VA-Vol-17-No-11-Nov-1989

November 1989

STRAIGHT AND LEVEL

by Espie "Butch" Joyce

Mark Phelps, our editor, has been running me down by phone the last few days. I'm over on my deadline for this article again. I've really been having a hard time since Oshkosh getting these articles out. It's an emotional letdown to go back to the quiet surroundings of our local airport and at the same time, it's a welcome relief. As many may have figured out by now, I reside in the Carolinas where "Hugo" paid us a much unwelcome visit. This event has occupied most of my time. I work on water tanks . We have been quite busy trying to get a number of these tanks back in operation along the coast. Most airplanes fared well except for the ones in hangars that fell on them . I was in the Charleston, South Carolina airport as soon as it was opened to general aviation. Hawthorne Aviation suffered considerable damage to several of its hangars, however the company was open for business with generators going to run the coffee machines and drop cords to light the restrooms (al­ ways a necessary stop after a cross­ country trip). They also had their "we'll be back" spirit.

2 NOVEMBER 1989

I had planned to be in Tulsa for AIC Chapter 10's fly-in but this weather cancelled that trip (next year, everyone). Our local AIC Chapter 3' s Fly-in was rescheduled for October 20, 21 and 22 at Camden, South Carolina.

This was caused not directly by the weather but because motels were all full of displaced families and relief workers. The weather in October in this section of the U. S. is just great for flying .

I'm writing this article after having just returned from the Staggerwing Convention at Tullahoma, Tennessee.

I'm happy to report that there were 31 Staggerwings present from all parts of North America including Alaska and Canada . The Staggerwing Foundation has a fine museum that you should visit sometime. The Foundation and the Staggerwing Club put this Convention together and do one great job . I would like to thank John and Charlotte Parrish for their hospitality, Tennessee style.

The Beech 18 Club was invited to participate with the Staggerwings this year and there were 12 B-18s . If there's one thing that sounds better than an R-985, it's two R-985s. That is what they told me this weekend. I just told my Baron to swell up and act like it was an -18.

Saturday morning there was a dawn patrol and we were all invited to Win­ chester, Tennessee for breakfast by

EAA Chapter 599. These guys were really set up to handle the crowd . They had their own hangar and one of the cooks informed me that this was the hangar that pancakes built . There must be SOME leadership in that Chapter. I don't want anyone thinking that I've been on Saturday Night Live or any­ thing, but going to this Convention re­ ally pumped me up again.

By the time you are reading this, your Officers and Board of Directors will have held their fall meeting at Oshkosh . We are now hard at work planning for Oshkosh 1990. Should you have any suggestions or concerns , please let me know your feelings so that they can be reviewed and dis­ cussed at the winter board meeting which will be held in February 1990.

Also, these meetings are open and any member wishing to attend is welcome to do so.

I constantly receive phone calls from individuals with a particular mechani­ cal problem with their antique airplane, wanting to know who they might contact to get help. The AIC Di­ vision needs to compile a list of indi­ viduals from different locations who could be of help to people stranded with mechanical problems. I will ad­ dress this at the November meeting .

Let's all pull together in one direc­ tion for the good of aviation. Join us and you have it all!

PUBLICATION STAFF PUBLISHER

Tom Poberezny

VICE-PRESIDENT

MAAKETING & COMMUNICATIONS Dick Matt

EDITOR

Mark Phelps

ART DIRECTOR

Mike Drucks

ADVERTISING

Mary Jones

ASSOCIATE EDITORS

Norman Petersen Dick Cavin

FEATURE WRITERS

George A Hardie, Jr. Dennis Parks

EDITORIAL ASSISTANT

Isabelle Wiske

STAFF PHOTOGRAPHERS

Jim Koepnick Carl Schuppel

Jeff Isom

EAA ANTIQUE/CLASSIC

DIVISION, INC.

OFFICERS

President Espie "Butch" Joyce 604 Highway SI. Madison, NC 27025 919/427-0216 Secretary George S. York 181 Sloboda Ave. Mansfield, OH 44906 419/529-4378

Vice Presid ent Arthur R Morgan 3744 North 51st Blvd.

M ilwa ukee, WI 53216 414/442-3631 Treasurer E.E. "Buck" Hilbert P.O. Box 424

Union, IL 60180

815/923-4591

NOVEMBER 1989 . Vol. 17, No. 11 Copyright

3121779-2105 Philip Coulson 28415 Springbrook Dr. Lawton, MI 49065 616/624-6490 Charles Harris 3933 South Peoria P.O. Box 904038 Tulsa, OK 74165

John S. Copeland 9 Joanne Drive Westboro ugh, MA 01581 508/366-7245 William A Eickhoff 415 15th Ave., N.E. St. Petersburg, FL 33704 813/823-2339 Stan Gomoll 1042 90th Lane, NE Minneapolis, MN 55434

6121784-1172

1989 by the EAA Antique/Classic Division, Inc. All rights reserved.

Contents 2

Straight and Level/by Espie "Butch" Joyce

4

Aerograms

7

Members' Projectslby Norm Petersen

8

Vintage Literaturelby Dennis Parks

Page 4

10 Welcome New Members 12 1989 Type Club Listing! compiled by Mark Phelps

20

Grand Champion Antique/

by Mark Phelps

22

Grand Champion Classic!

by Norm Petersen

24

Speedwinglby Mark Phelps

28

Pass It To Buck/by E.E. "Buck" Hilbert

30

Chapter Capsulelby Bob Brauer

31.

Vintage Trader

35

Mystery Planelby George Hardie, Jr.

DIRECTORS Robert C. "Bob" Brauer 9345 S. Hoyne Chicago, IL 60620

©

Page 12

9181742-7311 Dale A Gustafson 7724 Shady Hill Drive Indianapolis, IN 46278 317/293-4430 Gene Morris 115C Steve Court, R.R. 2 Roonoke, TX 76262 817/491-9110 Daniel Neuman 1521 Berne Circle W. Minneapolis, MN 55421

Robert D. "Bob" Lumley 1265 South 124th SI. Brookfield, WI 53005

4141782-2633 Steven C. Nesse 2009 Highland Ave. Albert Lea, MN 56007 507/373-1674 s.H. OWes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213

414m1-1545

6121571-0893

DIRECTOR EMERITUS s.J. Wittman

7200 S.E. 85th Lane

Ocala, FL 32672

904/245-7768

ADVISORS John Berendt 7645 Echo Point Rd. Cannon Falls, MN 55009 507/263-2414

Gene Chase 2159 Carlton Rd. Oshkosh, WI 54903 414/231-5002

George Daubner 2448 Lough La ne Hartfo rd, WI 53027 414/673-5885

John A Fogerty RR2, Box 70 Roberts, WI 54023 715/425-2455

Jeannie Hill

P.O. Box 328

Harvard, IL 60033

815/943-7205

Page 22

FRONT COVER ... Three Waco UPF-7s in formation over Oshkosh. From front to rear, Tom Flock Bob Poor and Dale Cunningham.

(Photo by Carl Schuppel, Photo plane flow n by Carl Koeling.)

REAR COVER .. . Former VINTAGE AIRPLANE Edito r, Gene Chase liffs off from Pioneer Airport, Oshkosh in the EM Aviation Foundation's Stan­ dard J-1. The Standard is the 300th aircraff type listed in Gene's log­ book. Congratulations, Gene, and may there be 300 more to follow.

(Photo by Mark Phelps)

The words EM ULTRALIGHT, FLY WITH THE FIRST TEAM. SPORT AVIATION, and the kJgdS 01 EXPERIMENTAL AIRCRAFT ASSOCIATION INC , EAA INTERNA· TIONAL CONVENTION, EAA ANTIOUE/CLASSIC DIVISION INC., INTERNATIONAL AEROBATIC CLUB INC , WARBIRDS OF AMERICA INC. ale regislered trademar1<s. THE EAA SKY SHOPPE and kJgdS of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION ale trademar1<s 01 the above associations ..-.d their use by aIrf person other !han the above associations is s1fdIy prohibited.

Editorial Policy: Reade<s ale eocouraged to submn stories and photograpl1s. Policy opirions expressed ~ articles ale soIe~ !hose 01 the autOOrs. Responsblny fOf accuracy ~ repOf1ing rests entirely with the _ O f. Material should be sent to: EditOf, The VINTAGE AIRPLANE, Wrttman Regional Airport, 3000 Poberezny Rd., OstOosh, WI 54903-3086. Phone: 4t4/4264800.

The VINTAGE AIRPLANE IISSN OO9t·6943) ~ published and owned exdu",~ by EAA Antique/CJassoc DiviSion, I,..,. 01 the Expenmental Aircraft Association, I,..,. and ~ pu~ished rnonttl~ at Wrttman Regional Airport, 3000 Poberezny Rd., Oshkosh, WI 54903-3086. Second Class Postage paid at Oshkosh, WI 5490t and eddnional mailing offioos. Membership rates fOf EM Antique!Classoc Division, ...,. ale $t8.00 kx current EAA members fOf 12 month period 01 whICh $t2.00 is IOf the publication 01 The VINTAGE AIRPLANE. Membership ~ open to all who ale interested in aviation.

ADVERTISING- Antique/Classic D~ision does not gUaiantee or endorse any product offered ttlrough our advertising. We invne constructive cnticism and welcome any report of inferior merchandise obtained ttlrough our adverti~ng so ttlat corrective measures can be taken.

POSTMASTER: Send address changes to EAA Antique/Classic

Div~ion,

Inc., P.O. Box 3086, Oshkosh, WI 54903·3086.

photo and the Boeing archives as pro­ viding the information .

Sincerely , Eric Whyte Brookfield, Wisconsin

VI~TAf3~ AI12VLA~~

A~l2()

Norm.

Just to add confusion to the puzzle, I'll give you a couple of tidbits that I uncovered when I did the research for Jack Lysdale a few years back prior to his rebuild of the H-47 at St. Paul.

Quite a lot of Hamiltons (maybe 10 or so) went to South America. The insig­ nia and tail markings could very well be those of Panama . My best lead is on a letter and photo sent to me several years ago by Wes Fletcher who lives in North Freedom. Wisconsin and worked at the Hamilton factory . He writes on the back of the photo that the airplane pictured was sold and shipped to Italy and was painted yellow. If you look at your photo closely you 'll see that the center plane is indeed painted a different color than the two on the ends . Somewhere in my notes, I have listed the plane sent to Italy as having been registered there as I-ROMA. Likely the registration was not painted on the aircraft at the time of the photo.

John Underwood took a guess at where the plane was going. He guessed Peru.

I'm not sure any ever went to Peru , but ~ho knows? I'm betting on the Italy theory. Tom Hamilton was still alive a few years ago, living in California.

