VA-Vol-33-No-1-Jan-2005

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VOL. 33, No. 1

2005

CONTENTS

1

Straight and Level

2

VAA News

4

Friends of the Red Barn

6

Vintage Hall of Fame Espie "Butch " Joyce

by H.G. Frautschy

8

The Vintage Instructor Winter Operations

by Doug Stewart

10

Reminiscing with Big Nick The Model 18

by Nick Rezich

14

Not Just Another Cub Story The Bair Wings J-3

by Budd Davisson

19

25

Type Club List Mystery Plane

by H.G. Frautschy

26

30

COVERS

FRONT COVER: In 1940, The Wings cigarette brand was advertised using a number of gimmicks, includ· ing a prize of a Piper Cub given away each week on the radio program "Wings of Destiny. " Craig Bair's award·winning Cub is one of those very airplanes.

Read about it in Budd Davisson's story starting on page 14. EM photo using Canon professional photography products by EM Chief photographer Jim Koepnick, EM photo plane flown by Bruce Moore.

BACK COVER: "Setting the Record " depicts the single­ engine world speed record·setting ftight by the late Jim Wright in his amazing recreation of the Hughes H·1 racer. The FAI category C·1.d record was set at 304.07 mph on September 13, 2002 at the Reno­ Stead airport in Reno, Nevada. Thomas A. Smith, a professional artist specializing in aviation, was awarded an Honorable Mention ribbon by the jury of the 2004 EM Sport Aviation Art Competition for his acrylic/ airbrush on canvas work. You can reach Mr. Smith in Tucson, Arizona at 52()'39&6429 .

STAFF Publisher Editor-in-Chief Executive Director/Editor Administrative Assistant News Editor Photography Production Manager Advertising Sales

Tom Poberezny Scott Spangler H.G. Frautschy Theresa Books Ric Reynolds Jim Koepnick Bonnie Bartel Julie Russo Loy Hickman 913-268-6646

Pass It To Buck The Best of Buck

by Buck Hilbert

Classified Ad Manager Copy Editor

Classified Ads

Graphic Design

Isabelle Wiske Colleen Walsh Kathleen Witman Olivia Phillip

GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

Speaking up for your airport

'Tis the season when the inside of the hangar feels colder than the out­ side air, because in some cases, it is.

No one warned me that my blood would thin over time to a point where I just have so little tolerance of the cold weather. It used to be an acceptable notion to not hesitate in getting the airplane out on a 30°F day and go somewhere. Now I shiver at the thought of going out on a 40°F­ plus day. Yeah, yeah, I can hear all you snowbirds chuckling at me all the way from Florida ... or wherever you're nesting this winter. I guess I'll just have to wait out old man winter at least one more year.

It seems of late that more and more GA airports are being threatened by local politicians and real estate mo­ guls who envision a better use for our valuable, not to mention irreplaceable, aviation facilities. Nearly every avia­ tion newsletter or website I read of late has news of yet another airport on the "targeted for closure" list. When is this phenomenon going to stop? What can or should be done? When one looks closely at the efforts put forth by groups such as Friends of Meigs Field and oth­ ers, one can only wonder, "What else could have possibly been done to save that airfield?" I and many other ten­ ants of historic Smith Field Airport in Fort Wayne, Indiana, have recently ex­ perienced just such a threat to our own treasured airfield. More than two years ago our local airport authority voted to close this facility, and in the aftermath of unrelenting efforts by hundreds of supporters of this airfield, that vote was eventually reversed. I firmly believe we as aviators, enthusiasts, and supporters need to do a better job of preserving, promoting, and protecting all facilities

on a continual basis, -not just when they are suddenly threatened with clo­ sure. A continuous effort to keep your aviation facility perceived in the com­ munity as a valued asset, as well as a safety asset, is absolutely crucial and al­ ways the best approach to avoiding the inevitable. We can all do more to assist in educating the public and helping to maintain a positive image of these facilities.

I promised the membership last month that I would keep you updated on the business of your organization, so here's the long and short of it. The Board of Directors met in regular ses­ sion on November 5. This meeting served as an excellent exercise for me to cut my teeth on, because an un­ usual number of issues were at hand for the Board of Directors to address.

As I previously alluded to, the Board members have been paying close at­ tention to our financial health.

