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VOL.
32
,No. 2 FEBRUARY
2004
2
VAANEWS
IH.G.
Fraut
schy
4
2004
HALLOFFAME- NICK
REZICH
6
PASSITTOBUCK/BuckHilbert
7
MYSTERYPLANE/
H.G.Frautschy
8
THE
VINTAGE
INSTRUCTOR
CHARTING ACOURSE
/Doug
Stewa rt
10
1931SECOND-HAND
AIRPLANE
Budd
Davisson
15 JUSTAFLIVVER
KINDA
GUY
C
HRIS PRICE
ANDHIS
HEATH
PARASOUBu
dd
Davisson
20 2004 TYPE
CLUB
LIST
25 CALENDAR
27 NEWMEMBERS
28 CLASSIFIEDADS
§ I F F
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STR IGHT e
LEVEL
ESPIE BUTCH
JOYCE
PRESIDENT, VINTAGE
ASSOCIATION
eeling honored
It's been chilly or downright cold in the
states
north of us, and
the Carolinas
have been
seeing
a
bit
more
colder
weather than we 've had in the last couple
of years. We've been Sitting a bit closer
to the fire until the weather breaks. It s
making it a
bit
more of a
challenge
to
meet
my
completion date for the new in-
strument
panel in the Luscombe. I ve
really been pushing to get it done by the
end of April or early May.
Since the windshield and the engine
are
removed, I thought it would
be
a good
time to strip the interior and repaint it. Oh
no, you can see where this is heading The
skylight and side window plastic will
be
re-
placed, and it will look so good when it s
done. To get i t completed, I've been watch
ing
the
thermometer.
Every day
the
temperature has gone above 50 degrees,
I've headed out to the airport so I could
use the paint stripper
and
water to clean it
up. All those little miscellaneous pieces
like the rudder pedals have been stripped
and
cleaned, the brace tubes from the top
of
the
cabin to
the
engine mount have
been cleaned
and
painted,
and
the engine
mount has been cleaned, inspected and
repainted. Since I had to remove some of
the cabane structure
in
the cabin, I will re-
place the aileron cable pulleys with new
ball-bearing pulleys.
I'm fortunate I have a second airplane
to fly, my Contemporary category Beech
Baron. It 's doing well, and really is a
won-
derful tool. I can leave
my
home and be in
St. Petersburg, Florida, in less than three
and-a-half hours. That's less time than it
takes me to drive to the Greensboro air
port, check in, wait for the airplane, fly to
another airport for
my
flight to Tampa , and
then finally get a ride to my destination
af-
ter
I
get
off
the airliner. Sure, when you
have to
go
across the country to Phoenix
or Los Angeles, it makes sense to fly the
airlines, but not for shorter trips up and
down the East Coast. The more time
added for security checks and other parts
of the "airline experience, " the longer
my
Baron trips can be, and still
be
a better
deal
as
far as time is concerned. Just
as
it
is for many of
you,
my Luscombe is my fun
airplane . I
can
fly around to all of the small
airports, some public, and many private,
and visit friends . It s been so long since
I've had the Luscombe in the air, I wonder
if they'll remember
me.
I suppose I should
n t
change the exterior color just yet
As
I mentioned in previous columns, I
was at the centennial celebration at the
Wright Brothers National Memorial. It was
a remarkable event, even with the uncoop
erative weather.
Now
that I've been home
for a month, I ve read a number of ac
rity. Sure, it slowed us down, but nobody
around us seemed to mind too much. I felt
much more
secure after getting through the
Secret Service security check.
While listening to the various speakers
before the president's arrival , the feeling
of
being honored to be in Kitty Hawk
at
this time came over me. It had started to
rain not too long after we
sat
down, and
by the time the large Marine CH-53E heli
copters
arrived
in
advance
of
the
president, it was coming down hard. The
rotors were whipping the rain around in
great sheets. Just a minute later, a pair of
white-topped Sikorsky SH-3s appeared be-
Iowa
very
low ceiling. After a
quick
landing, the president stepped out into a
rain shower, and you could watch his ar-
rival
on
the large video screens set up
on
the memorial grounds.
When
he stood
on
the steps of the Sikorsky and waved , the
hair on the back of my neck stood on end.
Driven to the stage in a big GMC SUV,
he gave a 20-minute speech that honored
the Wrights as great Americans. He didn't
have any political agenda items in his
speech, and as a
fellow
aviator you
got
the impression he was happy to be there,
just
like the rest of us. It didn t hurt that
he
stood on that stage
in
the rain and saw
more than 40,000 aviators standing
in
the
rain
and
mUd.
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V NEWS
E Cri
t
ic
al
of
ir Tou
r
NPRM
Under pressure from EAA
and
other industry
representatives,
the
F has extended the
comment
pe-
riod on its
potentially devastating
National
Air
Tour
Safety
Standards
notice of
proposed
rulemaking
(
NPRM)
90 days to April 19, 2004.
Published in
late October,
in the
name
of
safety
the
NPRM
imposes
restrictive regulations
on the
air
tour
industry that the
provided
data do
not
support. In
preparing
its official
comments,
EAA
is
calling
on F
to
recall the NPRM
and
propose a
new
one that incorporates the comments
and concerns of
the
operators and
public. If enacted as now proposed,
the
regulations
would
force a signif-
ic a nt
number of owners and
operators out of business
and
would
ground
historically significant air-
craft because their owners
couldn't
comply
with them.
The proposed rule is incomplete
in that
it fails to define many terms
or incorporate
fully all information
needed to
make the
proposed rules
valid for use, EAA summarized. The
NPRM
would place new,
prohibitive
restrictions
on
private pilots prOVid-
ing charitable or
community
event
flights.
There is little supporting
data to
justify
the proposed wide
sweeping changes,
said
Earl
Lawrence, EAA vice president for in-
dustry and regulatory affairs.
For
example, the proposed rule
would require a 1920s-era
irpl ne
The world's greatest general aviation event,
EAA
AirVenture Oshkosh, is launching the next
century
of
flight at
EAA
AirVenture
2004
July 27
August 2 at Wittman Regional Airport
in
Oshkosh,
Wisconsin. The 52nd annual
EAA
gathering will
AIRVEN14
o
S K
pay
special attention to what lies ahead for the
world of flight, along with recognizing the innova
tions that have led aviation to today's achievements.
"Over
the past
decade we have recognized the aviators and
aircraft
that
changed the world over the past
100
years," said
EAA
President
and
AirVenture
Chairman Tom Poberezny. "This year
EAA
AirVenture is 'Launching the Next Cen-
tury of Flight' by looking ahead to the innovations that build
on
this legacy Some of
this new thinking is already becoming reality, assuring
that
the next century
of
flight will
be as
remarkable
as
the first
100
years."
EAA AirVenture Oshkosh has always been a home for aviation innovation and
serves
as an
inspiration for those who see untapped potential
in
personal flight
and
in
aviation
in
general.
Through
the years, many unique designs
have
debuted at the
event. In addition, the people behind the advancements have been welcomed to
share their knowledge and inspire others.
Most
of
this knowledge exchange occurs in the more than
500
educational fo-
rums ,
seminars
and
workshops
held during
the
week
that
cover the
entire
spectrum of flight.
Add
the more than
700
exhibitors displaying their latest innova-
tions
and more
than
10 000
airplanes including the
nearly
1 000
vintage
showplanes that dot the south end of Wittman Field, and
EAA
AirVenture partici
pants
have
an
unlimited source of aviation inspiration.
Details
on
specific EAA AirVenture activities,
as
well
as
aircraft arrival and de-
parture procedures
will be announced as
they
are
finalized.
For the
latest
information, visit
www airventure org
Housing information is available through the
Oshkosh Housing Hotline at 920/235-3007 (Monday-Friday,
8:30
a.m. to 5 p.m.
Central time).
voiced by both Congress
and
the
President of
Government and
Regula-
NTSB,
prompted
by a series of tory Affairs Earl Lawrence and
crashes involving air tour operation,
Director of
Aircraft Maintenance
many
of
which occurred
in Hawaii. Daryl Lenz. VAA Executive Director
However, EAA
does
object to the
H.G. Frautschy
is
working with Lenz
added restrictions proposed, the lack and Lawrence
on
developing
the
list
http:///reader/full/www.airventure.orghttp:///reader/full/www.airventure.org
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VAA s
Friends of
The
Red Barn
VAA Convention Fund Raising Program
s
pecial
name badge recognizing
tion
is
a
major participant in
the
The Vintage Aircraft Associa
your level of participation. During
World 's Largest Annual Sport Avi-
AirVenture, you'll have acc
ess
to
ation
Event
- EAA
AirVenture
the Red Barn Volunteer
C
en
Oshkosh! The Vintage Division
te r,
a nice place to cool off.
hosts and parks over 2,000 vin
Gold Level
con t r ibu to r s
tage airplanes each year from the
will also
r eceive a
pai r of ce
r
Red
Barn area of
Wittman
Field sou
th
to
the
perimeter
tificate
s
each
good for a
fl ight
on EAA's Ford
of
the
airport.