Sincerely, Noel Allard Chaska, Minnesota

Metalplanes of Milwaukee Dear Editor, In the June installment of "Vintage Seaplanes" you had a photo of three Hamilton Metalplanes on floats and you requested more information about the photo. It was taken at McKinley Beach in Milwaukee around 1925 . The aircraft were towed from the factory to the beach where they were assembled

4 NOVEMBER 1989

and anchored offshore . The planes were then flight-tested . Shortly after tests, the aircraft were turned over to Canadian pilots and used for Canadian forest fire patrols. A photo of the same three aircraft appeared in the Mil­ waukee Journal and being an airplane "nut" I cut it out. The newspaper listed Jack Hagemeyer as providing the

Solved Mystery Dear Editor, RE: August " Vintage Seaplanes" top photo, page seven.

Frank Ellis's book, " Atlantic Con­ quest" (1963- Kimber & Co . , Ltd.) carries an identical photo with the cap­ tion: "TAC Survey Plane Number One

- a diesel-engined Bellanca seaplane in which 'Shorty' (Parker D.) Cramer (right) and Oliver Paquette were the first airmen ever to fly over the Green­ land Ice-cap." (July-Aug. 1931).

The magazine is looking great ­ continued best wishes.

Sincerely, H. Glenn Buffington EI Dorado, Arkansas

Original Aussie Parasol Dear Sir, During the year 1936, Alan Mogg of Ashfield, New South Wales, Au­ stralia commenced construction of a single-seat, high-wing monoplane.

The fuselage structure was similar to a Pietenpol but material dimensions were increased to make the aircraft more robust. The tail was from a Heath Parasol, but the design of the wings was Mogg's own creation. The in­ tended engine was a four-cylinder Menasco but because of import prob­ lems, Mogg purchased two nine-cylin­ der, 59 -hp Salmson engines from En­ gland, modified for dual ignition. Due to the Salmsons' lighter weight the nose had to be extended for balance.

The airplane was named Miss Mogal (from Alan Mogg) and the aircraft was first flown at Morisset, NSW in November 1939. Flight characteri stics were described as excellent with no vices. Speeds were quoted as a maximum of 95 mph, cruise of 75 mph and stall 30 mph. The aircraft was damaged in the mid-1950s and rebuilt over several years at Manley, NSW

Oliver Paquette (left) and Shorty Cramer.

then sold to Ron Willis at Boggabri , NSW in the 1960s . It is now on display at the Tamworth Museum (a second­ hand shop) where I took these photos.

I've tried to phone Alan for the last three months with no success .

Cheerio,

Alan Lewis (EAA 1634)

Paddington, NSW

Monday 26 February 1990 and finish­ ing near Gore the following Friday .

The idea has been enthusiastically en­ dorsed by the 1990 Commission as an Offici al Project to help celebrate the country's sesquicentenni al. and we' re commemorating the pioneering long distance flights in New Zealand which culminated in the December 1933 ef­ fort of Ted Harvie and Miss Trevor

Moths across New Zealand Dear Mark, The Tiger Club of New Zealand is organising a Vintage Air Rally from North Cape to Bluff, the two ex­ tremities of New Zealand, starting on

Hunter in Gipsy Moth ZK-APB, when they were the first people to cover the full length of the country in one day .

Miss Hunter, now Mrs . Trevor Col­ way , will be taking some part in our activities .

There is also the likelihood of a li­ mited number of our members having a go at doing the North Cape to Bluff flight in one day in Tiger Moths and a Gipsy Moth, something nobody has tried in open-cockpit biplanes for 56 years.

This whole event is gaining interna­ tional recognition. The deHavilland Fox Moth that was used to start Bert Mercer's Air Travel operations in South Westland in 1934 (and which reVINTAGE AIRPLANE 5

sided in upstate New York for some years as N 83DH) will be coming out from England for the rally and a couple of airshows, and with it in the same container will be a Gipsy Moth and possibly a Hornet Moth, depending on available room. Some of our members from the USA and Australia have also indicated they will be making the trip to New Zealand to take part.

Our rally will be followed im­

mediately by our annual fly-in at Man­ deville , not far west of Gore, and the Will Scotland Memorial Air Race for Tiger Moths from Invercargill to Gore, commemorating the first cross-country flight in either New Zealand or Au­ stralia, using a Caudron in February 1914. All these three linked events are official 1990 projects.

It promises to be a memorable event - provided the weather behaves itself.

But then, open-cockpit biplane pilots always did tend to be an optimistic lot anyway.

I always enjoy reading your magazine. Keep up the good work.

6 NOVEMBER 1989

Yours sincerely ,

John King (EAA 228003, AIC 8502)

Secretary, The Tiger Club of New Zea­

land

Hart to Heart Dear Mark Phelps.

Thank you for your generous ap­ preciation of my contribution to VIN­ TAGE AIRPLANE. It encourages me to continue sending a variety of vintage aero antics, and serious articles. Meet­ ing Buck Hilbert on a flight to En­ senada, Mexico ("Pass It to Buck," June) was something special, because HE is . Buck accumulates friendships wherever he goes, sharing his wealth of knowledge and even PARTS with anyone dedicated to restoring or pre­ serving our kind of flying machines.

Just this second , I turned pages to find the name of the author of "Cat's Meow" (August), intending to write a paragraph about his outstanding attri­ butes - to you! Shock . Honestly, the most enjoyable article I've read in ages for a row of reasons. First, but not in order of importance, my vast files on vintage aircraft yield but one shot of the Kitten, and precious little data .

Now this explosion of intimate knowl­ edge, and great pictures of the beauti­ ful animal!

Best of all were your explanations of functional aerodynamic problems and their solutions . I don't recall other fine articles with so much real-life finding and fixing problems pertaining to sound design guidance, as valid

today as way back then . The Kitten's wingspan increased from 28 to 32 feet with " no decrease in top speed noted ," sounds credible to me. A lower angle of attack in level flight can be ex­ pected, reducing drag enough to com­ pensate for the extra span.

Icing on the Kitten's cake - "By June 1943 Leroy Grumman had enough confidence in his litter of Navy fighters to turn his attention to another

breed of cat." And, "That solved the problem of the Kitten's recalcitrant paws once and for all." Such a light touch turning up in a solid serious story turns people like me to adding another leaf to your fanmail tree.

Sinceriously, Ed Lockhart (aka Edlock Hart) Lakeside , California

Thanks are due to Mort Kelman who provided most of the photos for that story from his archives. Here 's one more that didn't make it into print the first time. - Ed.

MEMBERS' PROTECTS ...

VI

by Norm Petersen

Built in October of 1942 at Middletown, Ohio, this Aeronca 65-CA "Chief," NC39576, SIN CA18482, is the proud possession of Jeff Laver (EAA 330421, AlC 13739) of Lake Jackson, Texas. Jeff reports the Chief had been completely restored in 1973 prior to his buying the airplane in July of 1988. He is now in the process of making a new cowl, new engine baffeling and rerigging the entire airplane with new control cables. In additiof\ a set of wheel pants are being made. Jeff is planning on re-doing the interior of the Chief and asks if anyone has any information on pre-war Chiefs, please contact him at 203 Stanford Rd , Lake Jacksof\ TX 77566.

From West Germany comes this pretty picture of a Cessna 140, D-EHSC, flown by Peter Lendle (EAA 316217, AlC 14403) of Erlenweg 11, D-7734 Brigachtal, West Germany. This type of aircraft is quite popular in Europe as it has the necessary electrical system for VHF radio (required in Europe) plus low fuel burn (at $3 to $4 per gallon!). Note 3200 Scott tailwheel and original main gear hubcaps.

VINTAGE AIRPLANE 7

I:AA Li b.-a 0'/ "'-nhives

()i.-edu.-

()uring the decade after World War I, the science of aerodynamics was bei ng expanded and deepened in the research laboratories and workshops of many nations.

Some of the theory deve loped wo uld be used to refine the shape of the airplane through streamlining. ("Vin­ tage Literature ," July 1989.) Much of the research, which would be incorpo­ rated in the new wing sections and shapes in the airplanes of the 1930s , was on lift and drag.

Of special importance among the in­ ventions and improvements was the slotted wing. The effect of the slot was discovered independently in Germany

by G. V . Lachmann and in England by Handley Page. Lechmann was to join the Handley Page company and the de­ vice became known throughout the world as the Handley Page Slot.

The effecti veness of the slots was shown in wind tunnel and fli ght tests both in Germany and England with the tests showing a 60 percent increase in wing lift at high angles of attack.

Though the results of the invention of the slotted wing aroused immense excitement, it found little use in the 1920s. This was possibly due to the low wing loading of the predominant biplane designs and their slow landing speeds. With the advent of all-metal aircraft and higher wing loading, slots became more useful. An exception was the Royal Air Force which required all new aircraft to have them beginning in 1928.

Thanks to Mr. Clifford C. Jackson of Davison, Michigan, the EAA Avia­ tion Foundation Library recently re­ ceived some examples of Handley Page company publications on the slot­ ted wing.

One titled "The Automatic Slot" which appears to have been published in 1930 was a 26-page brochure that gives a general history of the device and how it operates . The brochure car­ ries a very strong message on the slot 's 8 NOVEMBER 1989

Handley

Pa~e,

Ltd.

;\1 HO, ·\\ l rlC ,,,1. F ;.J (;I:-':E E I{ S

TilE

.·\LT()~I.-\TIC

SLOT

( ' IUC" LEII'OOIl I.(I NOO:"l

N\L!

rd<p.~v'" Ih mpllud

l~ OO

.

T ":<I ' ~'~' CfL( ld . ... lAlndon

H~drop~,d .

contribution to aviation safety.

The booklet begins with a story called , "The Parable of the Unselfish Husband" which presents as much of a comment on the sensibility of the times as a message on flying safety.

"A certain husband was in the habit of denying himself things in order the better to provide for his beautiful wife's extensive needs and so to retain her affection, he gave up smoking cigars and took to cigarettes; he drank water instead of wine, and he reduced the numher of clubs to which he be­ longed from eight to one, so that a larger part of his income could be de­ voted to the purchase of clothes, hats, perfumes , and other articles for his wife.

"And when he came to buy an aeroplane , he chose a cheap one , and, being told that the fitting of auto-slots would cost [extra] , he refused to have slots fitted. And in due course his aeroplane stalled and spun into the ground, and he was killed."

The Handley-Page "Gugnunc" slotted and flapped biplane was an entry in the 1929 Guggenheim Safe Aircraft Competition.

According to the Handley Page com­ pany , the lesson of the story as stated in the parable was:

"The agreement constitutes a public proclamation first that the best techn i­ cal brains in Great Britain affirm that slots do what they are claimed to do, and second, that the validity oj the patent is unshakable. "

I:)

z

j

~ "The Jate oj this t unselfish and de­ J voted husband should be a warning to all who do not place a sufficient value on their own saJety. The experi­ ences oj life may be unpleasant , but inas­ much as those oj death may be even more unpleasant, it is advisable to fit slots and be secure."

E. ANCil...E BETWEEN A I!lFLDw l. WlNC .

ANCL..E

OF

INCIDENCE.

As you can tell - a rather strong message. The rest of the brochure is more technical in nature covering air accidents, the wing slot and controlla­ bility and a technical description of the slot in ac tion:

"In order to check as quickly as pos­ sible the wastage oj lives and material that was going on owing to the Jre­ quency oj the stall-and-spin type oj air accident , the Air Ministry was pre­ pared to interfere with the works pro­ grammes oj the various aircraJt manu­ Jacturers to the extent oj insisting that all Royal Air Force machines were to be slotted beJore being put in service.