We (the Board) are going to con­ tinue to capitalize on another mem­ bership drive and enhance our cur­ rent fundraising efforts, such as the Friends of the Red Barn campaign.

The membership drive is not just a key initiative from a financial point of view; it is all about our strength as an association. Your former VAA President Butch Joyce and the staff were successful in earlier member­ ship drives. The membership under Butch's watch was easily doubled, and at one time nearly tripled. Even though EAA has always been helpful with funding these direct-mail mem­ bership initiatives, the age-old rule of business always has an impact. "It takes money to make money," and that always means it's a bit of a roll of the dice to sign onto this type of

initiative. You as a member can help out by asking your friends to join up with us. If we are still into black ink at the end of the current fiscal year (March I, 2005), be assured it will be all about initiatives related to the membership drive and all of you fine folks who have graciously supported the Friends of the Red Barn fund. As I have mentioned in the past, the VAA continues its sound financial status.

We will continue to look to the future so that we are able to remain on firm financial ground.

As mentioned in the December issue of Vintage, you will see the en­ hanced benefits of the 2005 Friends of the Red Barn program in this issue of Vintage. I am certain I speak for the entire Board of Directors when I say we all hope you will find these pro­ gram enhancements beneficial and of good value for your much-needed contributions. Again, for those of you who have supported this effort in the past, you have our heartfelt gratitude.

And for those of you who have con­ sidered supporting these efforts in the past, we hope you find these new lev­ els of giving appealing and reconsider supporting your organization. Please keep in mind that all contributions to Friends of the Red Barn fund go di­ rectly toward offsetting the expenses involved in all the valued programs, benefits, and exhibits offered in the Vintage area during the annual EAA AirVenture event.

Let's all pull in the same direction for the good of aviation.

Remember, we are all better to­ gether. Join us and have it all.

VINTAGE AIRPLANE

Start Your Virtual Visit Here There's no waiting in line for the EAA AirVenture Museum virtual tour.

Just click on The Virtual Museum head­ ing on the left side of the home page at www.airventuremuseum.org to see an ar­ ray of virtual and interactive activities.

Sit inside the cockpit of the XP-51 Mustang. Watch a first-person oral his­ tory Timeless Voices video. Or cruise around the EM AirVenture Museum and explore innovative airplanes, such as the Aerocar, Loudenslager Shark, and Rutan VariEze prototypes.

Missed some of the museum's web­ cast presentations? You'll find them archived there, too. See what's going on at Pioneer Airport, using the live webcam. Like the virtual museum, the webcam runs 24/7 year-round. Note some of these activities require the latest version of the Apple QuickTime player or Macromedia Flash player, which are easy and free to download.

Joe Funk Passes Away at Age 94 Joseph c. Funk of Coffeyville, Kan­ sas, who with his twin brother, Howard, built 365 Funk airplanes in the 1930s and 1940s, passed away on December 2 at the age of 94 in Coffeyville, Kansas. Born in Akron, Ohio, on September 17,1910, the brothers built just over 330 Funk airplanes in their factory that at one time employed 100 people.

(EAA has a donated 1940 Funk B in its collection.) As a side business, they also created and produced for the Ford tractor a power takeoff, which sold well. When the bottom fell out of the aircraft industry, they switched to transmissions and be­ came Funk Manufacturing, which was later acquired by John Deere and continues to be the largest em­ ployer in the city of Coffeyville. Joe, EAA #37967, continued flying until the 1980s, and was often present at the annual Funk Fly-in. His brother, Howard, passed away in 1995.

2

JANUARY 2005

VAA Volunteers of the Year Each year during EAA AirVenture Oshkosh two

special VAA volunteers are chosen: one as the Be­

hind the Scenes Volunteer of the Year and the other

as Flightline Volunteer of the Year.

This year's recipient of the Behind the Scenes

Volunteer of the Year is Paul Kyle, of Germantown,

Wisconsin. Paul has been attending EAA AirVen­

ture with his father, Leland, since he was a young

man, and started volunteering as soon as possible.

He 's become a real "jack of all trades" and has

been particularly active in the Tall Pines Cafe before

heading off to work a shift on the flightline. He's

also been busy on many of the weekend work par­

ties we have during the spring and fall, helping keep

the VAA buildings in top shape.