Trimotor
redeemable
during
AirVenture
or
during
The
financial support
for the
various
activities in
the summer flying
season at Pioneer
Airport. Silver
connection with
the
weeklong event
in the VAA Red
Level contr ibutors will receive one certificate
Barn area is principally derived from the Vintage Air
for
a
flighat
on EAA's
Ford
Trimotor.
craft Association's "Friends of the Red Barn" program.
This is a grand opportunity for all Vintage members
This fund raising program is an annual affair, begin
to join together as key financial supporters of the Vin
ning each year on July 1
and
en d ing June 30 of the
tage Division. It will be a truly rewarding experience
fo
llowing year. This year's campaign
is
well underway,
for each of us as individ uals to be part of
supporting
with contributions already arriving here
at VAA
HQ.
the
finest gathering of Antiqu
e,
Classic, and Contem
Our
thanks
to those of you who have already
sent in
porary airplanes in
the
world.
your 2004 contributions.
Won't
you please join those of us
who
recognize
the
You
can
join in as well. There will be
three
levels of
tremendously valuable key role
the
Vintage Aircraft Asso-
gifts and gift recognition:
ciation has played in preserving the great grass roots and
Vintage Gold Level -
$600.00
and above gift
general aviation airplanes of the last
100
years?
Y
our
Vintage Silver Level -
$300.00
gift
participation
in
EAA's
Vintage
A
ircraft
Ass
ocia
Vintage Bronze Level - $100.00 gift
tion
Friends
of the
Red
Barn will help
in
s
ure the
Each contr ibut ion at one
of these levels entitles
v
ery fine
st
in AirVenture
Oshko sh
Vintage
Red
you to a Certificate
of Appreciation
from the Divi
Barn
programs.
sion. Your name will
be
listed
as a contributor n
For those
of
you
who wish
to contribute, we've
Vintag
irplane
magazine, on the
VAA
website, included a
copy of
the contr ibution
form.
Feel free
and on a special display
a t
the VAA Red Barn
to
copy
it
and mail
it to
VAA headquarters
with
during AirVenture. You will also be presented with a
your
donation. Thank you.
VAA Friends of the Red
Barn
Name
______________________________________________ EAA#_______________VAA# ______________
Address
__________________________________________________________________________________
__
City/S tate!Zip
_____________________________________________________________________________
__
Phone
_____________________________________
E-Mail
________________________________________
_
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2 3 VINTAGE
HALL OF FAME
N I K
R E Z I H
A
viation is often a fam
ily interest
and
that
was
certainly true
on
the south side of
Chicago, where
the
Rezich family
was living during
the
golden age of
aviation. The
boys Frank Nick
,
and Mike, haunted the nearby
Chicago Municipal Airport later
Midway Airport) and built rubber
powered models of many of
the
airplanes of the day.
Nick Rezich soloed a Waco RNF
in
1933
at
age 14,
beginning
a
lifelong career
in-and
love
-
full-size aviation. He worked for
Benny Howard
at
Howard Aircraft
in Chicago,
and attained the posi
tion of plant manager before being
pressed into military service in
World War II
Following
the
war, he founded
Nick's other passion in life besides
airpLanes was playing the drums. His
role
model
was
Gene Krupa. All
the
brothers were musically inclined,
with Mike playing trumpet and Frank
playing the saxophone. In high
school, they
were
known as the
Rezich Orchestra.
The
voice
o
EAA
at the 1970 Joliet
air show, sponsored
by EAA
Chapters
15 ,
101, and 75. The Voice
ofEAA
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Nick and his wife, Joanne, in front
of
the family Travel Air D-4-D used
for Nick s air show act and for skywriting. Joanne and Nick were mar
ried in 19S0.
Seven-year-old Frank, lO-year-old Nick
(mugging for the camera), and lS-year-old
Mike Rezich behind the family home on
Laflin Avenue in Chicago, circa 1930. The
model on the ground in front of the boys is
the Spirit of st. Louis.
The very first airplane owned by the Rezich family was
this Piper E-2 Cub, which was purchased
by
Mike and
based at the Ashburn airport in 1936. Since 1936, the
family has owned 26 different airplanes.
y the time it was possible for Nick to buy an airplane in
1940, World War II was on the horizon. Here s Nick s f -
vorite airplane, his brand-new Culver Cadet at Howell
airport. It s blue and silver.
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P SS T TO BUCK
Y E.E. BUCK
HILBERT, EAA
21 VAA 5
P O Box 424,
UNION,
IL
60180
ging aircraft as
well
as
aging
pilots
and mechanics
I'm
beginning to feel like an
ancient, out-of-touch, left-out
something or other.
Every time I pick up an aviation
magazine, it's full of hi-tech write
ups that I
have
a hard time
understanding. Modern instrumen
tation,
glass panels,
sophisticated
navigation and collision avoidance
systems, engine monitors, fuel flow,
in-flight entertainment systems, au
topilots, you name it
These all have nothing to do
with the flivvers and the fun flyin'
depicted in this issue. Where
is
the
fun and the
enjoyment -the
sense of adventure,
the
thrill
of
flying
that
got me into this to be
gin with?
Well, in
our
Vintage organiza
tion , it's still there There is still a
core
group
out
there that feels a
sense of adventure,
the thrill
of
pure
flying,
that
is so
enjoyable
and a delight
to
the senses. They,
as
I do, only want release from the
hi-tech world, and
enjoy
the sim
plicity of turning a switch to get
When the current owner of a
neat
old Cessna 180 calls and asks
what
shape
my airstrip is in, how
long, what
the
coordinates
are,
and then tells
me
a
10-knot
cross
wind is a problem
for
him, and
elects
to
drive in, I can't but won
der. He
oohs and
aahs over
my
C 3
and the Fleet, and then shakes his
head
in amazement that
there
are
no electrical systems and nothing
in the panel.
How
can I possibly go any
where without
anything
like that,"
he wonders?
Well, I have
no intention
of "go
ing
anywhere. I fly for the
fun
and the pleasure of just being air
borne, looking at the local
territory, waving at my neighbors
and friends, and
maybe taking
someone for a ride.
My
Model
T" of
an
airplane
gives
me
all
that
I
want. That
first
takeoff is really
all
the
reward
I
need, but
the
subsequent landing
and the
pure pleasure of
what
I just
accomplished
is
"heaven"
in
itself.
taking advantage of this when I sit
in my recliner
and
go through the
collections of the past 30-plus years.
I start with the stack
on
one side,
and
as
I read through, I stack them
on
the other side.
When
I complete
the transfer from the one side to
the other, I start in all over again.
f i t were
possible
for the neo
phyte Vintage
member
to push
away
from his
computer
with all
its pop-ups and nonsensical adver
tising, and
take
time to read
through this collection of lore and
knowledge, his reward would be
the
assimilation
of
what
was
learned the
hard
way, by a lot of
people who wanted to pass
on
their
experience.
t
would satisfy
the thirst that
I hear every day
in
phone
calls from people calling
for information.
I know many of you are not privy
to this collection
as
I am,
but
we do
have
our
EAA Library and, lately, a
CD with all the
E Sport viation
articles on it, some of which pertain
to
our
kind
of activities.
t
is my
one
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early/mid '20s.
My
granddad said
it
was quite
a
performer,
especially
when you adjusted the valves on the
old
OX to 0
clearance
to
get an ex
tra
100
rpm. Wow, can you imagine,
1500
rpm?
Joe Maguire
Canton Ohio
B Y H G F R A U T S C H Y
Richard S Allen of Lewiston
Idaho looked up the abstract on
N O V E M B E R S M Y S T E R Y A N S W E R
the airplane and came up with
the
following details:
The Standard
J 1
was Serial No.