"The effects oj these decisions are already noticeable. Up to the time oj writing no single Jatal stall-and-spin accident has happened to a British Service aircraJt Jitted with slots."

Facts About Slots "The Handley Page automatic slot is now so widely used that the time is ripe Jor a recapitulation oj some oj the chieJJacts about it . Its history is unique in aeronautics. It has progressed and overcome ignorance and prejudice at an astonishing rate, as will be seen if the course oj events is examined.

"First installed as a means oj in­ creasing the speed range oj an aerop­ lane by decreasing its landing speed, it was developed to provide at these lower 5peeds a method oj lateral con­ trol and stability, then and now so woeJully lacking in aircraJt with ordi­ nary wings.

It went on to report that tests of the slots by British government were so successful in the laboratory and on a Bristol fighter that all Bristol fighters in use with the RAF were ordered to have auto-slots.

"A similar rapid development took place in civil aviation. It began when a Jamou s make oj light aeroplane was fitted with auto-slots and tested. The results were so conclusive that private aeroplane owners began immediately to stipulate that their machines must

In 1928 the Gov­ ernment began to fit some Service aircraft with slots. Every Britstol fighter in the Service was slotted, and steps were then taken to equip D .H .9s .

It was then decided to fit slots to all Service aircraft.

It was noted that prior to the slot installations the RAF was experiencing 20 to 30 fatal stall-and-spin accidents per year.

Safer Civil Flying be Jitted with auto-slots. Now almost every private aeroplane owner in Great Britain and the Dominions insists on the inclusion oj auto-slots in his machine."

The British Government and slots Another section of the report dealt with the fact that after testing , the British Government bought the rights to the slots for 100 ,000 Pounds.

After discussing the causes of fatal civil accidents in private or club air­ craft (as in the U. S ., stall-spins ac­ counted for the largest number), the section concludes:

"The auto-slot is not a 'Gadget.' It is not, that to say, an unessential ac­ cessory. It is part oJthe machine itself, and it improves the machine by in­ creasing the pilot's control over it.

Auto-slots no; only increase the aerop­ lane's saJety, but also during certain manoeuvers , improve the performance oj the machine ." • VINTAGE AIRPLANE 9

WELCOME NEW MEMBERS

The following is a parliallisting of new members who have joined the EAA Antique/Classic Division (through May 3, 1989).

We are honored to welcome them into the organization whose members ' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.

Tom Sabata Scot ia , New York

Michael Smith Sioux Falls, South

Dakota

Texas State Waco , Texas

Technical

Institute

Robert B. Sackmann Bloomington ,

Indiana

Richard C. Smith Wi chita, Kansas

Bill Thibault Newport Beach. Ca li for­

William E. Sadler Atlant a. Georgia

Lars Soe-Jensen Farum, Denmark

David Sanderson, III Sierra Vista ,

Arizona

Ronnie L. Southard Milford. Dela­ ware

Donald M. Sather Haywa rd , Califor­ nl a

Patricia B. Sowell States boro . Geor­ g ia

Kenneth Sawusch Libertyv ill e , JI-

Iinois

George P. Ca lifornia

Cliff Schlender Clintonville, Wi scon­

Robert D. Sponseller Shelby. Ohi o

Larry Tippit Cumby, Texas

Schuyler Arizo na

Jeremy Tischendorf Green Bay , Wis­

consll1

ili a

Matthew J. Thiele Nashua. New Hampshire James P. Thomas Springfield. Illinois

Spolsdoff

Tony Tinsman Westph al ia, Missouri

O.

Stackus

Ph oen ix,

John I. Stahly Nappanee, Indiana

Michael Sentell Maryville, Tennessee Roland Standring It asca, Illino is

Cheryl Serviss Ca liforni a

Arroyo

Thompson Columbus ,

Law ndale,

Sill

Walter Borns Scragg Syd ney. New South Wales. Australia

Walter O. Ohio

Grande, Peter Stanek San Rafae l, California

Thomas B. Traylor, Jr. Birmingham,

Al abama

Robert J. Triplett Bruce, Wisconsin

Mark Allen Alabama

Turner

Eufaula,

Robert J. Severson Houston. Texas

John Roger Stark Fort Worth . Texas

Bruce Shaeffer, Jr. Lititz, Pennsyl­ val1la

Ralph H. Florida

Thomas W. Sharpe Reidsv ille, North Carolina

Edward T. Stettner Lake Alfred,

Florida

Kevin Van Dyke Palm Beach Gar­

dens, Florida

Rodney Sheakley Pet ro li a, Pennsyl­ va l1la

Mark F. Stevens Biloxi, Mi ss iss ippi

Jack Veach Reno , Nevada

Larry Sheiter Manchester, Mi ssouri

John H. Stewart Needham, Mas­

sachu setts

John W. Veil, Jr. Pennsy lvania

Short Wing Piper Club Halstead , Kansas

Charles A. Stone Danbury , Connec­

tic ut

Andrew J. Volovar Mysti c, Connec­

tic ut

Robert Wayne Simpson Norwood, North Carolina

Ernest R. Streifthau Middletow n,

Ohio

Richard L. Wagner San Bernardino,

California

Lendon V. Sink Le xington. North Carolina

Harold Swanson North Branch , Min ­

nesota

Fred Walatka Anchorage, Alaska

C. Donald Sitta Farmington. New Mex ico

David N. Switzer Cocoa , Florida

Rem Walker Reg ina, Saskatchewan,

Canada

Starr Daytona

Beach,

David Valaer Dallas , Texas

Brian Smith Ripo n, California

Gagniere Sylvain Mauguio , France

Leonard C. Smith EI Toro, Ca lifornia

Greg Teufel Seattle, Washington

10 NOVEMBER 1989

Reuben D. Tye, Jr. Arlington, Texas

Les

Garrigues,

Wyomi ssi ng,

Randall J. Wall Ava, Illinoi s

William Walters Battle Creek, Michigan

Don Ward Green Bay. Wisconsin

Michael P. Anthony Kerrville. Texas

Herbert E. Ware Muncie. Indiana

John Barnes East Doncaster. Au­ stra li a

Steven C. Californ ia

Fisher

Sim i

Valley.

Robert Fox Arab. Alabama

William F. Watson Tulsa . Ok lahoma Clyde E. Barton Angleto n. Texas David Welch Venice. Florida

Kevin David Francis Great Dunmow.

Essex. Eng land

Philip A. Block Anchorage. Alaska Lee C. Whitehead Middleport. New York James B. Williams, Jr. Ridgeway.

Virginia Morgan Williams, Jr. Midland. On­ tario . Ca nada George W. Williams Portsmouth.

New Hampshire

Jose M. Bouza Ewa Beach. Ha waii

Norris E. Garvey New Albany. In ­ diana

John D. Bramsen Ch icago. Illino is

Camile P. Gaspard Blanks, Louisiana

Ralph E. Brandon Newark. Ohio

James F. George Vineland. New Jer­ sey

Bernard M. Cal iforn ia

Brill

Sacrame nto.

Robert A. California

Gingell

Sunn yva le.

Herman B. Brust , Jr. Frederick.

Maryland

Dan Grace Covington. Georgia

James E. Arizona

Phoen ix.

Ralph S. Graham SI. Paul , Min­ nesota

Charles E. Wolter Niles. Michigan

Edward G. Cartwright Kan sas City, Missouri

Peter Groves Vancouver, British Co l­ umbi a. Ca nada

William N. Woodhouse Power. Mon­ tana

Nick Charlemagne Gabon. Africa

Gregory D. Minnesota

Phillip E. Cline Lockhart, Texas

Dallas Wise Hyattsville . Maryl and Robert Wislocki Bethany. Con nec­ ticut

Wastrel

Deephaven.

David F. Wrench Mountain View.

California

Buchanan

Libreville .

Richard N. Cochrane Clarks Sum­ mit . Pennsylvania

Don W. Guthrie, Sr. Forestville , California Robert D. California

Halvorsen Van Nuys.

James R. Florida

Hammond

Bradenton.

Giorgio Conti-Veccui Cag liari . Italy George F. Wright Sutton Coldfield .

West Midlands. England James Wunderlin Milwaukee . Wis­ consin

George R. Hartigan Spring, Texas Elizabeth Ann Copland Ann Arbor.

Michigan

Mary Crawford Florida

Port

SI.

William M. Henderson Fargo , North Dakota

Lucie,

Frank Wustrack Oostburg . Wiscon­ Sill

Eugene Davidson O ldsmar . Florida

James Wutzen Kirkland, Washington

A. Robert Davies Troy. Ohio

Michael Yearout Breckenridge. Co l­ orado

John Davis Cincinnati, Ohio

G. Hengeveld Netherlands

Sprang

Capelle.

Robert L. Hess Clarence. New York Carthel A. Hole Pontotoc, Missi ss ippi

Carlton Alabama

C.

Young

Bessemer.

Robert A. Zembinski Milwaukee.

Wisconsin

Ray L. Hulce Niles , Michiga n Michael F. Diem Minneapolis. Min­ nesota Timothy R. Dykman Quogue . New York

William J. Zimmer Venice, Florida

Donald E. Ellis Grass Valley, Cali for­ nia

American Champion Aircraft Corp.

Rochester . Wisconsin

George Elton Snohomish . Washing­ ton

Robert C. Ansley Winchester, Ten­ nessee

Rocco J. Farano Dobbs Ferry. New York

International Civil Aviation Organi­ zation Montreal. Quebec, Canada Paul M. Jablonski Greenwood. In­ diana Kenneth w. Jerolaman Bernard svi lle, New Jersey Cliff W. Johnston Hawkes Bay, New Zealand F. Ben Jones Kat y, Texas VINTAGE AIRPLANE 11

1989

LISTING

compil ed by Mark Phe lps

B irds of a feather do flock together and type clubs are the best way fo r owners of like mac hines to share info rm a­ ti on , part s and soc ial camaraderie. The Cessna 12011 40 cl ubs merged the ir effort s to produce a record assault on EAA O shkosh '88 . In 1989 , The Ameri can Yankee Associ­ ati o n heJd its natio nal conve ntio n in Cabl e , Wi sconsin the week be fore EAA Oshkosh '89 and several me mbe rs fl ew o n down to O shkosh the fo ll ow ing week to for m the "G ru m­ man Corral" in the north parking area.

Bes ides o wners of spec ific airc raft , pil o ts w ith simil ar ex perie nces o r interests can gather to share a li e or two.

The OX-5 Aviatio n Pio neers, fo r in stance, include pil ots bold e no ugh to ha ve fl own behind the Curti ss OX-5 e ng ine before W orld W ar II. Officers and me mbe rs of type clubs often are the fi rst point of contac t for pilot s cons ide rin g a spec ific airplane type and that usuall y exc ites the prospecti ve owne r abo ut getting the project started. Yo u might say that many of those who call with doubts abo ut the type are "clubbed" into submi ss ion .