Our Flightline Volunteer of the Year is Doug Mar­

tel (right), of Littleton, Colorado. In his "real life"

Doug is a cardiologist, and he really looks forward

to spending a week away from it all and working the

flightline , directing and parking vintage airplanes in

our area. Doug so enjoys his time on the line that

there are times when it's hard to get him to quit at

the end of his shift!

The awards were presented during the fall VAA

Board Meeting, held the first weekend in November.

Our congratulations and thanks to Doug Martel and

Paul Kyle, our 2004 VAA Volunteers of the Year!

EAA Seeks Nominations for Class I Directors Pursuant to the Amended and Restated Articles and Bylaws of Experimental Aircraft Association Inc., the President has designated a nominating committee of six EAA members to receive nominations for Class I Directors. Its members are Chairman Ron Scott, N8708 Sky Lane, Rt. I, East Troy, WI 53120; lonnie Fritsche, W6305 Penin­ sula Court, Neshkoro, WI 54960; Robert D. Lumley, 1265 S. 124th Street, Brookfield, WI 53005; Fred Stadler, 1718 Autumn Lane, Arling­ ton, TX 76012-5437; Cody Welch, 8529 Pineview Lake Dr., Linden, MI 48451; and Harry leisloft, 2787 Lei­ sure World, Mesa, Al 85206.

In light of the modified gover­ nance structure recently approved

Paul Kyle

Doug Martel

by the membership, it is antici­ pated that 15 Class I Directors will be elected at the 2005 annual business meeting held in Oshkosh.

This number includes current Class I Directors, whose terms expire during 2005, and additional Class I Directors as necessary so they collectively compose at least 51 percent of the Board. The current Class I Directors whose terms do not expire in 2005 will continue to serve.

The terms of four Class I Direc­ tors expire in 2005: John Beetham, Mal Gross, Paul Poberezny, and Alan Ritchie. The individuals elected to fill these seats will serve for three years, to expire in 2008. Class I Di­ rectors may serve for an unlimited number of successive terms.

To achieve a total of 26 Class I

Directors, an additional 11 Class I Directors will be elected. Upon election, initial term expiration dates will be assigned to these 11 so their expirations are staggered as required by the Association's Ar­ ticles and Bylaws. Class I Directors elected in 2006 and thereafter shall serve for terms of three (3) years .

By this notice, nominations are hereby solicited for the IS Class I Director positions to be filled at the 2005 annual membership meeting.

Nominations for these positions shall be made on officia l nomina­ tion forms available bye-mailing jreader@eaa.org or writing EAA, P.O. Box 3086, Oshkosh, WI 54903­ 3086, Attn: Judy Reader.

Candidates must be current EAA members, and the nomination petition should include a recent photo and a brief resume of the individual's background and expe­ rience. Each petition requires the signatures of at least 25 EAA mem­ bers, including their EAA numbers and membership expiration dates.

Submit nomination petitions to Nominating Committee Chairman Ron Scott, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903­ 3086, no later than March 1, 2005.

If insufficient nominations are received, the board's Governance Committee will make additional nominations of its own.

The annual business meeting will be held during EAA AirVen­ ture Oshkosh, at the Theater in the Woods, Wittman Regional Airport, Oshkosh, Wisconsin at 10 a.m.

COT on Saturday, July 30, 2005.

Voting instructions and procedures will be published in a forthcoming issue of EAA Sport Aviation and EAA Sport Pilot.

Alan Shackleton

Secretary Experimental Aircraft Association Inc.

Mail Could Hold Your Winning Ticket in EAA 2005 Sweepstakes Watch your home mailbox this month for a special delivery that could ultimately result in your win­

ning a better than new, totally re­ furbished Piper Cherokee 140! The EAA 200S Sweepstakes is under way, and this year we're making it easy to enter and become eligible to win. Along with the Cherokee, top prizes also include a brand new 2005 Harley-Davidson Sportster motorcycle, aJohn Deere X475 trac­ tor, and a Bose Aviation Headset x.

Winning entries will be drawn and prizes delivered at the end of EAA AirVenture Oshkosh 2005. Imag­ ine flying home from Oshkosh in a "new" airplane!