N-109, powered by a Curtiss OX-5,
Serial Number 3972.
t
didn't last
long in civilian hands . Sold by
the
Nicholas-Beazley Airplane Co. of
Marshall,
Missouri,
on March 20,
1927, it
was sold on June 27 to a
partnership
of George Kimball and
Glen Sayers
of
Adair, Illinois. [In his
correspondence, member Lynn Towns
of
Holt, Michigan, adds the
name
of
Herman Chenoweth
of
Table Grove,
Illinois, to
the partnership.} t
was
reported
that
not even a month later,
on July
13 1927
that
it
was com
Our November Mystery
Plane
The November Mystery Plane is a pletely destroyed a few days ago, tied
supplied by Jim Haynes was
a
J 1 Standard, with the fuselage short
to a fence and hit by a strong wind
fairly common airplane
in
its day
ened and the wings clipped. A frontal storm, turned over
and
completely
but
this
one was
a
bit different view of
it
would reveal the upper and
destroyed.
than
the
rest.
As
a
few
of
our
mem
lower wings are
of
equal length, and Other correct answers
were re
bers
noted
it had both
the
wings
the airfoil was
also
modified with
ceived
from
Thomas
Lymburn
and
fuselage modified:
more camber
for
a high lift airfoil.
Princeton Minnesota and
John
This
was
a very popular mod in the
Rowles Bemidji
Minnesota
. . . . . . .
THIS MONTH S
MYSTERY
PLANE COMES TO
US
FROM
LOUIS
P. KING
OF
HOUSTON,
TEXAS. BE CAREFUL,
IT S
NOT EXACTLY
WHAT
YOU
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THE VINT GE
INSTRU
Charting
Course
eeping
oriented
in the digital
world
DOUG STEWART
A
an
ardent supporter of the
FAA
Wings pro
gram of recurrent training, I feel that t is
important that I not only give safety seminars
and flight training in support of the program,
but that I undergo the training myself. I de
cided therefore to stop in North Carolina (on a flight to
Florida) to fly the three hours of
training
required for
the
Wings program with Guy Maher,
whom
I consider
the foremost inst ructor for the Cessna Cardinal. I was
flying my 1974 Cardinal RG to Florida (for a Thanksgiv
ing
celebration with two of my sons) rather than my
PA-12 because I wanted to still be a vintage instructor
when I reached Florida and not an antique instructor.
After a great deal of creative scheduling adjustments,
Guy and I were able to come up with a workable plan. I
would depart early
on
a Tuesday morning and get to
Sal
isbury, North Carolina, with sufficient time to complete
the training before his prior commitments kicked in
later in the afternoon.
Of course this was all dependent upon decent
VFR
weather in North Carolina. The week prior to Thanks
giving the prog charts were not promising. A cold front
was taking its time
traveling
across
the
country. On
Sunday I was not too expectant of making the stop in
North Carolina,
and
was thus starting to firm up Plan B
of a direct flight
to Florida on Wednesday. But 1 and
behold, on Monday the front hurried up.
We
were get
ting rain in New England,
and
it looked as if
the
flight
had thought.
As
I
drove
west
across
the Taconic ridge
that separates my
home
from my air
plane, the
snow
depth got
deeper
rather
than
shal-
lower. Arriving at
the airport I realized that my Cardinal was covered with
1.S inches of frozen snow. The kind that doesn t brush
off. The kind that doesn' t bang off. The kind that stays
stuck until the temperature raises enough for it to melt.
There was no way this stuff was going to come off unless
I could get the airplane in a heated hangar. After an
hour and
a half of struggling to de-ice
the
airplane,
the
owner of the heated hangar at the airport showed up.
Moving the Cardinal into the hangar yielded an ice-free
aircraft in less than another half-hour.
But
now
I was two
hours
behind schedule. I
had
planned to fly IFR, even
though VFR
conditions pre
vailed. That way I wouldn t have to worry about any
temporary flight restrictions (TFRs),
in
particular the
presidential retreat at
Camp
David,
which
I knew lay
close to my route. Flying IFR on cross-country flights
is
the
easiest way to pass the burden of airspace incursion
on to Air Traffic
Control,
relieving
the pilot of
that
chore. f I were to
fly
the IFR routing, it took me west of
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schedule, and fixating
on
avoiding Camp David.
As I leveled off
at 4,500
feet for
my southwesterly
route, the prediction of slow ground speeds was holding
true, but at least the turbulence was nothing more
than
light chop most
of the
time
,
with just
an
occasional
"moderate
bump. The visibility was
that
wonderful
se-
vere clear that often follows a cold front passage. Reaching
southeastern Pennsylvania I scrolled my moving map out
and saw that would pass just far
enough
east of Camp
David so
as
to not violate that Prohibited airspace. Check
ing my
ETA
on the GPS showed that I'd barely have time
to "drain my sumps" before my appointment with Guy,
but at least I would be
on
time. I
had
yet
to
realize that
complacency,
another one
of those operational errors,
was at work strengthening the chain.
typically fly with the moving
map on my GPS
set
to
a 20-
to
35-
In
my
operational
navigation
have
for us. Although I
mile scale, but because I wanted
to
teach a
seminar
on
these many
see
my
proximity
to the
Prohibited
error of
being In a hurry traps, I almost fell into one of
them
airspace, I
had zoomed
in to 10
myself.
When
we zoom in
on the
miles. I
should
know, of all people
was also beginning to map
scale,
there
is
often little,
or
(since I
teach in my
GPS
seminars
no,
warning
of airspace incursion.
about
the
"trap"
of airspace incur
forge the
chain
of
what
Furthermore,
if we
are operating
sion), that when operating a moving
with some of the older units, the re-
map on a GPS one needs to be espe
could become
a
draw of
the
map might be so slow
as
cially vigilant
to the
airspace
that
to allow
us
to penetrate that
air
lies just ahead
beyond the limits of
b d
situation
space before the moving map
chart in
my
lap ) I Circumnavigated
the
arc until I could
fly in a straight line
on to my
destination, arriving there
with just minutes
to
spare before
my
appOintment.
There were many lessons to be learned on this flight
Perhaps the most important one is that we should never
be in a hurry. The
minute
we get
behind
schedule, it be
comes too easy
to
overlook or disregard important bits
of information. There
is
a reason for
the
saying: "Time
to spare...go by air." f we can't accept that mentality,
then
we are setting
the
stage for disaster. We should
never allow an
appointment,
or an expected
time
of ar
rival
to
dictate the flight.
We
have
to
have the flexibility
in our planning
to
allow us
to
either cancel the appoint
ment
we
are trying to make, or cancel the flight .
Another
lesson
has to
do
with
• the "traps" that reliance
on
GPS
the picture on the screen.
As a dark curved
line
indicating
the
"Mode C veil"
around
the Washington Class B air
space started to move down the map from the top of the
screen, I
thought to myself that Potomac Approach,
with
whom
I was getting advisories at the time, should
soon be clearing me into
the
Class
B.
"Yikes ...
You
idiot
The D.C.
ADIZ "
I silently screamed at myself. In my fix-
ation on Camp David, in
my
being in
a
hurry
and
wanting
to
take the shortest line, in
my
complacency, I
had
completely
forgotten about the rest of the route.
Had I continued in a straight line I would have busted
directly into the air defense identification zone (ADIZ)
as
I overflew just west of Dulles. I had completely forgot
ten that the airspace around Washington, D.C., after
indicates
it.
Certainly
backing
up
our
usage of
the
GPS map with a
chart in our lap will aid in
aVOiding
that trap. But if that
chart does not have a course line drawn on it (as mine
did not, due to
my
being in
a
hurry), the
trap is sti ll
wide open.
On this
flight I
had been requesting and
receiving
flight following from air traffic control. But we
must
re
member
that
ATC's
primary responsibility
is
to
provide
separation
for IFR aircraft. Their assistance
to
VFR air
craft
is
only on
an
"available" basis. Therefore
we
cannot rely
on ATC to
keep us from penetrating special
use airspace, even TFRs ...even the D.C. ADIZ. Would
Potomac Approach have warned me of
my
impending
violation? I'm not so sure it would have.
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o many times, when we
talk
about a restored an-
tique airplane, we begin by
explaining
that
there
were
UDD
D VISSON
birth, you could say that condition-wise
it has barely drifted down into the used
airplane category.
Hammond's airplane is
unique
ing biplanes typified
civil
aviation,
Roche
and two
friends,
John
Dosche
and Harold Morehouse, were
busy
buckjng the trend.
They were
young
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13/36
the
money,
but
they wanted
to fly.
So
they became what all people be
come
when the want of aviation
overpowers common sense:
they
be
came homebuilders.
builder do when he
finds
a particu
lar part isn t
readily
available?
He
builds it That s exactly what th y
did. Harold
Morehouse designed
and
built
a two-cylinder, horizon
tally opposed
engine
that
fit
perfectly in the pug nose of
the
airplane Roche
had designed.
