26 Assoc

ia

t

ion

(Schweizer)

Division of the Soaring

S

oc

iety of America

c/o

Tom

Barkow ,

Sec

.

Treas.

1302

South Greenstone Ln .

Duncanville,

TX

75137

214/296-3858

Newsletter: 8

per year

(plus

a directory)

Dues

:

$15

to

25

per

year

(Soaring

Society of America membership

required for voting privileges)

Swift

Association, International

Charlie

Nelson

P. O. Box

644

Athens, TN 37303

615/745-9547

Newsletter: Month

ly

Dues: $25

per

year

West Coast Swift Wing

c/o D

enis

Arbeau

2644

W. P

uebl

o A

ve

.

Travel Air Club

World War I Aeroplanes, Inc.

N3N Restorers Association


26/36

Robert

L.

Taylor,

Editor

P.

O.

Box 127

Blakesburg , IA

52536

515/938-2773

Newsletter: 3 -

16

pg . Newsletters

Dues: 15for3 issues

Travel

Air

Div. of

Staggerwing Museum

P. O. Box

550

Tullahoma, TN 37388

615

/455-1974

Newsletter: 4-5 per

year

Dues:

$35

per

year

American Waco Club

c/o

Jerry Brown

, Treasurer

3546 Newhouse

Place

Greenwood ,

IN

46143

Phil Coulson , President 616 /624-

6490

Newsletter: Bi-monthly

Dues

:

$25 per year

,

$30 Foreign

International Waco

Association

P.

O. Bo

x

665

Destin

,

FL 32540

904 /654-4138

Quarterly

magazine

Dues

: $25.00 per year

National Waco Club

Ray Brandly, Pres ident

700

Hill

Ave

.

Hamilton, OH 45015

513

/868-0084

Newsletter: Bimonthly

Dues

:

$10 per year,

$14 foreign

MULTIPLE AIRCRAFT ORGANIZATIONS

Art

ic Newsle

tt

er

David

Neumeister

5630

S. Washington

Lansing

,

MI 48911

-

4999

517/882-8433

Quarterly Newsletters for AA1, AA5 ,

Arrow, Baron,

310-320, 336-337, Malibu,

Musketeer ,

Norseman,

Skipper, Tomahawk,

Varga, Maule

Dues

: $10 per year per type except

Mau

le

which

is $20

for 12 issues

National Biplane Association

Charles

W.

Harris, Board Chairman

P.O

.

Box

470350

Tulsa ,

OK

74147-0350

L

eo

n

ar

d E.

Op

dycke

Director/

Publ

isher

15

C

resce

nt R

oad

Poughkeepsie, NY 12601

914/473-3679

Journa ls (4 ti

mes

annually):WW I Aero

(1900-1

919);

Skyways (1

920-1940)

Dues: Minim um - $25 each per year;

$30 Foreign

for both Journals

ORGANIZATIONS

Society of Air Ra cing Historians

Herman

Schaub , Sec.ITreas.

168 Marian

Ln .

Berea

, OH

44017

216/234-2301

Newsletter: Bimonthly Golden Pylons

Dues

: $15 U.S . $18 Other

American Aviation

Historical Society

Timothy Williams, President

2333 Otis

Street

Santa Ana, CA 92704

714/549-4818

(Tuesday,

7:

00-9: 00

PM local)


and

Journal

Dues: $35

Flying Farmers, International

Kathy

Marsh

, Office Manager

2120 Airport Road

P. O. Box

9124

Wichita, KS

67277

316

/943-4234

Newsletter: 9

issues

per

year

Dues

:

$40

per

year U.S.

Funds ,

plus Chapter dues

Luscombe Foundat ion

P.

O.

Box 63581

Phoenix,

AZ 85082

602/917-0969

FAX

602/917-4719

News

lett

er: Quarterly

Luscombe U

pda

t

e

Subscription:

$20 per year

International Liaison Pilot and

Aircraft

Associa tion (ILPA)

1

65

18 Ledgestone

Sa

n

Ant

on

io, TX 78232

Bill Stratton, Editor

21 0/490-

ILPA

(4572)

News letter: Liaison Spoken Here

Dues:

$29

pe r year US

$35 per yea

r F

oreign and Canada

G

era ld

Miller

332

0 Northridge Dr.

Gr

and Ju

nc tio

n,

CO

815

06

303/245-78

99

News letter

D

ues: $12

per year

The 99s,

Inc.