Aer onca Aviator ' s Club ­ A Division of Pea Patch Airlines Julie & Joe Dickey 51 1 Te rrace Lake Road Columbu s, IN 47201 8 12/342-6878 Newsletter: 4 times as year Dues: No dues - $ 12 subsc ripti o n

National Aeronca Club Jim Tho mpson , Preside nt 266 Lamp & Lantern Vill age Cheste rf ield , MO 63017 12 NOV EMBE R 1989

Most type clubs also di stribute ne wslette rs th at include sto ries, mainte nance info rma tion and schedul es of ac ­ ti viti es. They also offer a c hance to get a pi cture of a me mber 's aircraft in print fo r everyone across the country to ap prec iate. An e xce lle nt e xample of a type-c lu b news let­ ter is the Sho rt Wing Piper NI' \\'s, p ublished by the Short Wing Piper C lub .

If yo u own a n antique o r class ic airc raft. or even an o rph aned spa mcan such as the Grum ma n American airpl anes, a nd you wo uld like to netwo rk w ith o thers who share yo ur e nthu sias m , type c lu bs are the best way. T he fo ll o wing is the Antique/C lass ic Di vis io n 's most curre nt li st o f ty pe clubs. If we have le ft out your g roup or made an error in o ur li sting, send in the in fo rmati o n and we ' ll make it avail able to me mbe rs nex t year. The organi zations are li sted alphabeticall y by the name mos t commo nl y assoc iated w ith the type , i.e. Beech Stagge rw ing clu bs are li sted unde r "S" and the Weste rn Bonanza Assoc iatio n is li sted un der "B ."

Ne wsle tte r: 6 per year Dues: $20. 00 US, $30 Canada , $45 Foreign . $40 C harter US, $50 Charter Canada , $65 Charte r Foreig n

Aeronca Lover's Club Buzz W ag ner Box 3, 40 1 1st SI. East Clark , SO 57225 605/532-3862 Ne wsletter: Quarte rl y Dues : $ 15 per year

Aeronca Sedan Club Mr. Richard Welsh 2311 East Lake Sammamish Place SE Issaquah, W A 98027 Newsletter: 3 per year Dues : $3.50 per year

American Air Racing Society Mr. Rudy Profant, President 4060 W. 158th Street Cleveland , OH 44135 216/941-0089 Newsletter: Quarterly Dues: $10.00 per year

American Aviation Historical Soci­ ety Mr. Harry Gann , President 2333 Otis SI. Santa Ana, CA 92704 714/549-4818, Tuesday nights. 7 :00­ 9:00 p.m . local Newsletter: Quarterly Dues: $25, includes Journal and News­ letter

Flying Apache Assn.

John Lumley 1 S. 300 Dillon Lane Villa Park , IL 60181 312/627-8027 Dues: $25 per year

Artic Tern Newsletter David Neumeister 5630 S . Washington Lansing, MI 48910 517/882-8433 Newsletter Dues : $10 per year

Bellanca Champion Club

Newsletter: Monthly Dues: $35.00 per year

Western Bonanza Society Alden C. Barrios 1436 Muirlands Drive La Jolla, CA 92037 619/459-5901 Newsletter Dues: $20 per year

Bucker Club John Bergeson, Secretary/Treasurer 6438 W . Millbrook Road Remus, MI 49340 517/561-2393 Newsletter: 6 per year Dues: $10 per year (U.S. & Canada) $ 15 per year (Foreign)

Bucker Club, National Frank Price, President RI. 1, Box 419 Moody, Texas 76557 817/853-2008 Newsletter: 12 per year Dues: $25.00 per year

Cessna Airmaster Club Gar Williams 9 So . 135 Aero Drive Naperville, IL 60565 312/355-9416 Dues: None

International Bird Dog Association (Cessna L-19) Phil Phillips, President 3939 C-8 San Pedro, NE Albuquerque, NM 87110 505/88 1-7555 Newsletter: Quarterly "Observer" Dues: $25.00 per year

Cessna T -50 Flying Bobcats Jon Larson 3821 53rd Street, S.E. Auburn, WA 98002 206/833-1068 Newsletter: Quarterly Dues: Donation

Cessna Pilots Association John Frank, Executive Director Mid­ Continent Airport P. O. Box 12948 Wichita, KS 67277 316/946-4777 Newsletter: Monthly Dues : $30 annually

International Cessna 120/ 140 Associ­ ation Dorchen Forman, Editor Box 830092 Richardson, TX 75083-0092 817/497-4757 (D. Forman) Newsletter: Monthly Dues: $15 U.S. year

West Coast Cessna 120/ 140 Club Donna Christopherson. Membership 451 Bellwood Drive Santa Clara, CA 95054 408/988-8906 or 554/0474 Newsletter: Bi-monthly 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: $20.00 per year

Ms. Pam Foard and Mr. Larry D'At­ tilio 1820 N. 166th Street Brookfield, WI 53005 4141784-03 18 Newsletter: Quarterly - "Bellanca Con­ tact!"

Dues: $25.00 per year

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 Cliff R. Sones , Administrator P.O. Box 12888 Wichita, KS 67277 316/945-6913 VINTAGE AIRPLANE 13

Intcrn ational Cessna 1711 Associa足

tion. Inc.

Vclvel Fad.:cldc),. Exccutivc SCLTc tary

PO. Bo\ 1667

Lehanon. MO 655.\6

New~lc tlLT Fly Paper ( I I per year)

The 170 New~ (Q uarterl y)

Dul'~: S 15 .00 per year

International Cessna 180/ 185 Club

(Cessna I XO-I X5 ownership req uired )

Charles Bombardi er. Pre~ id en t

45.\l) N. 4l)th A ve nue

Phoenix. AZ X50.1 I

Newsletter: 9 or 10 per year

Dues: S 15 per yea r

Eastern 190/195 Association

Cliff Crabs

25575 Butternut

North Olmsted. OH 44070

2161777-4025. after 6 p.m. Easte rn

Newsletter: Irregular - Manual on

Maintenance for Members

Dues: $10 initiation & as required each

year.

International 195 Club

Dwight M . Ewing. President

P. O. Box 737 Merced , CA 95344 2091722-6283 Newsletter: Quarterl y Dues: $20.00 U.S. annually

P. O. Box 2002 Mt. Pleasant. MI 48804-2002 517/561-2392 Newsletter: 6 per year Dues: $10 per year (U.S.). $ 15 (Canada - U.S. Funds) $20 (Foreign) Note: Must be a Cub Club member, also

International Comanche Society Jaek Holaway P O. Box 400 Grant. NE 69140 308/352-4275 Newsletter Dues: $34 per year

Culver Club Larry Low. Chairman 60 Skywood Way Woodside. CA 94062 415/851-0204 Newsletter: None Dues: None

Corben Club Robert L. Taylor. Editor P. O. Box 127 Blakesburg, IA 52536 515/938-2773 Newsletters: Quarterly Dues: $8.00 for four issues Cub Club (Piper)

John Bergeson . Chairman

P. O. Box 2002 Mt. Pleasant , MI 48804-2002 517/561-2393 Newsletter: 6 per year Dues: $15 per year (U.S.), (Canada) $25 (Foreign)

Culver PQ-14 Assoc.

Ted Heineman. Editor 29621 Kensington Drive Laguna Niguel. CA 92677 714/831-0173 Newsletter: Annually Dues: Donation $20

L-4 Grasshopper Wing

Publisher: John Bergeson , Cub Club

14 NOVEMBER 1989

Dart Club (Culver) Lloyd Washburn 3958 Washburn Drive PI. Clinton, OH 43452 Newsletter: "Now and Then" Dues: None

Curtiss Robin Club W. Lane Tufts 4138 Santa Rosa Drive Moorpark , CA 93021 805/529-2359 Dues : None deHavilland Moth Club Gerry Schwam, Chairman 1021 Serpentine Lane Wyncote . PA 19095 215/635-7000 or 215/886-8283 Newsletter: Quarterly Dues: $ 12 U.S. & Canada $15 Overseas deHavilland Moth Club of Canada R . deHavilland Ted Leonard, Founder足 Director 305 Old Homestead Road Keswick , Ontario , Canada L4P I E6 416/476-4225 Newsletter: Periodicall y Dues: $20 annually American Tiger Club (deHavilland) Mr. Frank Price. President Rt. I , Box 419 Moody , Texas 76557 817/853-2008 Newsletter: Monthly Dues: $25.00 per year

Ercoupe Owners Club

Skip Carden. E\ecutivc Director

Box 1505~

Durham. NC 2770.+

91l11471-94l12

Newsletters: Monthly. editions

Dues: S20 per year

with

W ic hit a. KS 67277 3 1619.+3 -4234 News lette r: 10 issues per year Dues: S35 per yea r U.S . funds. plus chapter dues

~pecial

Fairchild Club

John W. Berendt. President

7645 Echo Point Road

Ca nnon Falls. MN 55009

507/263-24 14

Newsletter: Quarterl y

Dues: $5

Fairchild Fan Club Robert L. Taylor. Edi tor P.O. Box 127 Blakesburg , IA 52536

Fleet Club George G. Gregory. Pres ide nt 4~80 Duguid Road Manlius. NY 13 104

3 15/682-6380 Newsletter: Approx. two per year Dues: Con tributi o ns

Funk Aircraft Owners Association G. Dale Beach. Ed ito r - Treasurer 1621 Dre he r Street Sac rame nto. CA 958 14

916/443-7604 Newsletter: 10 per yea r Dues: $ 12 .00

515/938-2773 Newsletter: Quarterly Dues: $8.00 per year

Flying Farmers, International Kyle Ann Stream, Exec utive Director P .O. Box 9124 2 120 Airport Road

Great Lakes Club Robert L. Taylor. Ed itor P.O. Box 127 Blakesburg, IA 52536

515/938-2773 Newsletter: Quarte rl y Dues: $ 10 per yea r

The American Yankee Assn. (Grum足

man American)

Steve Wilson

3232 Western Drivc

Cameron Park . C A t)56~2

Newsletter Dues: S27.50 per year (U.

S.), $30.00 (Fore ign)

Hatz Club

Robe rt L. Taylor . Ed itor

P.O . Rox In Bl akesburg, IA 52536

515 /938-2773 Newsletter: Quarterly Dues : $~ per year

Heath Parasol Club William Sch lapman 6431 Paul son Road Winneconne, WI 54968

414/582-4454 News le tte r: Annually Dues: Postage donation

The Interstate Club Robert L. Taylor. Editor P. O. Box 127 Blakesburg, IA 52536

515/93 8-2773 Newslette r: Interstate Inte rcom Dues: $8 for four issues deHaviliand TIger Moth

Little Round Engine Flyer Ken Williams , Chairman 33 1 E. Franklin Stree t Portage , WI 53901 Contact Williams for further informa足 tion

Continental Luscombe Association Loren Bump, Fearless Leader 5736 Esmar Road Ceres , CA 95307

209/537-9934 Newsletter: Bi-monthly (6 per year)

Dues: $ 10 (U.S.) , $ 12.50 (Canada or

$10 U.S. funds)

$ 15 (Foreign)

Luscombe Association

John Bergeson, Chairman

6438 W. Millbrook Road

Remus, MI 49340

517/561-2393

Newsletter: 6 per year

Dues: $ 15 per year (U.S.)