Let's put the concept of some ama
teurs building
an
engine
in
per
spective:
the concept of the automo
bile
and its
internal
combustion
engine was barely 25 years old.
The
Wright
boys
had
done their
thing
only two decades
earlier, but here
were
a trio of
young
men in
their twenties
with
little
or no
money
deciding
to build not only
an airplane, but
the
engine
too.
No
one can
say
the
guys
lacked
confidence.
Amazingly enough, Morehouse hit
the right combinations right out of the
gate and his homemade 25-hp engine
ran beautifully, and the pregnant-look
ing Roche design
flew well
too.
t would take
an
entire book to ad
equately
tell the
Roche/
Aeronca
story, but from 1928
through
1931,
through the
Aeronautical Corpora
tion of America (Aeronca), Roche was
central
to
introducing his little air
plane, dubbed the
C-2, to the public.
[n 1931,
the
two-place C-3 joined
the
single-place C-2.
Morehouse and
his
sion attached to aviation to think
that,
as
the country was spiraling
down into a debilitating depression,
here
was a
fledgling company
preparing
to
launch
a
product
line
that
could hardly
be defined as nec
essary for an individual s existence.
Part of America was
selling pencils
on
street corners while another plot
ted how
they
could buy
one
of
Aeronca's little airplanes.
The first
two
years of production
saw
160
C-2 s
flutter
out
the
door.
Although
Roche
reportedly
wasn t
crazy
about
all
the
changes
being
made to his super-lightweight (390
pounds) design, he still requested
that
one of the new C-3's be reserved
in his name. So in
the
spring
of
1932,
jean Roche became
the
proud owner
of NC12407, which had actually
been built in
the
fall
of 1931.
The
company had tried to deliver an air
plane
to
him
earlier
but the sales
manager was killed show boating in
it
for a
small crowd.
Because of the
accident
and the
pressure of the de
pression, the company
charged
Roche $1,500, nearly retail, for the
airplane
which
he had designed.
The airplane that eventually
was
going to
wend
its way into
jim
Ham
mond s hands
led
an
interesting life,
partially because Roche had to put it
to work
to
pay for it and partially be
cause he was still a designer at
heart
and
wanted
to try new things.
Roche put the airplane in the
rental stable
of
AI johnson, who was
managing the Vandalia,
Ohio, ajr
port, for
flight
training use. The
rental
fee
was
$5 per hour,
half of
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loon tire was mounted under
the
centerline of the fuselage.
Besides saving something like
40
pounds a healthy amount
for such a little
bird),
the
elimination of the
drag gener
ated by
big
main
gear
tires
and struts upped the top
speed
from 80
to
90
mph
.
Anxious to prove the concept,
the
airplane
was entered
in
a
race in
Chicago
and
came in
third despite the fact
that
all
of
its
competition
was
much
higher powered.
A Johnson airspeed indicator is mounted on
While the
mono-wheel
the
brace wires on
the right
s id
e
a
much
yielded some
benefits
, it was
h ndier lo c tion th n on the
instrument
judged just a little too weird
panel. In flight the upper h lf
of
the p nel
(something
about
falling over
can be difficult
to
see.
on landing) and never ap
proached production status.
Another
test
involved
the Frazier propeller. This
was a little-known auto
matic variable-pitch prop
that
apparently
worked
on a principle similar
to
an Aeromatic.
One of the more bizarre
tests involved an investiga
tion into ways
of getting
airplanes off the ground
without requiring conven
tional
runways. The
test
crew anchored a cable se
curely to
a
pivot
in the
The wing is braced
by
a set of streamlined brace
middle of Wright Field and
wires which attach on the upper end
t
this A
devised
a
method
of
at
frame cabane
strut
. t also
m kes
for a
h ndy
taching the cable
to
location
to
mount the pitot tube.
Roche's
little
airplane,
which included a quick release
mechanism
not unlike a tow hook,
then release itself
and
go on
its
merry way. Whether the
concept
was ever applied to larger aircraft
is
n't known,
but
it reportedly worked
great
with the
lightweight
C-3.
The
airplane provided a lot
of
re-
laxing fun for Roche, as he flew it up
and down
the coast in the
Vir
ginia/Maryland
area. Occasionally,
they'd even land it on the beach and
Roche
liked a particular
beach so
much, he eventually built a home in
the
same location.
Shortly after
Pearl
Harbor, the
edict came down that the
C-3
along
with most other civilian
aircraft
,
would have to be disassembled
and
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ally. It sat out the war disassembled
in Roche's house.
Offering flight to
the common
man was just one of Jean Roche's
dreams.
Another
was
to
offer
the
sportsman's
life
to the same
class
of people,
and
he defined a sports
man's life
as
living close
to
the shore
with both a seaplane and a
boat
in a
style
that
offered
both economy
and
total recreation.
The
first ingredient of
that, the
seaplane,
he
had,
but
not without
putting the
C-3 on floats. This was
no small
decision
because the air
plane
didn't
have
a huge surplus of
power
so
the floats
had
to be
well
similar houses people of
meager
means could build
out
of their
salaries without resorting to
loans.
Essentially, it
was
a
tall seaplane
hangar with an
apartment
on top.
The hangar was cinder block
and the
apartment of
frame
construction
and
built in a way that
the
floor
plan
could be easily
customized
to a
builder's tastes.
Critical to
the sportsman
house
was its location, which in this case
was
on
the shore of
the
Back
River
in
Hampton,
Virginia,
not
far from his
work at
NACA. He
had his water front
home, his seaplane ramp, and, even
tually his seaplane.
But the three
elements that defined his concept of
sportsman
living never
really
came
together for him. Traveling and other
interests kept the C-3 in the hangar
and
not
once
was
it
trundled out to
the water barely fifty
feet
away. In
fact, Roche never flew
the
airplane
af
ter it was reassembled after WWII.
The airplane sat in its specially de
signed hangar for years before Roche
finally
sold it to Bill Harwood
and
Thomas Grogan of Freeport, Long Is
land, in 1966
ending
Roche's 34-year
ownership of
the
airplane.
When Harwood and Grogan got
the airplane,
it
had about 1,200
hours
on
it. Its
cover
was getting a
little ratty, so
they
gave it a
new
suit
of clothes, but that's about it. It did
n't
need
anything
else.
While Harwood
and
Grogan were
enjoying the
airplane, far
to the
west, in Ohio, young Jim Hammond
was feeling the first pangs of the air
plane bug. He was still in junior high
story, he says. Started taking lessons
at 14, soloed a J-3 at
17 but
didn't get
my license until I was in college.
Part
of
his interest in
antique
air
planes came from an unusual source.
We lived
not
far from Port Clin
ton where Island Airlines based their
Ford
Tri-Motors. As
a
young
kid , I
found that if you hung around, they
UJ
...J
aJ
;;:
U
j)
a:
'
{
::;:
Balloon wheels
are
an
integral
part
of
the landing gear s shock absorp
tion system.
-
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16/36
Jean Roche,
original owner
of
the C 3.
might
take you out to
the
islands i f
they had an empty seat. But then you
had to
stay
on the
island
until
they
had
an empty
seat going back,
which
often took a while. Sometimes they'd
even let you play copilot.
I went to Oshkosh for
the
first
time in
182
and my goal was to build a
Pietenpol,
so I was
looking
for
stuff
pertaining to that. But then I saw my
first Hatz,
and
I just
had
to have one.
Originally I was going to cannibalize
an old 150 I had bought for parts for
the
Hatz,
but
I just
couldn't
part
out
a
flying airplane. After putting
250
hours on
it,
I
sold it
and
used
the
ill
Halwood
at
Jean
Roche s
house in 1966.
i
ill
became the
next owner
of
the
C 3.
Then
in
187
I
bought the
proverbial
airplane-in-a-barn, a PT-19. I was at a
wedding
and someone
told
me about
an old
airplane
they
had
seen
wasting away
and on
the way home,
I
stopped
to
look at it.
It
looked
like
it just needed covering, but when I
got it
home,
I
found
a
lot of the old
casein glue
had
given up holding
parts together./1
Like
many antique
airplane
types,
jim has a love affair with the concept
of starting a new, unusual project.
I
worked on the Fairchild for
about five years
then
got sidetracked
by a
j-l
Standard project. Somewhere
same
guy
had the
Standard j-1.
He
didn't
really
want to
sell
the
C-3
but
said if I took the Standard he'd throw
the C-3
in, complete with
its
1958
airworthiness certificate.
I began working
on
the
220 Hisso
powered Standard
so
the
C-3
had
to
wait its turn.