International Women Pilots

Loretta

Jean

Gragg,

Exec

. Director

Will Rogers

Airport

P.

O. Box 59965

Oklahoma City,

OK 73159

405/685-7969

Newsletter: MonthlylThe

99 News

Dues

: $40 annually

OX-5 Aviat ion Pioneers

Robert F. Lang

P. O. Box 201299

Austin,

TX

78720

512/331-6239

Newsletter: 6

per year

Dues: $10

per

year

Seaplane Pilots Association

Robert A. Richardson,

Exec

. Director

421 Aviation

Way

Frederick, MD

21701

301/695-2083

Newsletter: Water Flying (Quarterly);

1996 Water Landing Directory

$16

- Members/$35 non-members

plus

$4

shipping

Dues

:

$36

per

year

Silver Wings Fratern

ity

P. O. Box

44208

Cincinnati, OH 45244

513/321-5822

Newsletter: Monthly

Slipstream Tabloid

Dues

:

$15 pe

r

year

Open

to those who soloed

at least

25 yrs. ago.

Spartan School

of

Aeronautics

Alu

mni A

ss

ociation

8

820 E.

P

ine

Street

T

ulsa,

OK

74115

91

8/836-6886

News letter: Quarterly

D

ues:

$

10

a

nnu

ally

Vintage Sailplane Association

Jan Scott, Secretary

Rt.

1,

Box

239


27/36

P S S d ~

UCK

by E.E. Buck ilbert

EAA

21

le 5

P.O.

Box

424 Union

IL

60180

Finally, I find some answers to the question of "WHY

can't I use automotive oil in my airplane?"

I'm

lucky enough to be on the subscribers' list

of

Air

craft Maintenance Technology magazine. How this hap

pened, I

don't

really know. Maybe it was because

of

my

involvement with

the

Aviation Rulemaking Advisory

Committee on behalf

of you and all

the

rest of the EAA

1

L

utomotive

versus

vi tion

members. Tell you what, this has been a real learning ses

sion. The

ARAC

sessions have taught me a lot and

that

education

is

eventually going to trickle down and benefit

all the older airplane owners and operators. Look for

news in future issues of

VINTAGE

AIRPLANE.

Let's

get back to oil.

AMT

did an article in their Sep

tember, 1995 issue

that

deals with every question you've

ever

had

about

using

automotive

oil in

your

aircraft en

gine. f

there

is any possible way you can get a copy and

read it, do

it

The

article explains the basic differences in the opera

tion of auto vs. aircraft engines, and that, fellow aviators,

is

the key to the answer I was looking for.

Auto

engines don't run at maximum power for takeoff

I admit to using the single grade name brand oils

in

my

airplane

in

the past. They worked just fine. I changed oil

every

25

hours, and I even used the oil I drained out of the

airplane

in my

car because it was too clean to throwaway.

That's

not the case today. I tried it and it doesn't work.

I used the fancy new multigrade racing oil in my A-65 and

when the consumption was unacceptable, I went to the sin

gle grade .

The

results with that type

of

automotive oil

were less than satisfactory results too. I went back to avia

tion multigrade and my oil consumption went back to nor

mal,

the blood

pressure (oil) is

steadier, and despite

the

expense, the engine and I are happier.

Get

yourself a copy of the September issue of Aviation

Maintenance Technology

from

Johnson

Hill Press.

They're right here in Wisconsin at 1233 Janesville Avenue,

P. O. Box 803, Fort Atkinson, WI 53538-2604 (414/563

6388,

FAX

414/563-1702); Compuserve for you computer

hacks 75662,2604. Maybe they'll allow us to reprint the ar

ticle at some later date.

Hey, be sure and read my editorial and send in a copy

of the survey form included on page 2 and 3 - it 's impor

tant

Over to you

PeterD.

Gill

Enid,OK

Patricia L. Osbakke n Burlington,

WI


28/36

New

embers

Remi Albagnac

Christopher T. Ande rson

Woodrow Anselen

Stephen A. Bartlett

Jack R Beasley

Gilles Beda

Allan D. Belt

Richard A.

Bond

Bradley J. Boote

Torrey J. Brackett

Buddy Bradford

William L. Bradford

Michael R Butler

Duane

W.