"This is the first time we're per­ sonalizing the coupons and mailing them separately from the magazine directly to members," said Elissa Lines, EAA vice president of devel­ opment. "Entering the sweepstakes is as easy as mailing them back." A donation is not required to enter, although a minimum amount of $1 per coupon is suggested. Donations are tax-deductible to the extent al­ lowed by law, and you can enter as many times as you'd like.

The annual EAA sweepstakes raises crucial dollars that allow the association to continue its impor­ tant work in all areas of its mission: . preparing for aviation's future­ creating and expanding youth education programs like Young Eagles; · preserving aviation's rich heritage-proceeds help maintain, restore, and operate vintage air­ craft that are part of EAA's flying heritage program and golden age of aviation at EAA's Pioneer Airport, the sweepstakes program also provides support for EAA AirVenture Museum operations, exhibit development, public programs, and other activities; · promoting access to the dream of flight; and · protecting the right to fly by allowing EAA to continue its advocacy mission on behalf of the membership.

Not You r Father's Cherokee!

The slick, refurbished Piper in­ cludes a number of enhancements and upgrades that belie its 1969 pedigree. Start under the cowl, where we've installed an over-

hauled-to-better-than-new 160-hp Red Gold engine from Teledyne Mattituck Services. The new pow­ erplant turns a new prop from Sensenich Propeller of Lititz, Penn­ sylvania, speeding the airplane to more than ISO mph.

Art Mattson's Aircraft Modifica­ tions Research and Development (AMR&D) of Woodstock, Illinois, supplied the prop tip mods, vortex generators, gap seals, and stabila­ tor tips, while Met-Co-Aire of Ful­ lerton, California, contributed the wingtips, and LP Aero Plastics Inc. supplied the windshield and win­ dows. A King KLX-135A comm/ GPS and King KT-76A transpon­ der by Bendix/King was purchased from Airtronics. Engine instrumen­ tation is by Mitchell Aircraft Prod­ ucts, Lake Bluff, Illinois, while the engine pre-oil pump comes from George McCrillis of Oilamatic Inc., Englewood, Colorado.

Custom interior, including the modified pilot and copilot seats, were designed and installed by Dennis Wolter of Air Mod, Batavia, Ohio. Acoustical engineer Jon Tel­ lock installed a Skandia EASE sound control system. New interior plastic

by Heinol & Associates, Tyler, Texas, and brand new seat belts by Aircraft Belts Inc., Kemah, Texas, round out the Piper's special modifications.

FSDOs Officially Authorized to Issue Sport Pilot Certificates The FAA has released specific in­ structions to its Flight Standards District Offices (FSDOs) outlining procedures for issuing student pilot certificates to sport pilot candidates.

The document, N 8700.34, Is­ suance of Student Pilot Certifi­ cates to Sport Pilot Candidates, should clear up any confusion in the fie ld regarding issuance of student pilot certificates, says Martin Weaver, FAA's Light-Sport Aviation Branch manager. Ques­ tions regarding the notice should be directed to the Certification and Flight Training Branch, AFS­ 840, at 202-267-9374. .....

VINTAGE AIRPLANE

3

The Vintage Aircraft Association levels entitles you to a certificate of is a major participant in the world's appreciation along with a letter of largest annual sport aviation event­ acknowledgement of your gift. The EAA AirVenture Oshkosh! The Vin­ VAA is a nonprofit 501(c)3, so your tage division hosts and parks more contribution to this fund is tax de­ than 2,000 vintage airplanes each ductible to the extent allowed by law. year from the Red Barn area of Wittman Field south to DIAMOND LEVEL $1 ,000 GIFT the perimeter of the airport.

PLATINUM LEVEL $750 GIFT Approximately 450 ded­ icated volunteers from all $500 GIFT GOLD LEVEL parts of the country, and SILVER LEVEL $250 GIFT world, help make this an $100 GIFT BRONZE LEVEL unforgettable time for LOYAL SUPPORTER $99 OR UNDER our many EAA AirVenture guests.

The financial support for the various activities in connection Your name will be listed as a contrib­ with the weeklong event in the VAA utor in Vintage Airplane magazine, Red Barn area is underwritten by a on the Vintage Aircraft website, and yearly special convention support on a special display at the VAA Red fund. This effort is the VAA's Friends Barn. (Please let us know if you do of the Red Barn program. not want your name published.)