I still
had the
C-3 bug, however.
Last year as I was
getting
ready to go
to Oshkosh,
I
saw an
ad for a
flying
C-3 and I called the owner. It sounded
like it was exactly
what
I was looking
for.
On Thursday of
Oshkosh
I flew
home, then drove to Long Island to
look at
it. Bill
Harwood
showed
me
around the airplane
and
explained
the entire Roche connection. You
could almost
feel
the old guy hover
ing over the airplane. It was
incredibly original because
all Har
wood
and
Grogan
did
was
cover
it.
Most
of the
rest, including
the
inte
rior,
is
as it was
when
Roche
had
it.
The airplane is a lot
of
fun to fly
and
I feel a little better
about
this en
gine than I do
other
E-l13s. For
one
thing, Roche converted
the engine
to
a Ie model, which means,
among
other things,
that
it
received
plain
rod bearings and
a
new crankshaft
that has a conventional spline, rather
than
a taper.
I fly
the
airplane regularly, but I
fly from field to field, always expect
ing the engine to stop.
It's this
kind
of flying that really keeps you on
your toes.
I'm terribly aware of this airplane's
place in history and I work hard at fly-
ing
it
safely
and
not
stretching
its
limits. I
know
Roche flew it as if it
would
never quit,
but I
can't bring
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Chris Price and his Heath Parasol
wenty-eight-year-old Chris
Price
didn't
have a chance.
There
was absolutely
no
way he could not
turn out
to
be a lover
of
old, unusual air
planes because his entire youth was
UDD DAVISSON
his
Heath
Parasol
at Oshkosh, he
said, I
suppose my
father
was
the
main influence that drove me to
wards flivver-type
airplanes.
Or
it
could have been the English
mo
torcycles of my youth because they
project. It's only when
it's
put
in
context
that
it takes
on
an
abnormal
flair. Like for instance he was build
ing his ribs in high school shop class
and
took a Continental A-40 to auto
shop
to do the valves. But we're get
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8/20/2019 Vintage Airplane - Feb 2004
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The
large dial of he engine tachometer dominates the instrument panel with
the
throttle
lever
just
to
its
left.
consisted of a stack of totally unus
able ribs
and
no spars. But, the
price
was
right, so
I
carted
the
pieces
home
. Then,
between the
cracks of everything else I was do
ing, I kept looking for parts
to
add
to my Heath 'kit'.
liMy
high school was really good
about letting me work
on the
air
'
plane as part
of
my shop classes.
Chri ... ...
w
::<
While
other
guys were
making nc: ·c ~
Heath project since
he
was in high
bookends
and
cutting
boards,
I
school back
in Sonoma
California. was making ribs and spars.
liThe
structure
of the Heath is
'Sentimental Journey'
at
Lock amazingly
fragile,
and the
ribs
Haven, Pennsylvania,
and
made
a aren't to be believed. They are made
lot of friends along the way. of 7/32-inch stock (less than 1/4
For
some reason
I
found
Bill inch) with enormously long bays
in
Schlapman's airplane really inter- the trusses. The middle bay
is
over
esting
.
Then
I
saw
a
picture
of a 9 inches long.
You
can deform
them
The beautiful profile of
original
Heath wheels
was
the
result
of
plenty
of
patience and a bit
of
horse-trading
with other airplane parts.
Embry-Riddle
at their extended
campus on Travis Air Force Base
to
get
the
rest of my education. Once
I
felt
I
knew how to weld well
enough,
it
was time to start tack
ling
the
steel parts
of
the
airplane.
liThe fuselage looked horrible.
t one time it had surface rust, and
rather
than
cleaning it, someone
just brush painted over it. I punch
tested
the
tubing in
the normal
places and
couldn't
find any
thin
spots, so I continued on with it."
When
restoring
some
airplanes,
tons
of
archival documentation
surfaces to
provide
information,
but Chris
found
that wasn't the
case with the Heath.
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liThe
shape
and method of at -
taching
the fittings came
out of
the old EAA photos along with the
way the gas
line
and
throttle
link-
age were routed. Nothing
about
it
was complicated,
but
I was
putting
together a jigsaw puzzle
without
knowing what the picture was sup-
posed
to
look like, so any
hints
helped enormously.
When I cut
the tubing
to
put
the
door
in
I got
proof
that the
tubing was fine because the insides
of everything
I
cut
were just beau-
tiful.
That
was a relief.
When welding in the tubes for
the
door, I made it a point
to
avoid
splicing anything. I went from clus-
Powered with a more
reliable Continental
-
40(f), Chris Heath will
cruise at 70 mph.
The rigging
of
the
Heath
is
pure 19205,
with a combination
of
hard wire
and
cables
keeping everything
aligned.
Right
off
the
pages
of
the
Flying and Glider
Manual,
Chris Price s Heath
s
striking in its original color
scheme. Who says the old days
were in black
and
white?
wheels,
which
are unique to
the airplane. I could have sub-
stituted motorcycle wheels or
something, but I was doing a
restoration , not a
homebuilt,
so I didn't
want
to
go
that
route.
I flipped over rocks for two
years looking for wheels
and
finally
bought
a pair at
the
Joe
Gertler auction. They had a
things about the reliability of Heaths,
so I wanted to get my airplane flying
first, then
think
about changing the
engine.
Some airplane projects have inter-
esting circular
connections
in
them
where
people
cross
paths
without
ever
knowing
or
parts wind up in
the most ironic places.
I
was well into the
project
when
a friend
told me
he'd
been to a
local
garage sale,
and
there
were
a
bunch
of
Heath parts stacked in the
corner
but not
for sale.
He
asked the guy where he got
them, and he said, 'I
bought
them in Wisconsin.
There was a fuselage
too,
but
I was in a
hurry
and
didn't
want to take the
fuselage.'
I
ran
up and
talked
to
him, and would you believe
i t he
has
the engine and
wheels that
were
originally on
my airplane,
and
he's
not
15
miles from
my
house
in
California.
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He's a
memorabilia collector, not
a
restorer,
and
he didn't want
to
sell
me the
parts. He did talk
about
loan
ing them, however, and I have
to
get
back to him. Maybe
we
can
work
out
a trade or
something.
"When
I was
doing the
instru
The
throttle,
which
is
an up-and
down lever, was tough
to come up
with.
Then
I saw
the
fuel selector for
a
Geronimo
Apache.
Not only
was it
exactly
the
right size
and
look,
but
the throw
was perfectly
matched to
the
NAS-2 carb
on
the
A-40.
Because
the Heath
is
low
on
both
power and
wing area, weight, which
is
the
enemy of
every
airplane
,
is
es
pecially important, and nothing
is
heavier and
more useless than extra
coats of paint.
Rowena covered it
with the
super
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21/36
o
«
engine off a Heath project and left
the
fuselage, which was scrapped. I
called the landfill, hoping to find
th
e
turnbuckles,
but
all they had left was
the landing gear. I retrieved that,
but
all that was useful were the bronze
bushings on the axles.
Continental
A-40
although that de
cision had a few twists of its own.
Dad
bought an A-40
back in '7S
that he was
going
to use
on
a Rose
Parakeet project
that n eve r hap
pe
ned.
That's
the
engine
I
took to
193
Heath V Strut
Engine: Continental A-40-4 40 hp
Cruise
:
70
m
ill!
Top speed: 85 mph
Empty w i
Cht
402 pounds
Fuel:
8
gallons
(two
4-gallon tanks
in
wing)
uel bum:
2.7 gph
The
plane has flown at a
weight
of
680
pounds
with a 220-pound pilot.
auto shop and me
sse d
with, eve
n
though
[ didn't have th e expe
ri
ence.
It
needed more
than
[ was capable of
doing at
the
time, so I still needed
an engine.
Last October I had th e
airframe
about
finished
and was
looking
around
for
another A-40
when
someone turned
me
onto one that
had been sitting
und er a friend's
work
bench
for years.
It
was cov
ered by an inch
of
sawdust, but
when
I cleaned it up , it
turned
out
to be a pretty good engine . [
pulled
the
heads
and checked
it
ove
r
and
dec id ed to
run
it
'as-is'
as a
short
term powerplant
for
the
airplane
while I rebuilt the
original
engine
my dad
had.
[ wanted to
mak
e
that
original
engine as
new
as possible given the
shortage of availab[e parts . [ came
up with
a new cam
and
cam
bear
want to
lump
it
in with
the C-3
Aeronca, but yo u only
have
to look
at that
little wing,
and
yo u
know
that there's
no
way it
can
be
as
slow
as a C-3. I t ha s a higher wing load
ing, even
thou
g h
it
's
light
as a
feather.