$20 per year (Canada)

$25 per year (Foreign)

Meyers Aircraft Owners Association Wm . E. Gaffney, Secretary 26 Rt. 17K VINTAGE AIRPLANE 15

Newburgh, NY 12550

914/565-8005 Newsletter: 5-6 per year Dues: Postage Fund Donation

Minnesota Seaplane Pilots Associa足 tion Jack E. Mathisen Box 385 Squaw Lake, MN 56681 218/659-4431 Newsletter: 3-4 per year Dues: $15 per year

Mooney Aircraft Pilots Assn.

Mark Harris 314 Stardust Dri ve San Antonio, TX 78228

512/434-5959 Newsletter Dues: $30 per year

National Air Racing Group Frank Ronco. President 1313 Los Arboles Sunnyvale, CA 94087

4081733-7967

Hangar 5, 4-J Aviation Jones-Riverside Airport Tulsa, OK 74132

(lO/year)

National Biplane Association Charles W . Harris, Board Chairman Mary R . Jones, Executive Director

Newsletter: The 99 News - monthly Dues: $40.00 annually

918/299-2532 Dues: $15.00 per year

Norseman Club

National Championship Air Races

David E. Neumeister 5630 S. Washington Lansing, MI 48911-4999

Susan Audrain, Marketing Director P.O. Box 1429 Reno, NY 89505

702/826-7500

517 /882-8433 Newsletter: Quarterly Newsletter Dues: $10 per year

-

Norseman

Naval Aircraft Restorers Assn.

Gerald Miller 3320 Northridge Drive Grand Junction, CO 81506

3031245-7899 Newsletter Dues: $12 per year

North American Trainer Association (T6, T-28, NA64, NA50) Stoney and Kathy Stonich 2285 Oakvale Drive Shingle Springs. CA 95682

916/677 -2456

American Navion Society Raleigh Morrow , Chairman of Board Gerry Bright, Executive Secretary Box 1175 , Municipal Airport Banning, CA 92220

Newsletter: Quarterly - Texans and Trojans Dues: $25 U.S., $35 Canada . Foreign.

U.S. Funds - In!'1 Money

714/849-2213

OX-5 Aviation Pioneers

Newsletter: Monthly Dues: $35 per year

Oliver Y . Phillips . National Secretary 10405 W. 32 Avenue Wheat Ridge. CO 80033

The 99s, Inc., International Women Pilots

303/233-5905

Newsletter: Professional Air Racing Dues : $IO/year, domestic

405 /685-7969

Loretta Jean Gragg, Executive Direc足 tor P.O. Box 59965, Will Rogers Airport Oklahoma City, OK 73159

Newsletter: 6 per year Dues: $10 per year

Buckeye Pietenpol Association Frank S. Pavliga. Newsletter Editor Pietenpol AirCamper

~

()

c

(l

'" o

'"E '=;

16 NOVEMBER 1989

2800 S. Turner Road Canfield, OH 44406 2161792-6973, days 2161792-6269 (evenings) Newsletter: Buckeye Pietenpol Assn.

Newsletter - Quarterly Dues: $7.50 per year

Rearwin Club

Seaplane Pilots Association

Robert L. Taylor, Editor P .O. Box 127 Blakesbu rg , IA 52536

Robert A. Richardson, Executive Di­ rector 421 Aviation Way Frederick , MD 21701

515/938-2773 Newsletter: Quarterly Dues: $8 per year

International Pietenpol Association

Ryan Club, National

Robert L. Taylor, Editor P.O. Box 127 Blakesburg , IA 52536

Bill J. Hodges , Chairman 811 Lydia Stephenville, TX 76401 817/968-4818 Newsletter: Quarterly Dues: $10 per year

515/938-2773 Newsletter: Quarterly or Semi-annu­ ally Dues: $8 per year

Replica Fighters Association Short Wing Piper Club, Inc. Lonnie McLaughlin, Chairman 32 East End A venue Brentwood, NY 11717

Membership

Frank G. Weatherly, President 22451 David Taylor, MI 48180

301/695-2083 Newsletter: Water Flying (Quarterly)

Water Flying (Annual) '88 SPA Seap­

lane Landing Directory - $12 - Mem­

bers/$25 non-members

Dues: $28 per year

Silver Wings Fraternity

Russ Brinkley, President

P.O. Box 11970 Harrisburg, PA 17108 717/232-9525 Newsletter: Slipstream Tabloid Monthly Dues: Initiation - $10, $5 per year

313/295-0590

516/273-5072

Newsletters: Bi-monthly Dues: $15 per year

Spartan School of Alumni Association

Newsletter: Bi-monthly Dues: $25 per year

Seabee Club International

Vern Foltz, Alumni Relations 8820 E. Pine Street Tulsa, OK 74115

Porterfield Airplane Club Chuck Lebrecht 1019 Hickory Road Ocala, FL 32672

904/687-4859 Newsletter: Quarterly Dues: $5 per year

Captain Richard W. Sanders, President 6761 NW 32 A venue Ft. Lauderdale, FL 33309 305/979- 5470 Newsletter: Quarterly (plus phone con­ sultation) & directory Dues: $15 (U.S. & Canada) $20 (Foreign)

Aeronautics

918/836-6886 Newsletter: Quarterly Dues: $10 annually

Staggerwing Club Jim Gorman, President 1885 Millsboro Road VINTAGE AIRPLANE 17

Mansfie ld , O H 44906 4 19/529-3822 (home), 4 191755- 10 11 (office) Newsletter: Qu arterl y Dues: $ 15 per year

Stampe Club Internationa Willi am R . Baldw in P. O . Box 1408 Lebanon, TN 3708 8 News letter Dues: $20 per year

Stearman Restorers Association Tom Lowe , President 823 Kingston Lane Crystal Lake, IL 6001 4 8 15/459-6873 Newsletter: 4 per year Dues: $ 15 per year Replica Sopwilh Camel

National Stinson Club

Lake Pl ac id , FL 33852 News letter: Quarterl y Dues: $ 15 per yea r

Jonsey Pau l 144 18 Skinner Road Cypress, TX 77429 Newsletter: Quarterl y Dues: $7 .50

,,

18 NOVEMBER 1989

100

Southwest Stinson Club Northeast Stinson Flying Club

National Stinson Club (108 Section) George H . Leamy, Pres ident, C lu b I 15 He inley Road

Note: Membershi p lim ited to members

108

Dick Bourque, Founde r 8 Grimes Brook Road Simsbury, CT 06070 203/658- 1566 Newsletter: Bi -monthl y Dues: $ 10 per year

Dick Goe rges, Pres iden t 36 19 Nortree Stree t San Jose, CA 95 148 408/274-9 179 Newsletter: SWSC Newsletter, 10 per year Dues: $ 10 per year

Taylorcrafl

Super Cub Pilots Association Jim Richmond, FounderlDirector P.O. Box 9823 Yakima, WA 98909 509/248-9491 Newsletter: Monthly Dues: $25 per year U. S . $35 per year (Canada) $40 per year (Foreign)

Swift Association, International Charlie Nel son P. O . Box 644 Athens, TN 37307

6151745-9547 Newsletter: Monthly Dues ; $25 per year

Taylorcraft Owners Club Bruce M. Bixler II, President 12809 Greenblower Road Alliance , OH 44601 216/823-9748 Newsletter: Quarterly Dues: $10 per year

Tomahawk Pilots Association Skip Carden, Editor P. O . Box 15388 Durham, NC 27704 Newsletter: Bi-monthly (6 per year) Dues: $20.00 per year

Travel Air Club Robert L. Taylor, Editor P.O. Box 127 Blakesburg , IA 52536 515/938-2773 Newsletter: Travel Air Tales - Quar足 terly Dues: $8 per year

Travel Air Division of Staggerwing Museum Dub Yarbrough P . O. Box 550 Tullahoma, TN 37388 615/455-1974 Newsletter Dues: $25 per year

Twin Bonanza Association Richard L Ward, Director 19684 Lakeshore Drive Three Rivers, MI 49093 616/279-2540 Newsletter: Quarterly Dues: $25 per year (U .S . & Canada) $35 per year (Foreign)

Waco UPF-7s

Lovettsville, V A 22080 703/822-5504 Newsletter: Quarterly Dues: $10 per year

513/335-2621 Newsletter: 4 per year Dues: $4 per year, Sept. I - Aug. 31 .

Waco Club, National

Leonard E. Opdycke, Director/Pub足 lisher 15 Crescent Road Poughkeepsie , NY 1260 I 914/473-3679 Journals : WW I Aero (1900-1919); Skyways (1920-1940) Dues: Minimum - $20 each for one year $25 foreign for WW I Aero

World War I Aeroplanes, Inc. Ray Brandly, President 700 Hill Avenue Hamilton , OH 45015 513/868-0084 Newsletter: Bi-monthly Dues: $8.00 per year

Waco Historical Society Vintage Sailplane Association Jan Scott, Secretary Rt. I, Box 239

R. E . Hoefflin , Treasurer 10 13 Westgate Road Troy, OH 45373

VINTAGE AIRPLANE 19

1989

GRAND CHAMPION ANTIQUE

Qi

Q

Q

"

~ a

L -__________________________________________________________________________________________~ u

Bill Halverson has been at least part owner of his Beech G 17S Staggerwing since 1967. A pilot really gets to know an airplane in that amount of timc. especially if he spends 12 of those years on a total rebuild as Bill has done with NC 80316. The reward for that effort comes with recognition. both on the ramps of airports along wherever his route may take him and in the judg­ ing ballots at EAA Oshkosh '89 where the airplane was voted Grand Cham­ pion Antique.

Bill's G 17S was originally built at Beech's Wichita factory in February 1947. Walter Beech called the G 17S the best of all the Staggerwings. Im­ provements over the D Models in­ cluded a redesigned engine installation with a longer , sleeker cowling; a new windshield with shal­ lower slope ; a re-de­ signed instrument pan­ el; different vertical stab ilizer and rudder; and a new set of fair­ ings . The company in­ tended to build 50 G17s, but at $29,000, the price was too much to pay even through the eyes of post-war prosperity.