This fundraising program is an BRONZE LEVEL ($100) and higher annual affair, beginning each year donors will also be presented with a on July 1 and ending June 30 of the special name badge recognizing your following year. As noted above, there level of participation. During EAA are six levels of gifts and gift recogni­ AirVenture, you'll have access to the tion.

Red Barn Volunteer Center, a nice Each contribution at one of these place to cool off.

4

JANUARY 2005

New for the current 2005 fundraising campaign . ..

SILVER LEVEL ($250) and higher donors, in addition to the above mentioned items, will receive two passes to the VAA Volunteer Party and a special Friends of the Red Barn cap.

GOLD LEVEL ($500) con­ tributors, in addition to the above mentioned items, will receive one certificate for a flight on EAA's Ford TriMotor, redeemable during GIFT EAA AirVenture or during the summer flying season at Pioneer Airport. You'll also receive one ticket for a free breakfast at the Tall Pines Cafe for the full week of EAA AirVenture.

PLATINUM LEVEL ($750) donors will receive two certificates for a ride on the Ford Tri-Motor redeemable during EAA AirVenture or during the summer flying season at Pioneer Air­ port. You'll also receive two tickets for a free breakfast at the Tall Pines Cafe for the full week of EAA AirVenture.

As added thanks, you will receive two tickets to the VAA Picnic during EAA

AirVenture, as well as a two-day auto pass to park your automobile conve­ niently close to the flightline.

DIAMOND LEVEL ($1,000) do­ nors will also receive two certificates for a ride on the Ford Tri-Motor re­ deemable during EAA AirVenture or during the summer flying season at Pioneer Airport and two tickets for a free breakfast at the Tall Pines Cafe for the full week of EAA AirVenture.

As additional thanks, you'll receive

two tickets to the VAA Picnic during EAA AirVenture, as well as a full-week auto pass to park your automobile closer to the flightline .

This is a grand opportunity for all Vintage members to join together as key financial supporters of the Vintage division. It will be a truly rewarding experience for each of us as individu­ als to be a part of supporting the fin­ est gathering of Antique, Classic, and Contemporary airplanes in the world.

At whatever level is comfortable for you, won't you please join those of us who recognize the tremendously valuable key role the Vintage Aircraft Association has played in preserving the irreplaceable grass-roots and gen­ eral aviation airplanes of the last 100 years? Your participation in EAA's Vintage Aircraft Association Friends of the Red Barn will help ensure the very finest in EAA AirVenture Osh­ kosh Vintage Red Barn programs.

VAA Friends of the Red Barn

Name __________________________________________________________________________ EAA#______________________________VAA# ____________________________ Address_______________________________________________________________________ City /State/Zip ___________________________________________________________

Phone_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _E-Mail__________________

Please choose your level of participation: ___ Vintage Diamond Level Gift - $1,000.00 ___ Vintage Platinum Level Gift - $750.00 ___ Vintage Gold Level Gift - $500.00 ___ Vintage Silver Level Gift - $250.00

Mail your contribution to: EAA VINTAGE AIRCRAFT ASSOC. PO Box 3086 OSHKOSH, WI 54903·3086

___ Vintage Bronze Level Gift - $100.00 ___ Vintage Loyal Supporter Gift - $99.00 or under

D Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.)

D Please Charge my credit card (below) Credit Card Number _________________________ Expiration Date _____________ Signature.____________________________________ *Do you or your spouse work for a matching gift company? If so, this gift may qualify for a matching donation. Please ask your Human Resources department for the appropriate form.

NameofCompany ________________________________________________________ The Vintage Aircraft Association is a non-profit educational organization under IRS SOlc3 rules. Under Federal Law, the deduc­ tion from Federal Income tax for charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed exceeds the value of the goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons.

VINTAGE AIRPLANE

5

VIN T AGE HALL OF FAME

Espie "Butch" Joyce H.G. Butch Joyce's first logbook entry for a half-hour of dual instruction at age 10 in a]-3 Cub was made on Septem­ ber 9, 1954, but his roots in aviation go all the way back to his birth. His fa­ ther, Espie Sr., was a pilot and owned a variety of aircraft when his son was growing up next to the local airport near Mayodan, North Carolina.

While in college and serving in the Army (where he served with the elite Special Forces Green Berets), he built a Pitts Special biplane and became an EM member, serving as EM Chapter 8's president during the 1960s.