[
come down final at
4S
miles an hour and stall at
about
3S.
You don't fly a power-off final
because it h
as
a fair
amount
of drag
and
virtually
no inertia. If you
kill
the
power
, you're really nose-down
on final to maintain speed, but even
so, it still
ha
s
plenty of
e
levat
or
to
make the flar
e.
Most of the time [' II
keep some power on it, cruise down
final, and slow down when close
to
the runway.
It'll cruise about 70 mil es an
hour at 2100 rpm, which is
low for
the A-40, and will actually hit
8S
mph
at
full power of 2300 rpm. Part
of
that may be that I
'm
running a
prett
y big prop-69-in ch diam
eter
with a 33-
inch
pitch.
It
ha s
an
amazing ability to fly
with different weight pilots. I had a
6-foot tall fri e
nd
, who
weighs
220
pounds, fly it, and not only
did
he
fit just fin
e,
but
th
e
airplane
didn't
seem to care
that
much.
It
couldn't be more docile. It's re
ally a kiddy-car even though it has a
tailskid
and
no brakes.
C
hris works
for
an airline in
Chicago but lives in Brodhead, Wis
consin, where he has a hangar.
liMy goa l
is
to
live between Brod
head and Sonoma. I love the grass
at
Brodhead. Besides, I have a couple
other projects I'm working on.
The couple
other
proje
cts
-
8/20/2019 Vintage Airplane - Feb 2004
22/36
CLU L ST
T HIS INFORMATION IS LISTED ON OUR WEBSITE -
www.vintageaircraft.org
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THROUGHTOUT
THE YEAR . ANYTIME YOU HAVE CHANGES RELATED TO YOUR TYPE CLUB LIST, DROP A NOTE IN
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International Aeronca Association
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Box
3,
401
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CLARK, SD 57225
605-532-3862 ; FAX: 605-532-1305
DUES :
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YEAR
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National Aeronca Association
JIM THOMPSON
P.o . Box 2219
TERRE HAUTE, IN
47802-0219
812-232-1491
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FUNDS)
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Beech T-34
Association
DAN THOMAS, VICE PRESIDENT
751
CENTER DRIVE
PALO ALTO, CA
94301
650-494-6900,
EXT.
115
EVENINGS:
650-324-9075
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:
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DUES: 50 FIRST YR. , 45 THEREAFTER
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Twin Beech 18 Society
Bellanca
Champion
Club
ROBERT SZEGO
P.O. Box 100
COXSACKI E NY
12051-0100
518-731-6800
robert@bellanca championclub.com
WEB :
www.be/lanca championclub.com
DUES: 33 /YR- 63 /2 YRS;
FORE IGN $ 41 /1 YR -
68/2 YRS
NEWSLETTER: QUARTERLY B
-C
CONTACT
Bird
Airplane
Club
JEANNI E HILL
P.O. Box
328
HARVARD, IL 60033-0328
815-943-72 0 5
DUES : POSTAGE DONATION
American Bonanza Society
NANCY J OHNSON, EXEC . DIR
P.O.
Box 12888
WICHITA, KS 67277
316-345-1700; FAX: 31 6 - 945-17 10
E- MAIL:
WEB : www.bonanza.org
DUES :
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YEAR
+
CHAPTER DUES
MAGAZINE: MONTHLY
Classic Bonanza Association
PAUL WHITESELL
6355 STINSON STREET
PLANO, TX 750 93
972-380-5976
WEB:
www.classicbonanza.com
DUES : 16 PER YEAR
Twin
Bonanza Association
RICHARD
I.
WARD, DIRECTOR
19684 LAKESHORE DRIVE
THREE RIVERS,
MI
49093
269-279-25 4 0 PHONE & FAX
E- MA IL:
forward@net link.net
WEB: www
.twinbonanza.com
Cessna
Owner Organization
P
.O
. Box 500 0
lOLA, WI
54945
888-692-3776,
EXT. 118
FAX: 7 1
5-4 45
-4053
E
-MAIL
:
WEB : www
.cessnaowner.org
D
UES
: 44
PER
YEAR
MAGAZINE: MONTHLY
Cessna Pilots Association
JOHN FRANK
P.O. Box
58
17
SANTA
MARIA,
CA 93456
805-922-2580; FAX: 805-922-7249
E-MAIL:
WEB: www.cessna.org
DUES:
45
US, CANADA, M EXICO;
55 INTERNATIONAL
Cessna T-50
Bamboo Bomber
JIM
ANDERSON
Box 269 SUNWOOD
MARINE
ON
ST. CROIX,
MN
55047
612
.
433.3
0
24
FAX
612.433
.
5691
E-MA I L:
WEB: www
.cessnat50.org
DUES: CONTACT CLUB FOR INFO
NEWSLETTER: QUARTERLY
Int l
Bird
Dog
Assn.
(Cessna L-19/0-l)
JIM MULVIHILL
46 EAGLES NEST
KERRVILLE, TX 78028
830-8 96-7604
E-MAIL: [email protected]
WEB:
www.I 19bowwow.com
DUES: 30 PER YEAR
NEWSLETTER: QUARTERLY & WEB ACCESS
http:///reader/full/www.vintageaircraft.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/http://aeronca.westmont.eduhttp:///reader/full/www.aeroncapilots.comhttp:///reader/full/www.aeroncapilots.comhttp:///reader/full/www.aeroncapilots.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.t-34.commailto:[email protected]:///reader/full/www.be/lanca-championclub.comhttp:///reader/full/www.be/lanca-championclub.comhttp:///reader/full/www.be/lanca-championclub.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.bonanza.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.classicbonanza.comhttp:///reader/full/www.classicbonanza.comhttp:///reader/full/www.classicbonanza.commailto:[email protected]:///reader/full/www.twinbonanza.comhttp:///reader/full/www.twinbonanza.comhttp:///reader/full/www.twinbonanza.comhttp:///reader/full/www.twinbonanza.commailto:[email protected]:///reader/full/www.cessnaowner.orghttp:///reader/full/www.cessnaowner.orghttp:///reader/full/www.cessnaowner.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna.orghttp:///reader/full/www.cessna.orghttp:///reader/full/www.cessna.orgmailto:[email protected]:///reader/full/www.cessnat50.orghttp:///reader/full/www.cessnat50.orghttp:///reader/full/www.cessnat50.orgmailto:[email protected]:///reader/full/www.I-19bowwow.comhttp:///reader/full/www.I-19bowwow.comhttp:///reader/full/www.I-19bowwow.comhttp:///reader/full/www.I-19bowwow.comhttp:///reader/full/www.I-19bowwow.comhttp:///reader/full/www.I-19bowwow.comhttp:///reader/full/www.I-19bowwow.comhttp:///reader/full/www.vintageaircraft.orgmailto:[email protected]:///reader/full/http://aeronca.westmont.eduhttp:///reader/full/www.aeroncapilots.commailto:[email protected]:///reader/full/www.t-34.commailto:[email protected]:///reader/full/www.be/lanca-championclub.commailto:[email protected]:///reader/full/www.bonanza.orgmailto:[email protected]:///reader/full/www.classicbonanza.commailto:[email protected]:///reader/full/www.twinbonanza.commailto:[email protected]:///reader/full/www.cessnaowner.orgmailto:[email protected]:///reader/full/www.cessna.orgmailto:[email protected]:///reader/full/www.cessnat50.orgmailto:[email protected]:///reader/full/www.I-19bowwow.com
-
8/20/2019 Vintage Airplane - Feb 2004
23/36
Cessna 150/152 Club
ROYSON PARSONS
P.O. Box 1917
ATASCADERO, CA 93423-1917
805-461-1958; FAX : 805-46 1-1035
E
membership@cessna150 152.com
WEB:
http://www.cessna150 152.com
DUES: $30
US,
CANADA, MEXICO;
$40 ALL OTHERS
NEWSLETTER:
BI-MONTHLY
International Cessna
170
Association Inc
VELVET FACKELDEY
P.O.
Box
1667
LEBANON, MO
65536
417 -
532-4847
http:
www.cessna170.org
DUES : $35
PER
YEAR
NEWSLETTER: FLYPAPER - MONTHLY
MAGAZINE: THE 170 NEWS - QUARTERLY
Cessna 180/185 International
Club
( OWNERSHIP REQUIRED)
DAVE HAYDEN
21910 S. GARDNER ROAD
SPRING HILL, KS 66083
913-884-2187; FAX: 913-856-5941
E-MA
IL:
DUES : $20
PER
YEAR
Eastern
190/195 Association
CLIFF CRABS
25575 BUTTERNUT RIDGE ROAD
NORTH OLMSTED, OH 44070
440-777-4025
[email protected] or [email protected]
DUES: $15 INITIAL, THEN
AS
REQUIRED
NEWSLETTER: FOUR PER YEAR, APPROX.