The newfangled Bo­ nanza was available at $7 . 975 and its perfor­ mance was compara­ ble to that of the Staggerwing. Operat­ ing economy was far 20 NOVEMBER 1989

greater with the V-tai l. aluminum speedster as we ll. The Staggerwing faded after 20 G Models were pro­ duced and the Bonanza went on to a successful production run that persists to thi s day. The sty le and luxury of the Staggerwing, however, will never be forgotten as long as there are people such as Bill Halverson who are devoted to preserving the history of the great airplanes of the Golden Age. Serial Number B 15 was the last Staggerwing built for a customer at the factory. Four more were asse mbl ed from parts later on in Texas by Henry Seale Aviation Supply Inc. And a fac­ tory demonstrator, Serial Number B20 was later built in Wichita, but NC 80316 was the last of the lU xury cabin biplanes Beech sold to a regular cus­

Bill Halverson

tomer, in this case, an oil drilling outfit from Colorado . The company flew the Staggerwing as a corporate transport until the late 1950s or early 1960s and sold it to Tomcat Overall s Inc. in Ten­ nessee . In the early 1960s, Robert Col­ eman bought the Staggerwing and re­ covered it in Razorback, painted it white and changed the registration number to N 262C. In 1967, a group of eight airline pilots bought the airplane and shared expenses and fly­ ing until 1972 when, one of the eight, Bill Halverson bought the airplane from the club which had since shrunk from eight to three members.

As luck would have it , an AD note on the Razorback ribstitching arrived shortly after Bill became sole owner.

He was left with the prospect of a total rebuild and no one to share the expense. He did have plenty of help from many quar­ ters but the bulk of the rebuild was performed

by Bill himself.

Stripping the skin from the airplane re­ vealed a variety of sub-projects that needed attention. The basic structure was sound, but the systems had taken a beating from approximately 2,400 hours of use and 25 years of aging. The landing gear was com­ Carl Schuppel pletely re-done as

were the brakes. The electrical system was overhauled and con­ verted to 24 volts to accommodate the King Gold Crown radio package. The IFR set­ up includes dual nav­ coms with glideslope, ADF, DME, three­ light marker beacon and a Mode C trans­ ponder. Bill also in­ corporated a variety of warning systems for the gear, cabin doors, flaps, low-fuel or oil and fire.

The 450-hp Pratt & Whitney R-985 engine had 50 hours on it when the eight pilots bought it in 1967 and has over 600 now . Bill paid a con­ siderable amount of attention to it in the 12 years the airplane was grounded but points out that thc work performed was far short of a complete overhaul. It con­ tinues to purr like the P&W factory cat.

The interior was totally re-worked by the upholstery shop at Flying Cloud Airport near Minneapolis. This time , however. leather was used in places where mohair was used on the original.

The pleating and other design work is all up to factory spec, including the headliner.

Bill covered the Staggerwing in Ceconite 101 and laid on 30 coats of hand-rubbed butyrate dope, sanding in

between every cross coat. The final 12 layers of pigmented dope were applied with tender loving care and 600 wet­ sand, followed by an even finer grade preceeding the final polishing. The rc­ suits are stunning.

Bill already knew about the drudgery part of aviation first-hand.

He began his flying as a lineboy, trad­ ing chores for flying time at Grand Forks, North Dakota. He entered the Army Air Corps at 18 years of age and flew PT-13s, -17s, AT-6s and B-25s in the service . After that he signed on with Northwest Orient Airlines starting out on DC-3s and Martin 202s. Ulti­ mately , he flew almost everything they had, including the Boeing 747 which he flew for the last 10 years of his

career, retiring In 1986. Along the way he also cadged time in P-51 s with the Min­ nesota Air National Guard.

Bill is a founding the member of Staggerwing Museum in Tullahoma, Ten­ nessee and chairs the museum's Scot Perry Memorial Scholarship Fund committee. The museum is dedicated to the preservation of Staggerwing memora­ bilia and houses paperwork, plans and other artifacts relating to the airplane and its designer, Walter Beech. The scholarship fund is an ongoing project that recognizes young people who have demonstrated a love for aviation and provides for their further education . It is named for the son of another museum founding member, Dick Perry and frequently calls on the EAA Air Academy for recipients.

When Bill ' s group first bought the Staggerwing, it was just another 20­ year-old corporate luxury barge. What they did would compare to a group, today, buying a used King Air for per­ sonal transport. It is the passing of time that makes his Staggerwing a piece of aviation history, and Bill has been there through it all, thick and thin . •

VINTAGE AIRPLANE 21

On Monday evening of EAA Osh­ kosh '89, with beautiful airplanes parked at all points of the compass, it was still a revelation to discover two highly polished Globe Swifts parked in the first row of the AntiquelClassic aircraft camping area. It was fun to watch people walk by, stop and stare - the look on their faces giving away their thoughts. It is called desire ­ hunger, if you will. Each admiring glance at the two shiny aluminum air­ craft seemed to bring on more admiration.

Some shook their heads in amazement, others quietly pointed out features to their friends. Somehow, I had the feeling we were looking at a couple of winners.

By Wednesday af­ ternoon, both Swifts and their owners were gone from their tiedown spots and it was hoped the AIC judges had done their work in the short time provided. The Thurs­ day evening A wards Program soon brought 22 NOVEMBER 1989

a few convictions home! Globe Swift, NC78181, owned by Daryl Dressler of St. Paul , Minnesota won the Custom Class /I (over ISO-hp) Award. And when the Grand Champion Classic Award was announced, Charles Hoover and his 8S-hp Globe Swift, NC8090S, ran off with all the marbles!

It was my pleasant job the following week to inform Charles Hoover over the phone that he had garnered the Grand Champion "Lindy" Award.

Charles Hoover

(One of life's simple pleasures .) At first, Charles had a, "You gotta be kid­ ding!" apprehension about taking home the heavy hardware. However, my very persistent tone of voice must have hit home' He finally realized what he had accomplished and the giggles and laughing told me he understood.

Later, Charles admitted he didn't get much work done the rest of that day!

A little detective work revealed that Charles had won six previous awards at Oshkosh with his Swift, with the AIC Grand Champion "Lindy" being Num­ ber seven! On top of this, the beautifully polished machine has won any number of other awards over the past 16 years of Hoover's ownership.

The original Swift, named the GC-l, was a steel tube and plywood airplane de­ signed by K. H. "Bud" Knox back in 1941. It looked very similar to the metal version which came after World War /I in

1945. The original aircraft was powered with a Continental A-80 and would top out at 145 mph and cruise at 130 mph - figures that are remarkably similar to Charles Hoover's metal Swift with its 85-hp engine.

The Swift was built by three differ­ ent companies following World War

II. Globe Aircraft Corp. of Fort Worth.

Texas started the line of all-metal Swifts and was followed by Texas En­ gineering & Manufacturing Co. (Temco). These in turn were followed

by Universal Aircraft. which built the last 16 GC-IA and 60 GC-IB Swifts.

The grand total manufactured is ap­ proximately 1.500 Swifts. of which some 720 remain on the FAA Register today. or these. it is estimated that less than a half dozen are still flying with a C85-12 engine. Now we can understand why Charles Hoover's 85­ hp Swift has caused so many raised eyebrows! It is a rare bird!

Built in July. 1946. Charles' GC-IA is Serial Number 308 and is one of the 47 GC-IA models built by Globe that are still on the FAA Register. Nearly all of these have been re-engined with more horsepower. The lowest number on the register is NC33336, SIN 2, which is owned by Louis Leftwich, Jr. of Orlando, Florida. This very aircraft was used in the photos for the company literature in 1946. Included in the op­ tions for the 1946 Swift were floats and skis! An airbrushed drawing shows NC33336 flying by with a set of rather pointed floats mounted on struts from the gear wells. (Talk about " Dream­ ers"!)

Some of the detailing on Charles' Swift really caught the judges' eye at EAA Oshkosh '89. The beautiful de­ cals on the wheel hubs showing a map of the world with "Swift" across the face were done by fellow Swift owner, Pat Moore of Minneapolis. They were done about 10 years ago using the silkscreen process and are absolutely beautiful.

Please bear in mind that this Swift has been continually upgraded for the 16 years that Charles has owned it.

Herein lies the secret! Just because Charles didn't win Grand Champion in 1973, he didn't give up. Each year, more improvements were ac­ complished, eventually culminating with the coveted Grand Champion A ward. This is persistence at its very best. For this, we congratulate Charles Hoover and wish him the very best in future endeavors.

And let us not forget the "Lake Elmo" bunch of Swift aficionados who work so well together in a mutual aid society. Led by Mark Holliday, Jim Montague and a host of others, they have set the collective Antique/Classic crowd on their ear with the huge amount of championship hardware that has found its way "home" to Lake • Elmo. We salute you!

VINTAGE AIRPLANE 23

SPEEDWING Vern Dallman flies the sole

remaining Curtiss-Wright B-14-B

by Mark Phelps

If

you've ever watched a kitten grow up, you have an idea of how aviation spent its childhood . A kitten doesn't know what's possible and what isn ' t.

It can ' t tell the difference between leaping up on a tall bookshelf, which it will be ab le to do when it gets bigger, and leaping up on the roof. It will jump and fai l day after day until it finally makes the bookshelf. Some time later, it will find another way to get to the roof. You have to wonder if, along the way , the kitten had any idea what its ultimate limitations were.

In the 1930s, aviation was like that kitten . It hadn't yet figured out what it couldn't do . Designers were finding 24 NOVEMBER 1989

ways to coax more speed and capabil­ ity out of airplanes on an almost daily basis. Improved airframes alternated with more sophi sticated engines, play­ ing techno-leapfrog from one design to the next. In June 1932, Curtiss-Wright leaped the field with its 8-14-8 " Speedwing ." Only two were built and Vern Dallman, most conspicuous at EAA Oshkosh '89 for his " Little Looper" replica , has one of them at his " Ala Doble Aerobatic Ranch" in Es­ parto , California.

The " Speedwing" was essentially an A-14-D "Sportsman" with a nine-cy­ linder, 330-hp Wright R-97S-E engine.

The Sportsman, which itself was cer­

tified only 10 months earlier had thc seven-cylinder, 240-hp R-760-E. With 60 more horse s up front. the Speed­ wing aimed its ample nose in the direc­ tion of the wealthy sport-flyer market.

It had scating for thrce with two in a bench seat in front. Thc front cockpit normally went around undcr covcr , however. in the quest for more speed at the expense of carrying passengers.

The metal cockpi t cover was standard equipment from the factory in St. Louis. Missouri.

Other standard equipme nt included a metal propeller , electric starter , navi­ gation lights . cockpit lights , battery and a headrest for the rear cockpit. Re­

tractable landing lights would run the buyer an additional $200 and for $100, he could have the optional two-tone paint job. The Speedwing carried 35 gallons of fuel in the fuselage tank and an additional 23 gallons in the center­ section tank. In keeping with its image as a personal airplane for the dis­ criminating owner-pilot, two baggage compartments opened on the right side of the fuselage behind the rear cockpit.

The upper compartment allowed 48 pounds and the lower, 100 pounds.

The shatter-proof windshield was ad­ justable as was the rear seat. Top speed of the 8-14-8 was 177 mph with a cruise of 150 mph.

Curtiss-Wright also built a 8-14-R with a 420-hp version of the same R­ 975 engine for Casey Lambert. Vern Dallman's airplane has a rip-snorting 440-hp version of the same engine for even more neck-snapping perfor­ mance. In fact, Curtiss-Wright later developed its "Osprey" as a fighter­ bomber version of the Speedwing series for some governments that were re-arming on a tight budget.