Later in that decade, Butch became involved with an aircraft group whose primary interest was older airplanes.

That group, now VAA Chapter 3, re­ kindled his love for antique and classic aircraft, and he would go on to own and fly a Staggerwing Beech, Mono­ coupe, UPF-7, Clipped Wing Cub, and a Model 35 Bonanza, among others.

Starting on the Antique/Classic Board as an advisor in 1981, he was elected president in 1988, and held that posi­ tion until 2004, a span of 16 years.

Butch says that he's most proud of the fact that in 1991, in cooperation with the Aviation Unlimited Agency, he initiated the creation of the VAA Aircraft Insurance program. He credits his wife, Norma, for keeping the pro­ gram running well in an ever-chang­ ing insurance market. The program has grown to become one of the VAA division's most popular benefits, and has helped create growth that has seen the division's membership more than double, from 3,200 to 8,400 members.

During that time he has also served as the chairman of VAA's activities during EAA AirVenture Oshkosh. He was presented with the EAA Presi­ dent's Award in 2004.

After stepping down as VM presi­ dent in 2004, Butch was elected to continue to serve on the VAA Board, where he will continue to serve the membership of the VAA. 6

JAN UARY 2005

FRAUTSCHY

Butch and his human powered "flying" machine at the age of 3.

By age 5 he was allowed to walk across the road and visit the small airport adjacent to the homestead.

Butch's willingness to hop into anyone's airplane to go for a ride resulted in a couple of long "dis­ cussions" with his mother! His pal on many of his journeys across the road was his dog, Studebaker.

1956-Butch's father, Espie Joyce Sr., with his brand new Piper PA-22 Tri-Pacer. Butch would fly this Tri-Pacer more than 1,000 hours and earn his commercial pilot certificate in the airplane.

The Joyce Flying Service, circa 1956. The airport was on the Joyce family farm property. As a young man Butch spent much of his time at the field, and was in­ spired by many local pilots, including Charles Bailey, John Pace, and Ray Griffin, who taught young Butch the Flying Fanner act Griffin performed at air shows.

ilPIPllt~O plenty elbow grease (along with a great paint job) to this early Bonanza during its res­ toration. Later, Butch would fly a twin-engine Beech Baron he had refinished in a similar color scheme.

Aircraft Association brought Butch in contact with hundreds of volunteers.

Just one of the many is shown here re­ ceiving her Behind the Scenes Volun­ teer of the Year award, Sue Eichman.

The Monocoupe has been a fa­ vorite for decades, and Butch bought this 160-hp Monocoupe 90A in 1969 and flew it for a number of years.

Below. Biplanes have always been a favorite of Butch's­ this UPF-7 was owned and flown by him, and while in col­ lege he built a Pitts Special.

Butch has served the VAA division since the Antique/Classic days, starting in 1981 as an advisor. He began the Type Club tent in 1982, and has served as the chairman of convention activities.

He served as president from 1988 until 2004, a remarkable tenure unmatched by any other VAA president.

In his early teens Butch started building a 1934 Ford hot rod, so he'd have something to drive when he turned 16. Both the hot rod and air­ planes competed for his interest that year, as he soloed a J-3 Cub. VINTAGE AIRPLANE

7

DOU G STEWART

Winter Operations

I was planning on leaving for the airport early this morning to meet a client for tailwheel training in my 1947 Piper Super Cruiser. The ther­ mometer outside my window was registering in the mid-30s (and this was just the first week of Novem­ ber), and the wind was making a moaning sound as it blew the last of the dying maple leaves around the corners of my house. Looking up at the dark gray clouds whipping past overhead, I noticed that there were snowflakes here and there.

How could this be? Just a few weeks ago I was still wearing shorts and a T-shirt, and now I had to think about winter operations. It seemed like only yesterday that I was concerned about density alti­ tude considerations, and watching oil and cylinder head temperatures on the climb out. Today I would have to think about the possibility of an engine preheat, and my own body would need the extra warmth of a pair of long johns for the cold back seat of my PA-12.

There was no escaping the fact that the time of year was here when I would have to change my men­ tality from warm-weather opera­ tions to winter operations. There are some pilots, like my friend Tim, who, rather than deal with the burdens of operating in cold climes, move to southern locales .