Cessna 195 International Club
BOB REISS , PRESIDENT
9493
LA JOLLA FARMS ROAD
LA JOLL
A
CA
92037
858
- 457-5987; FAX: 858-552-8453
E-MAIL
WEB:
www.cessna195.org
DUEs:$25 PER
YEAR
NEWSLETTER: QUARTERLY
Culver Aircraft Assoc.
DAN NICHOLSON
723 BAKER DR.
TOMBALL, TX 77375
281-351-0114
Culver
PQ-14
Assoc.
TED HEINEMAN
29621 KENSINGTON DRIVE
LAGUNA NIGUEL, CA 92677
949-495-4540
Ercoupe
Owners
Club
CAROLYN T. CARDEN ,
MEMBERSHIP
P.O . Box 71 17
SHALOTTE, NC 28470-7117
VOICE/FAX 9 1
0-575-2758
E-MAIL :
WEB : www.ercoupe.org
DUES: $30/YR US
$35 FOREIGN CANADA
(US
FUNDS )
NEWSLETTER : MONTHLY
Ercoupe
Owners
Club-Wiscons
in
Wing
JUDI MATUSCAK
6262 BREVER ROAD
BURLINGTON,
WI
53105-8915
26 2 - 539-2495
E-MAIL :
Fairchild Club
JOHN W. BERENDT, PRESIDENT
7645 ECHO POINT ROAD
CANNON FALLS,
MN
55009
507-263-24 14
E-MAIL :
WEB:
www.fairchildclub.com
DUES:
$15
PER YEAR
NEWSLETTER: QUARTERLY
Fairchild Fan
Club
ROBERT TAYLOR
P. O. Box 127
BLAKESBURG, IA 52536
641-938 - 2773; FAX: 641-938-2093
E-MAIL:
AintiqueAirfie [email protected]
WEB :
www.aaa apm.org
DUES: 15 / THREE ISSUES
NEWSLETTER: FAIRCHILD FAN (3)
16 PG
.
International
Fleet Club
SANDY BROWN
P. O . Box 511
MARLBOROUGH, CT 06447-0511
860-267-6562
E-MAIL :
WEB:
www.users .ntplx.netj f1yboy
DUES: CONTRIBUTIONS
NEWSLETTER: 3-4 PER YEAR, APPROX.
The American
Yankee Association
( GRUMMAN)
STEW WILSON
P.O. B ox 1531
CAMERON PARK, CA
95682-1531
530-676-4292
E-MAIL: [email protected]
WEB:
www.aya.org
DUES: $47.50 U .S., $50 FOREIGN
NEWSLETTER: 6 PER YEAR
Canadian Harvard
Aircraft
Association
GREG TYRELL, PRESIDENT
P.O.
Box
77 4
WOODSTOCK,
ON
CANADA
N4S 8A2
5 19-633-0053
E-MAIL
:
WEBSITE:
www.chaa.ca/home.html
DUES: $35/YR
NEWSLETTER: QUARTERLY - THE
ROAR
American Hatz
Association Inc.
CHUCK BROWNLOW, PRESIDENT
122 E.
MAIN
STREET, P.O. Box
10
WEYAUWEGA, WI 54983
E-MAIL:
WEB :
www.hatzbiplanes.org
DUES:
$20
PER YEAR
NEWSLETTER: QUARTERLY
Hatz Club
BARRY TAYLOR
P.O.
Box
127
BLAKESBURG,
IA 52536
641-938-2773; FAX : 64 1-938-2093
E-MAIL:
AntiqueAirfield@sirisonline .com
WEB :
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DUES: 15 / THREE ISSUES
NEWSLETTER: HATZ HERALD ( 3)
16
PG.
Heath Parasol Club
WILLIAM SCHLAPMAN
6431
PAULSON ROAD
WINNECONNE, WI 54986
920-582-4454
Howard Club
E-MAIL:
www.members.aol.com/HowardClub
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/http://www.cessna150-152.commailto:[email protected]:///reader/full/http://www.cessna170.orghttp:///reader/full/http://www.cessna170.orghttp:///reader/full/http://www.cessna170.orghttp:///reader/full/http://www.cessna170.orghttp:///reader/full/http://www.cessna170.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna195.orgmailto:[email protected]:[email protected]:///reader/full/www.ercoupe.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.fairchildclub.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]://www.users.ntplx.netj-f1yboy/http://www.users.ntplx.netj-f1yboy/http://www.users.ntplx.netj-f1yboy/mailto:[email protected]:[email protected]:[email protected]:///reader/full/www.aya.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]://www.chaa.ca/home.htmlmailto:[email protected]:///reader/full/www.hatzbiplanes.orghttp:///reader/full/www.hatzbiplanes.orghttp:///reader/full/www.hatzbiplanes.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]://www.members.aol.com/HowardClubhttp://www.members.aol.com/HowardClubhttp://www.members.aol.com/HowardClubmailto:[email protected]:///reader/full/http://www.cessna150-152.commailto:[email protected]:///reader/full/http://www.cessna170.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna195.orgmailto:[email protected]:[email protected]:///reader/full/www.ercoupe.orgmailto:[email protected]:[email protected]:///reader/full/www.fairchildclub.commailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]://www.users.ntplx.netj-f1yboy/mailto:[email protected]:///reader/full/www.aya.orgmailto:[email protected]://www.chaa.ca/home.htmlmailto:[email protected]:///reader/full/www.hatzbiplanes.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]://www.members.aol.com/HowardClub
-
8/20/2019 Vintage Airplane - Feb 2004
24/36
Continental Luscombe Association
JIM PATTI SANI ,
PRESIDENT SECRETARY(TREASURER
10251 E. CENTRAL AVE.
DEL REY, CA 93616
559-888-2745
E-MAIL: cla jim patti@pacbell.
net
WEB :
http:// www.luscombe cla.org
DUES: U.S.
$20
, CANADA
$27
( U.S. FUNDS),
FORE IGN $35 ( u.s . FUNDS )
NEWSLETTER : 6 PER YEAR
Meyers Ai
rcraft Owners
Association
WILLIAM E. GAFFNEY, SECRETARY
24 RT . 17K
NEWBURGH, NY 12550
845-565-8005; FAX: 845-565-8039
DUES : POSTAGE FUND DONATION
NEWSLETTER : 5-6
PER
YEAR
Monocoupe
Club
FRANK CAROL KERNER
1218 KINGSTOWNE PLACE
ST. CHAR LES
MO 63304-7776
636 - 939 - 3322
E-MAIL: fwkerner@spcglobal .
net
WEB: www.monocoupe.com
DUES: $25
NEWSLETTER : QUARTERLY
Mooney Aircraft Pilots Association
140 HEIMER RD ., SUITE 560
SAN ANTONIO , TX
78232
210-525-8008 ; FAX: 210-525-8085
E- MAIL:
WEB:
www.mooneypilots.com
DUES: $44 .50
US
, $4 9 .50 FOREIGN
NEWSLETTER : MONTHLY
We
stern Associati
on of Mooney
Mites
WAMM
)
WM . L . VANDERSANDE
100
S. WESTWOOD ST. #2
PORTEVILLE, CA 93257 - 7704
559-782-1980
E-MAIL: [email protected]
WEB : www.mooneymite.com
DUES: NONE
NEWSLETTER: VIA E-MA IL
Pa
rrakeet Pilot
Club
BARRY TAYLOR, EDITOR
P.O. Box 127
BLAKESBURG, IA
52536
641-938-2773; FAX: 641-938-2093
WEB :
www.aaa apm.org
DUES: 151 THREE ISSUES
Navion Skies
Type
Club
RALEIGH MORROW
P.O. Box 2678
LODI , CA
95241-2678
209-482-7754
E-MAIL: Navionl@inreach .com
WEB:
www.navionskies.com
DUES: $45 PER YEAR
NEWSLETTER: MONTHLY, ALSO VIA E-MAI L
Brodhead Pietenpol Association
DON CAMPBELL
221 N. LASALLE ST, STE 3 11 7
CHICAGO, IL 60601
WEB:
www.pietenpol.org
DUES: $16 PER YEAR
US
NEWSLETTER: QUARTERLY
International
Pietenpol
Association
ROBERT TAYLOR
P. O.
Box 127
BLAKESBURG, IA
52536
641-938-2773 ; FAX 641-938-2093
WEB : www.aaa apm.org
DUES:
151
THREE ISSUES
NEWSLETTER: IPA NEWS 3) 16 PG.