With the sorry state of owner-flown, high-performance aircraft sales today, it seems odd that an airplane such as

the Speedwing could survive in the midst of the Depression. In fact, it didn't. Only two were built. One went to the Department of Commerce and the other was a factory demonstrator.

Vern's is the old factory airplane, com­ plete with the wheel pants and faired N-struts that were added later in the quest for still more speed (Vern has the original metal pants at home but uses a set of fiberglass ones for cross­ country work).

The progression of Curtiss- Wright's aircraft design trends went like this.

From the inexpensive training ships of the early 1920s to the speed demons of the early thirties to the potential mili­ tary contract ships of the mid- to late­ 1930s to the "Condor" series of trans­ ports that got the factory people so ex­ cited after that. It's significant that in 1933 , Curtiss-Wright still had a stockpile of OX-5 engines in like-new condition available for $45 each. No one bought them. The OX-5 was the engine of choice for most light aircraft as little as eight years before. Contrast that with the Lycoming 0-235 that still powers most two-seat trainers of today, yet first appeared almost half a century ago in 1940.

Walter 8eech resigned as president of Curtiss-Wright in early 1932. With him went the last vestiges of the Travel Air influence . Ralph Damon became president and George Page, 1r. became chief engineer. Fred Landgraf was the project director on the - 14 Series and his previous employment with the Ken-Royce (Rearwin) factory and the Alexander Eaglerock design team shows up clearly in the Curtiss- Wright machines.

It's interesting that you can break down the design influence and prog­ ress of a company virtually by the month, based on who was designing the airplanes and what engines were available at what cost. Also important was the management of the company who aimed the product at whichever market appeared the most pliable at the time. In fact, it 's likely that the whole history may be over-analyzed. The explanation for each new aircraft may be as simple as it appears.

In the case of the 8-14- 8, that means lots of horsepower, raw speed and one person on board. Practical?

No , but in those days, aviation wasn ' t grown up enough to know what was impossible .

•

VINTAGE AIRPLANE 25

AVIATION RELIC PRINTS AVAILABLE

Now available from Aviation Relic Prints is a series of seven pieces of excellent artwork. Choose from the de Havilland D .H.4: Bleriot XI: Alba­ tross D. Ya: Wright EX "Yin Fiz": Fok­ ker T-2: Douglas World Cruiser "Chi­ cago": or Curtiss NC-4. Through an agreement with the Smithsonian In­ stitution's National Air and Space Museum. each relic print includes a piece of the original fabric from these historic aircraft. Also included is a certificate of authenticity and a brief history of the aircraft. The prints are available framed at $145 each or un­ framed at $55 each. For the quality and historica l significance involved, this represents a good value. For a

catalog or to order by telephone. call

to ll -free. 1-800/533-7763 or wri te to

Aviation Relic Prints, 8152 North

32nd Street, Ric hland. Michigan

49083-0576.

DE HA\'lllA,\'J) D .H . -t

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.~ SMITHSONIAN INSTITUTION

Washington. D.C. 20560 U5.A.

CERTIFICATE OF AUTHENTICITY

This aviati01l relic print was issued in a limited quantity by the Smithsonian I11stitutioll, Natio11nl Air and Space Museum, Washington, D.C. Each aircraft depicted ill thisizistoric series 'lms restored by the Smithsonian Institutiol1lZl1d is pnrt Of its collectio11. The fabric removed durillg that restoration is certified to be the originnl fabric, apiece ofwh ich is attached to this relic print.

~~

Donald S. Lopez Deputy Director

National Air and Space Museu.:,,:.

~~i~.(atiii(rSa7~~~\:ii;rii~7)1i~:~t 26 NOVEMBER 1989

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This spectacular photo was taken by Dollie Gheen, noted aviation photographer from Fairborn, Ohio. Although taken in 1989, it could almost pass for 1937 with the beautiful 1937 Stinson SR-7B, NC16130, SIN 9693, owned by James Solenberg of Shelbyville, Indiana flanked by an immaculate 1937 Cord 812 "Custom Beverly" owned by Bob Gheen of Fairborn, Ohio. Both vehicles feature a Lycoming engine built in the same factory! Lycoming and Stinson were owned by the Cord Company which in turn was part of the Auburn Automobile Company. The only hint of 1989 is the tiny strobe on the belly of the Stinson and the reflection of a B-26 tail in the door of the Cord automobile.

SENSENICH PROPELLER COMPANY SOLD

The venerable Sensenich Propeller Com足 pany has been sold to The Philadelphia Bourse, Inc, and Warren A Wilbur III has been named president. Wilbur was president of Bellanca Aircraft in the mid 1970s. Under new management Sensenich will remain in its present facilities in Lancaster, PA and will continue to make wood and metal fixed

pitch propellers, In recent years, the firm has been servicing and overhauling propellers of all types, , , and that aspect of the business will also be continued. For further information contact: Sensenich Propeller Company, East Airport Road, P,O, Box 5100, Lancaster, PA 17601-0100. Phone: 717/569-0435,

VINTAGE AIRPLANE 27

PASS IT TO

---rJ

An information exchange column with input from readers.

by Buck Hilbert (EAA 21, Ale 5) P.o. Box 424 Union, IL 60180

Oh

boy! Here it is deadline time and I do n' t have anything down on paper.

Seems too, that people are using the pho ne more and mo re. I have o nl y a few lette rs thi s mo nth . But I havc what seems li ke a millio n pho ne call s. A l足 mos t all the call s are from people wa nt足 ing to talk to people who have writte n arti cles for thc magazine. Geo rge Qu as t' s se ri es of articles o n the Aero nca C-2 rebuild has gene rated an ino rd inate number of call s, all wa ntin g hi s ho me address and phone num ber.

It was not in the article. (Reach George (If PO Box 233.

Hutchinson . Min足 lI esolil 55350-0233. Be sure to pass lI lollg your hest wishes to his dog.

M ax . - Ed .)

I' ve had ca ll s fro m '" Baron" vo n Will er and the Glue Ange ls bunch o ut 28 NOVEMBER 1989

San Di ego way and ano ther in vite to do Mex ican Av iatio n Day at Ensenada.

The re have been pho ne call s fro m San Anto ni o's Bill Stratto n with mo re talk abo ut his Liai son Pilo ts' gro up ; from New Yo rk as kin g fo r info o n Aero nca e ngines; and call s from guys who just wanted to talk . So me we re afte r II :00 at nig ht (" Hey Buck . A bunch of us are sitting around the bar and you ' ve got to settl e an arg ume nt. What color was the headliner on a 1940 Champ?"), but in the main I' ve e njoyed talking to everyone of them .

I just fini shed anothe r sojo urn ac ross the country taking in the fall colo rs and visiting av iatin ' fri e nds along the way.

I vis ited George York in Ma nsfi eld , Ohio last month . We di scussed aircraft judging and some o f the peculiarities

of that particul ar job at O shkosh. I' ve said it often enough , I hope, that I really respect our j udges a nd their efforts during the Conve ntio n . Both George a nd I ag ree th at we could use a few more appre ntices to wo rk wi th the judges duri ng the Convention. The program needs some ne w tale nt , so guys and gals, get in early and learn how the syste m works. Let' s have yo ur input.

I also visited Bill "Doc" M itchell at Coude rsport , Pe nnsy lvani a. Bill 's very ni ce PT- 19 is that all -s il ver o ne that you always see in the front row down at AIC Showpl ane Parking. He was coe rced into taking it dow n to the W ar足 bird Area a couple of times, but he always seems to wind up back with us.

He is also o ne o f the best " line" boys

I've ever encountered. Along with Ray Olcott. he shows up every year to do yeoman work around Pioneer Airport before the Convention. I got to visit his hangar and you wouldn't believe the goodies he has. That PT- 19 will be going for a good many yea rs with all the spares he has. I just drooled over all that aeronautical candy.

I had ideas about visiting all the people I could along the way to Booth­ bay, Maine but as usual my time/dis­ tance perception was way off base.

After all those years of jetting it on United Air Lines, it's hard to realize how long it takes to drive . To me, Bos­ ton is about an hour and 50 minutes from O' Hare . We took five days! I had intended to visit the Marlboro an­ tiquers in Massachusetts but had to by­ pass them because I flat ran out of time. I also wanted to see Chuck Burtch and the gang around upstate New York, but again, I ran out of time .

I'm going to change my ways and just plan localized expeditions from now on - concentrating on one area and

not tryi ng to spread it out too much.

I might mention that I did visit with Father John MacGillivray in Anti­ gonish. Nova Scotia. Canada. Father John as you may know. donated his Tiger Moth and his rare Miles " Hawk" to the EAA Aviation Foundation over the years and is a mainstay of EAA. He maintains his "seat" up at the infor­ mation window at EAA Headquarters during the Convention and also con­ duct s services at the Theatre In the Woods despite all the airplane noise.

Father John is also a real sparkplug on his home ground. He keeps EAA mem­ bers in Canada aware and knowlegable of all that 's going on. He arranges chapter and dinner meetings and is the official greeter when it comes to out­ of-towners such as Dorothy and me.

We enjoyed our visit with him and are most apo logetic that we didn't take ad­ vantage of the dinner invitation in con­ currance with the chapter meeting .

I've also had some nice calls from donors who have their airplanes on dis­ play in the EAA Air Adventure

A view of the re-arranged museum floor -

Museum. The new arrangement of air­ craft and the display. now that we have the Warbirds in the Eagle Hangar , has made several of those people very happy. Previous to thi s, there just wasn't room and many of the airplanes were in storage. Now we can all see them .

I' m somewhat more than dismayed to learn that one of our greatest of the "Old Timers" has gone "West.·' Next time you look at the EAA Spirit of Saint Louis project , or see that beauti­ ful SE 5 replica in the display area , think of Gil Bodeen. Gil goes way back. Back to the beginning. The Corn County Chapter of Dekalb. Illinois was largely his. He was a beautiful craftsman and did woodwork the likes of which you'lI se ldom see.' 1 can walk through the museum and see his craftsmanship in many of the machines that are there. I'm gonna miss you Gill But your workmanship will live on , right there in the museum displays and in the flying machines at Pioneer Air­ port . •

and the Ryan

Sew.

VINTAGE AIRPLANE 29

CHAPTER CAPSULES

by Bob Brauer

Chapter 15 has been meeting at Bob Ring's private air strip "Ring Interna­ tional" in Berwick, Maine since it was formed in 1985. Known as the "New England Chapter," it was the result of a group of 15 EAA members with a strong interest in antique and classic aircraft. The chapter was founded by its first president, Bob Ring of Ber­ wick; Henry Van Cleef of Lawrence, Massachusetts; Jack Copeland of Westborough , Massachusetts; and Alice and Richard Gilchrest of Lynn, Massachusetts. Membership now num­ bers around 25 and the participants live in an area that includes southern New Hampshire, eastern Massachusetts , and southwest Maine .

Ring International is a busy place because of both the club's as well as the individual members' projects . Bob Ring has been restoring a Waco 2 which he salvaged as a crop duster and returned to original configuration. This project, plus generously providing a meeting place for the chapter and space for chapter projects, leave little time for dull moments.