In Tim's case I can hardly blame him. If I think that the back seat of my Super Cruiser is cold, it must still feel tropical in comparison to the back hole of his Stearman. But those pilots who migrate to warmer 8

JANUARY 2005

climates in the winter don't often get to experience the phenomenal performance that only a cold, high­ pressure day affords us in the win­ tertime. They don't get to experi­ ence the truly CAVU skies that can only be found, at least up north, on those mid-winter days. Winter fly­ ing certainly has some wonderful benefits, but it also has some spe­ cial considerations. Let's take a look at some of them.

The first consideration I'd like to mention should be a no-brainer, yet every year there are pilots who seem oblivious to the fact that airplanes will not fly very well, if at all, when the lifting surfaces have been con­ taminated with ice, snow, or frost.

They manage to ruin perfectly fine airplanes when they crash as a result of an attempted takeoff without re­ moving the contamination. I saw a pilot once, who started to taxi to the runway with at least 2 inches of pow­ der snow sitting on the wings and tail of his airplane. He had thought that the snow would "blow off the wings" at the start of his takeoff roll.

Fly? "NOT," as one of my younger sons might say.

So if upon your arrival at the air­ port on a frosty winter's morn, you find your wings, prop, and tail feath­ ers coated with ice, snow, or even just frost, the first order of business will be to remove it. (Of course, if your aircraft has been parked in a hangar, there might be other considerations if you find frozen contamination on your airplane.) If the tops of your wings are painted a dark color like the Tennessee Red of my Super Cruiser,

and the sun is shining, even in the depths of winter, it shouldn't take too long for that passive solar heat to do its thing. But if your wings are a weather-beaten white, and haven't seen a coat of wax in awhile, it could be quite some time before they are rid of their lift-defying contamination.

For many years, one of my win­ tertime duties at the flight school where I worked was the removal of snow and ice from the tied-down airplanes on the line. It didn't take me too long to realize how dark colors and smooth, waxed surfaces aided me in my job. Those aircraft were quickly and easily "de-iced."

But those aircraft that had old, chalky, and faded finishes some­ times had contamination stuck on their surfaces until the tempera­ tures rose above freezing. And there were times when that might be more than several days.

I do hope that you are also aware that even a thin coat of rough frost could have the potential to prevent the wings from generating enough lift to allow takeoff. So, if you find your wings frost-covered, and the sun and breeze don't have enough strength to sublimate it (or you don't have the time to wait for the sun to do its thing), be prepared to remove or polish the frost manually. At least while you are vigorously rubbing the wings down with an old towel, you'll also be increasing your circulation, raising your body heat, and getting a wonderful red glow on your cheeks.

Now, if it has been cold enough to leave frost, snow, or ice on your airframe, then it is probably

cold enough to warrant the pre­ heating of your engine. There are some folks who advocate keeping the engine preheating all the time while parked, utilizing an electri­ cal preheating device, and there are others who insist it is better to only preheat prior to each planned flight. (If only the heat generated by the arguments between these two opposing factions could be harnessed, I could easily reduce the electric bill for preheating my own airplane!) There are also those folks who prefer to use some form of forced hot air to preheat their aircraft. I guess whatever melts your candle .. .but regardless of how you preheat, it should be done if you care at all about extending the life of your engine, instruments, and avionics.

Your engine isn 't the only thing that needs preheating; your instru­ ments and avionics need that preheat as well. Not only is the oil in your engine sump thick, but also every moving part in your airplane is going to be sluggish. The gyros in your in­ struments; the cables and linkages of throttle; mixture and prop controls; and the displays on your avionics all need a preheat as well.

My personal way of taking care of the preheating is to have a "Ta­ nis" heater heating the oil sump and cylinders of the engine. I also have a small ceramic heater inside the cockpit. These are both plugged into an inexpensive 24-hour timer, which I set to turn on about four hours before my expected depar­ ture time. In this way the airplane is already warm when I get to the airport. It is rare that I have a dif­ ficult start this way.

The issues of getting our cranky aviation engines started in the win­ ter is worthy of a separate article, so I'll deal with my techniques and the dangers associated with those techniques in the next article. In the meantime I guess I'll go dig those long johns out of their sum­ mer storage. It's feeling like it might be a long winter. ......