Carlson

Dan Clapsaddle

Clark D. Cloukey

Morie 1. Corman

Glenn R. Crook

George Crowe

John E. Daugherty

Bruce Dudley

Gary English

Arpajon, France

Elgin, IL

Irvine, CA

Santa Barbara, CA

Mulberry, FL

Paris, France

Lexington, KY

Omro

, WI

Tonka

Bay, MN

Mesa,

AZ

Dickinson, TX

Independence, MO

Calistoga, CA

Ankeny, IA

Pew

ee

Valley, KY

Annnapolis, MD

Chappaqua, NY

Columbia,

IL

Fulle rton,

CA

Las Vegas, NV

Eagle, MI

RoseBud

,

TX

Charles L. Hagen

Gene HallMountian

Norman J. Harrison

Exeter,NH

Green, UT

Scarborough, Ontario, Canada

Edwin Heiser Livonia, MI

Claude I . Hobson Bellevue, NE

Joseph R.

Hooker

Citra, FL

Mark Howard Grand

Junction,

CO

Donald D. Hughes Apache Junction , AZ

John W. Inman Conroe,

TX

Joshua T . Jacobs Santa Rosa,

CA

Richard W.

Jarman

Twin Lake, MI

Norman Johansen Medina, OH

Robert

E.

Jone

s Tacoma,

WA

JeffH. Judy Nicholasville, KY

Melvin L. Kalb Scottsdale,

AZ

Kenneth R. Kennedy Mooresville, NC

Robert J. Kennedy Vienna , V A

Mike Kinate Colorado Springs,

CO

Col William C. Kingsbury, Jr.

James R. Kinville

Kenneth Krohncke

Richard J. Kuhn

Richard R Kyle

Minos Kyriakou

Robert

LaFountain

Robert

Langelius, Sf.

Brad Lemna

Robert E. Lidster

Simon Lind

Redlands,

CA

Burnsville , MN

Rio Vista,

CA

Barrington , l

Molina,

CO

Amaroussion ,

Greece

Brandon, VT

White Plains, NY

Fort Wayne, IN

Buena Park , CA

Epsom Downs, Surrey, England

Robert E. Little Pelham, NH

Patricia Logan Longview, TX

James F. Mara Phoenix, AZ

William R Maslin Starkville, MS

Fred H. Meyling Mulberry, FL

Thomas Monteith Pompano Beach, FL

John A. Morris Phoenix, AZ

Louis E . Neal Madison, MS

John

C. Norman Newport News, V A

AI Packard Bainbridge Island, WA

Gene Papet Cincinnati,OH

Kenneth E. Pate Monterey, TN

Leslie V. Perry Phoenix,

Z

Michael Planchak Dayton , OR

Robert G. Ragozzino Norman,

OK

Harold B. Rice Barrington, l

Harold

S.

Roberts Spartanburg,

SC

James W. Rosen Eugene, OR

Michael Sabin Virginia

Beach

, V A

William T. Sampson III Springfield, V A

Gary

Scheller Oshkosh, WI

Jack Schneider Lincolnwood,

IL

Robert Schunk Westha mpton Beach, NY

Michael Schwabauer Monticello,

IL

Larry W. Seigler Sugar Land, TX

Louis S. Shanley West Palm Beach, FL

Joe Sills Cedar Park, TX

Roy

L.

Skelton

Doubl

e

Oak

,

TX

Paul Solomon Glencoe, IL

Scot Stambaugh San Diego, CA

William C. Steier Eagan, MN

Richard K. Stewart Bath, PA

Michael

L.

Straley Scottsdale, AZ

John

J. Sucich

Chicago,IL

Theodore

Sean Tavares Andover, M

James H.

Thomason

i l l Charlotte, NC

William L. Tillman Virginia Beac h, V A

David W. Tobey Mesa,

AZ

B.

L Wad e Coffeyville,

KS

J. D. Wa.rd Kremmling, CO

Mark Warner Preston, CT

Patrick Warren Portland,

OR

David L. Wells Phoenix, AZ

Jim Wilcox Eau Claire, WI

David E. Witzel Baytown,

TX

Jam es O. Wolf

Roanoke

, IN

William Olds Yeazell Springfield,OH

Ruth

Young

Altamonte

Springs, FL

vintage airplane - dec 1995

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