A group of members meet every other Saturday to work on restoring a Meyers OTW owned by Gerry Barg of South Easton , Massachusetts . When the airplane is complete, Gerry and the main restoration crew will share flight duties. Also under restoration by another chapter group is a Northrop Primary Glider. Most of the members are avid restorers at heart and continu­ ally work on projects, either their own or those of fellow members. As a mat­ ter of fact, getting together at each other's projects for work sessions is an ongoing activity. President Errol Dow sums it up best: "We are an aid to each other. Most people need the support of a club because not everyone has all the expertise required for a complete pro­ ject. It becomes a learning experience for all of us ."

Errol further explained that the chapter stresses work sessions as part of the monthly meetings rather than the customary structured or planned pro­ 30 NOVEMBER 1989

Left to right: Bob Ring, Jock Denison, Harvey Wells, Errol Dow, Gerry Peterson, Jock Cope­ land, Dick Gilchrist. Louis Furnos, Maurice Lambert (guest), Paul Poulson and Charlie Pear­

son

grams. These sessions involve member participation in working sheet metal, fabric covering and general restora­ tion. He notes that, "everyone likes to teach or instruct."

This group inspiration must work since 75 percent of the members fly antique or classic aircraft. Errol is re­ storing an early model Piper Pacer and charter member Dick Jackson of Rochester, New Hampahire has sev­ eral Wacos of different types in the process of detailed restoration. In­ cluded in Dick's collection is a rare , if not the only existing, Waco Model "D." Included among members' airplanes are a Luscombe, Champ, and a J-3. Two or three of these old airplanes fly in to each meeting so their efforts have paid off.

As far as flight is concerned, how­ ever, Chapter 15 is not preoccupied with the past. For example, Jack Cope­ land has been instrumental in en­ couraging members to write the FAA and their congressmen to support EAA's position on general aviation

and airplane issues. In Errol Dow 's opinion, EAA is doing a pretty good job in the battle for the airman's right to fly .

Errol also reminisced about past chapter president Don Mc Laughlin of Hampton, New Hampshire who passed away last November. At a time when chapter interest was at somewhat of an ebb, he earned everyone's respect for re-instilling enthusiasm in members to maintain and fly old airplanes. Errol indicated that he felt it was a difficult task to step into Don 's shoes, but from the current interest shown by mem­ bers, Errol has made his own shoes to walk in! He believes in a sustained ef­ fort to get new EAA and AIC members to expand the club's base . That base is sure to grow because of the chapter's desire to teach . Seems as though they can't wait to get someone who is new to old airplanes so that they can show him new techniques for restoring old planes. This group of New Englanders are proving that something old has a bright future . •

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SANOIlASTlNG. lANK LINERS AND C OA liNGS PREVENIIVE lANK MA1NHNANCE INVEC 110N SERV ICE LADDER SAfET Y EQUIP... ENI RESERVQIR LINER S AND ROOFS DISIoAANTlING AND ... OIlING TANKS NEW. USED AND RECONDITIONED TANKS

EAA AVIATION

OPPORTUNITIES

FOR YOUTH

MEMBERSHIP

INFORMATION

EAA Membership in the Experimental Aircraft Association. Inc. is $30.00 for one year. including 12 issues of Sport Aviation. Junior Membership (under 19 years of age) is available at $18.00 annually. Family Member· ship is available for an additional $10.00 annually.

EAAJUR ADIlENTURE MUSEUM

Eighty full size aircraft on disPlay. See authentiC 1911 Curti SS Pusher. a replica SPIrit of st. LoUIs: sport aircraft of the 20s. 305. and 405. 'Mlrld war I and II aircraft. plus the advanced designs and out­ EAA Member - $18.00. Includes standing workmanship of tOday s homebUlit air­ craft . See spectacular Vistascope Wide screen mov­ one year membership in EAA An­ Ie that literally puts you In the cockpit of a P-51 tique-Classic Division. 12 monthly Mustang fighter or walking the wing of an uPside down OlplanR Something here for everyone - even issues of The Vintage Airplane and a JUnior AViator Theater for younger guests. Unique membership card. Applicant must gift shop offering video tapes. clothing. bookS. mag­

PARTICIPATE IN THESE SPECIAL

EAA ACTIVITIES DEVELOPED

EXCLUSIVELY FOR YOUNG PEOPLE!

ANTIOUE/CLASSICS

be a current EAA member and must give EAA membership number.

V EAA YOUTH MEMBERSHIP

full EAA Member benefits for only S18 annually.

V EAA PROJECT SCHOOlfUGHT Building real airplanes in schools and youth groups.

V EAA SCHOLARSHIP PROGRAM Providing support for those seeking aviation related

azmes, Jewelry and much more. Amenca"s finest sPOrt aViation museum . It's

educations.

excltmg~

V EAA AIR ACADEMY

OPEN - 8 :30 a.m . to 5 :00 p .m . Monday thru Satur­ day. " '00 a.m . to 5 :00 p.m . Sunday. Located on

An Intensive hands-on summer oviatlon experience

Non-EAA Member - $28.00. In ­ Wittman Field . Oshkosh , Wis. - lust oH Hwy 41 cludes one year membership in the GOing North eXit Hwy 26 or 44 South eXit Hwy 44 EAA Antique-Classic Division. 12 EAA AIR ADVENTURE MUSEUM monthly issues of The Vintage Air­ EAA Avialion Center OShkOSh . WI 54903-3065 Phone 414-426-4800 plane, one year membership in the EAA and separate membership cards. Sport Aviation not included.

at the EAA Aviation Center in Oshkosh.

V EAA AIR

ADVENTURE DAYS

A one-day, hands-on aviation workshop for young people presented at sites across the nation by EAA Chapters and clubs of the Academy of Model Aeronautics.

EAA Air Academy programs ore supported by The AVEMCO Insurance Co.

FOR INFORMATION CONTACT: Chuck Larsen , Education Director EAA AviatiOn Foundation Willman Airfield

Oshkosh. WI 549OJ..3065 telephone (4-\4) 426-4800

lAC

Membership in the International

Aerobatic Club. Inc. is $25.00 an­

nually which includes 12 issues of

Sport Aerobatics. All lAC members

are required to be members of EAA.

WARBIRDS Membership In the Warblrds of Am e rica. In c. is $25 .00 per year, which includes a subscription to Warbirds. Warbird members are required to be members of EAA.

OWN A PIECE OF AVIATION HISTORY

Smithsonian aviation prints ... with original fabric from each aircraft!

prints feature 7 historic aircrafl in collection of Smithsonian Institution's National Air & Space Museum in Washington D.C. EAA EXPERIMENTER EAA membership and EAA EXPERI­ Four square inches of MENTER magazine is available for original fabric , removed $28.00 per year (Sport Aviation not from the aircrafl during included). Current EAA members restoration by Smithsonian. may receive EAA EXPERIMENTER is affixed to each print. Each for $18.00 per year. piece of fabric unique and different , lextured by the passage of time and FOREIGN

weathered by the elements.

MEMBERSHIPS

Please submit your remittance with a check or draft drawn on a United States bank payable in United . '... a most interesting gift States dollars. idea for the vintage airplane lover, or just aboUl anyone Make checks payable to EAA or the who wants 10 brighten his division in which membership is den , airplane lover or not. .. desired. Address all letters to EAA The SaJurday Evening Post or the particular division at the fol­ lowing address.' " .. .relllnalilS CUI from the

EAA A VIA TlON CENTER

OSHKOSH, WI 54903-3086

PHONE (414) 426-4800

OFFICE HOURS:

8:15-5:00 MON.-FRI.

A signed Certificate of Authenticity from the Smithsonian and a colorful 2-page history , ponraying the aircrafl and its illustrious past. is included with each print.

Limited~dition

cloth of history, Aviation Relic Prints has gOlie beyond mere pailllillgs with its series of duotolle prints. " AOPA Pilot magazine

Special duotone printing process adds realism and depth to the aircrafl images, reproduced from Smithsonian archival photos.

._-

._.

. ­

WRIGHT EX "VIN F1Z" lSI trans-US flight. 1911

Aviation Relic Prints .. _ an investment in aviation historyl Print, rramed in solid wood (20'/2 x 26 '12 ), wit h oolor­ coordinated matboards. ($ 150 each. includes shipping)

FOKKER T-2 1st non-stop trans-US. 1923

Print o~y

BLERIOf XI 1914 French monoplane

Michigan deliveries add 4 %

ALBAlROS D.VA German WWI fi ghter

MC/VISA orders call TOLL­ FREE: 800-533-7763, or send check 10:

DE HAVILLAND DH4 US-built WWI bomber CURTISS NC4 ISl trans-Atlantic flight. 1919 DOUGLAS WORLD CRUISER 1st round-Ihe-world flight. 1924

(15 x 20). ($58 each. includes shipping)

AVIAT ION RELIC PRII'iTS 8152 N. 32nd 51., Box 576 Richland. MI 49083 616-629-5858 Prices effective thru tit5/90

by George Hardie Jr.

Airplanes come in a variety of shapes and sizes. This one can be con­ sidered an extreme in shape at least.

The photo was submitted by Pete Bow­ ers of Seattle, Washington, date and location unknown. Answers will be published in the February, 1990 issue of VINTAGE AIRPLANE. Deadline for that issue is December 10, 1989 .

John Underwood of Glendale , California gave an extensive answer to the Mystery Plane for August, 1989.

He writes: " It is the prototype Cycloplane, built in Los Angeles in 1930 by O. L. Woodson and Dick Myhers. The com­ pany marketed a low cost flight train­ ing program which consisted of a ' grass cutter' and solo trainer, both motivated by the 22-hp Cyclomotor two-stroke twin. Only eight or 10 out­ fits were sold before the company went belly up. Woodson, the designer (Woodson Express, Simplex Red Arrow, etc.) went on to a distinguished career with Northrop and Bell, which included the first American jet fighter. " Among those who sharpened their

skills ($2.50/hr wet) on Cycloplanes were A. W . (Tony) Le Vier , Jim Dewey of Screaming Eagle/Santa Paula fame, Ruth Reinhold (Barry Goldwater campaign pilot and Arizona aviation pioneer) and Mary Wiggins, motion picture stunt flier and among the first to throw in with Cochran's WASP. X-144W survived well into war years, long after the Cyclomotor had pooped out, as a primary glider. " Other answers were received from Charley Hayes of Park Forest , Illinois;

H. G. Buffington of EI Dorado, Arkan­ sas; George W. Friess of Lakewood , California; Bob Armstrong of Rawl­ ings , Maryland; William O . Williams , Jr. of Bryan , Ohio; Lynn Towns of Baton Rapids, Michigan; Ed Garber of Fayetteville, North Carolina; and Frank H. Abar, Jr. of Livonia, Michi­ gan; Hal Swanson of Shoreview, Min­ nesota, and Marty Eisenmann of Gar­ rettsville, Ohio.

Reference: U. S. Civil Aircraft, Vol. 5 by Joseph Juptner, p . 132. •

Cycloplane VINTAGE AIRPLANE 35