Cherokee Pilots
Assoc.
P.
O.
Box
1996
LUTZ, FL 33549
813-948-3616 OR 800-292
- 6003
E-MAIL
:
WEB: www.piperowner.com
DUES
:
$3 4
.
00
U.S.,
$3 6
.
00
CANADA MEXICO,
$44.00
FOREIGN
MAGAZINE: 1 1 ISSUES PER
YEAR
Cub Club
STEVE AND SHARON
KROG
1002
HEATHER LANE
HARTFORD, WI 53027
262-966-7627; FAX : 262-966-9627
E-MAIL
:
WEB :
www.cub club.com/home.htm
DUES : $25 U.S. CANADA,
$30
FOREIGN
NEWSLETTER : 6 PER YEAR
Flying Apache Assoc.
Piper)
JOHN J . LUMLEY
6778 SKYLINE DRIVE
DELRAY BEACH, FL 33446
561-499-1115
FAX
:
561-495-7311
E-MAIL: mailto:[email protected]
DUES: $25 PER
YEAR
NEWSLETTER: QUARTERLY
Short Wing Piper Club, Inc
ELEANOR AND BOB MILLS, EDITORS
220
MAIN
STREET
HALSTEAD, KS 67056
316-835-3650
FAX: 316-835-3357
E-MAIL
:
WEB: www
.shortwing.org
DUES:
$30 PER
YEAR
NEWSLETTER: BIMONTHLY
Supercub.org-Home of
all
things
PAIS
STEVE JOHNSON
953
S. SHORE DRIVE
LAKE WAUKOMIS, MO 64151
816-741-1486;
FAX: 816-741-5212
E-MAIL
:
WEB: www.supercub.org
DUES : DONATIONS
Porterfield Airplane Club
CHUCK LEBRECHT
91 HICKORY Loop
OCALA, FL 34472
352-687-4859
DUES: $5 PER YEAR
NEWSLETTER: QUARTERLY
Rearwin Club
ROBERT TAYLOR, EDITOR
P.O. Box 127
BLAKESBURG, IA
52536
641-938-2773; FAX 641-938-2093
E-MAIL:
WEB:
www.aaa apm.org
DUES:
151
THREE ISSUES
NEWSLETTER: REARWIN REGISTER
International Ryan Club
BILL
HODGES, EDITOR AND HISTORIAN
19
STONEYBROOK LN.
SEARCY, AR 72143-6129
501-268-9875
E-MAIL
:
DUES : $25
PER
YEAR,
$30
CANADA OVERSEAS AIRMAIL
NEWSLETTER: QUARTERLY
1-26
Association
Schweizer)
JAMES PHOENIX
6815 185TH AvE. E
BONNEY LAKE, WA 98390
203-894-8582
E- MAIL: [email protected]
WEB : www.126association.org
DUES: $15 PER
YEAR
mailto:[email protected]:[email protected]:[email protected]:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.monocoupe.comhttp:///reader/full/www.monocoupe.comhttp:///reader/full/www.monocoupe.commailto:[email protected]:///reader/full/www.mooneypilots.commailto:[email protected]:///reader/full/www.mooneymite.comhttp:///reader/full/www.aaa-apm.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.navionskies.comhttp:///reader/full/www.pietenpol.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.piperowner.commailto:[email protected]://www.cub-club.com/home.htmmailto:mailto:[email protected]:mailto:[email protected]:mailto:[email protected]:[email protected]:///reader/full/www.shortwing.orghttp:///reader/full/www.shortwing.orghttp:///reader/full/www.shortwing.orgmailto:[email protected]:///reader/full/www.supercub.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:[email protected]:///reader/full/www.126association.orgmailto:[email protected]:///reader/full/www.luscombe-cla.orgmailto:[email protected]:///reader/full/www.monocoupe.commailto:[email protected]:///reader/full/www.mooneypilots.commailto:[email protected]:///reader/full/www.mooneymite.comhttp:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.navionskies.comhttp:///reader/full/www.pietenpol.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:///reader/full/www.piperowner.commailto:[email protected]://www.cub-club.com/home.htmmailto:mailto:[email protected]:[email protected]:///reader/full/www.shortwing.orgmailto:[email protected]:///reader/full/www.supercub.orgmailto:[email protected]:///reader/full/www.aaa-apm.orgmailto:[email protected]:[email protected]:///reader/full/www.126association.org
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8/20/2019 Vintage Airplane - Feb 2004
25/36
International
Stinson
Club
TONY WRIGHT
2264
Los ROBLES ROAD
MEADOW VISTA, CA 95722
520-878-0219
E-MAIL: [email protected]
WEB:
www.aeromar.com/swsc.html
DUES: $25 PER
YEAR
NEWSLETTER: 11
PER
YEAR
National
Sti
nson Club
GEORGE ALLEMAN
1229 RISING
HILL
ROAD WEST
PLACERVILLE,
CA 95667
PHONE
&
FAX
:
530-622-4004
E-MAIL : [email protected]
DUES: $20 US
&
CANADA; $25 FOREIGN
NEWSLETTER: 4
PER YEAR
Sti
nson
Historical
and
Restoration Society
( STINSON
108
, ANTIQUE AIRPLANE
ASSN.)
ROBERT TAYLOR
P.O . Box 127
BLAKESBURG, IA
52536
641-938-2773;
FAX: 641-938-2093
E-MAIL:
WEB: .aaa apm.org
DUES: 15 / THREE ISSUES
NEWSLETTER:
SHARS
Swift AssociationlSwift Museum Fdn.
, Inc.
CHARLIE NELSON
P. O. Box 644
ATHENS , TN 37371
423-745-9547 ;
FAX
: 423-745-9869
E-MAIL
:
WEB:
www.swiftparts.com
OR
www.globetimcoswift.com
DUES:
$30
PER
YEAR
NEWSLETTER: MONTHLY
West Coast Sw
ift
Wing
MARK KADRACH
2836 AUTUMN ESTATES
SAN HOSE, CA 95135
408-259-9971
E-MAIL
:
WEB:
www.
napanet.net/ arbeau/swift
DUES: $15
PER
YEAR
NEWSLETTER: MONTHLY
Travel
Air
Club
ROBERT TAYLOR, EDITOR
P. O.
Box
127
BLAKESBURG, IA 52536
641-938-2773; FAX: 641-938-2093
E- MAl L:
AntiqueAirfield@sirisonline .com
WEB :
www.aaa apm.org
DUES:
15 /
THREE ISSUES
NEWSLETTER: TRAVEL AIR TAILS
(3)
16 PG
Travel Air Restorers Association (TARA)
JERRY IMPELLEZZERI
4925 WILMA WAY
SAN JOSE,
CA 95124
408-356-3407
E-MAIL : [email protected]
WEB:
www.travelair.org
DUES: $15 PER YEAR
NEWSLETTER: QUARTERLY
Travel Air
Div.
of Staggerwing
Museum Foundation, Inc.
LORRAINE CARTER
P
O. Box 550
TULLAHOMA, TN 37388
931-455-1974 ; FAX: 931-455-1994
E-MAIL:
WEB :
www.staggerwing.com
DUES: $40
PER
YEAR
NEWSLETTER : QUARTERLY
American
Waco Club
PHIL COULSON
2815
SPRINGBROOK DR .
LAWTON, M I
49065
269-624-6490
E-MAIL: [email protected]
WEB:
www.americanwacoclub.com
DUES: $35
PER
YEAR, $45 FOREIGN
NEWSLETTER: B I-MONTHLY
National
Waco Club
ANDY
HEINS
2241
EQu ESTR IAN DR. 1 A
MIAMISBURG, OH 45342
937 - 312 - 0291
E-MAIL :
DUES:
$20 PER
YEAR, $25 FOREIGN
NEWSLETTER:
BIMONTHLY
Western
Waco
Association
National Biplane
Association
CHARLES W.
HARRIS
P.O. Box
470350
TULSA, OK 74147-0350
918-622-8400; FAX: 918-665-0039
E-MAIL: [email protected]
WEB : www.nationalbiplaneassn.org
WEB:
www.biplaneexpo.com
DUES : $25 INDIVIDUAL; $40 FAMILY; ADD
$10 FOREIGN
MAGAZINE: QUARTERLY
North American Trainer
Association
(T6, T28, NA64,
NA50, P51 ,
B25)
KATHY & STONEY STONICH
25801