TAKE SOME OF THE EXPERIMENTING

OUT OF HOMEBUILDING

HANDS-ON HOMEBUILDER WORKSHOP SCHEDULE Jan. 29-30

Denver, CO

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9

REMINISCING WITH BIG NICK

THE MODEL 18 Reprinted from Vintage Airplane August 1974

by Nick Rezich All Photos Courtesy the Nick Rezich Collection

The Model 18, like the Howard factory, got off to a bad start, and the climb-out was slow. When the first bids for CPTP and Army PT trainers were let, Howard's Board of Direc­ tors could not make up their minds whether to get a piece of the action or not. The issue at hand was money.

Mr. B.D. DeWeese, our new preSident, finally convinced them we could and should build the trainer.

When the Board finally decided to go ahead with the new project, it was too late. Fairchild, Ryan, Stearman, and Waco all had airplanes ready to go. Howard went ahead with the project, and we built the new plane to meet CAA certification require­ ments and Army specs.

The first move by B.D. was to re­ hire Gordon Israel as chief engineer.

Gordon was happy to return to How­ ard and was eager to get the new air­ plane designed and built.

It was just a week into the proj­ 10

JANUARY 2005

ect when the head-banging contest started. First, it was B.D. trying to tell Gordon what to design, and second was the stingy Board of Directors dol­ ing out a handful of chicken feed to build it with.

With the money allotted, Gordon designed the original 18 around a 16S-hp Warner engine. His new de­ sign was a slick one. The fuselage was steel tube with the rear-half fab­ ric covered and the cockpit forward section fitted with removable sheet metal. The wings were two-piece­ mono spar, all wood, full cantilever panels. The tail group included steel flippers and rudder and a wooden stabilizer and fin. The final layout looked great.

Ted Linnert designed a beautiful control system-all needle bearings and balanced 100 percent, aerody­ namically and statically. The landing gear was the pride of Gordon Israel­ it was an anti-nose-over gear. It was

built so that when you jumped on the binders, the nose would come up instead of pitching you over on your back. We had fun testing this gear! It was an odd feeling going down the ramp at 30 or 40 mph and being able to jump on the binders without find­ ing yourself on the nose.

Throughout the design process, Gordon kept maintenance and ser­ vice in mind (something today's engineers don't do). The 18 was a mechanic's dream and a builder's delight. About halfway through the preliminary stress analYSiS, word came down that the prototype must be in the air within 30 days! That took care of the preliminaries ... now it was full bore with everything be­ ing right. Now! The main event of the head-banging contest was to emerge! Eli Newberger, our chief in charge of stress (who is now with the FAA), complained that he could not finish the stress analysis in time to

release the prototype for flight. Gor­ don told him not to worry about the flying, that he and Walt Daiber, our test pilot, would take care of meeting the flight deadline. With Eli settled down, Gordon released the primary structure drawing . . . some com­ plete and some incomplete.

To meet the 30-day time limit, it was decided we would build tem­ porary jigs for the wings and fuse­ lage and that we would build two airplanes from these jigs. The first machine would be the flying pro­ totype, and the second the static load test machine. The two fuselages were built in a wood jig, much the same as EAA homebuilders use to­ day. The wing jig was made of angle iron bolted together. The later per­ manent jigs were all welded. You mayor may not believe the rest of this story, but believe-you-me, it is true. With only 30 days' time and no additional help to build the first two airplanes, the true Howard Aircraft loyalty, craftsmanship, and ingenu­ ity emerged.

All the available factory space was being used to maintain a one-week production schedule for the Model IS, which we could not disturb. To make room for the wing and fuse­ lage jigs for the 18, we removed the foreman's desks and the clothes lock­ ers from the wood shop and welding shop and doubled up with the paint department and sheet metal depart­ ment. The rest of the 18 was built in corners . . . and at night.

The first to burn the midnight oil was engineering. I can well remem­ ber coming to work in the mornings and finding Gordon Israel asleep in his chair at a drafting table. B.D. would tell Gordon to go home and get some rest, but Gordon would stay on until he finished what he was working on so he could release it to the shop for construction.

Mike Babco and Conrad Wayne built the first fuselage in two days.

The fuselage was finished about 3:30 p.m. and went to the paint shop for routine zinc chromate prime. The cleaning, painting, and drying was scheduled as a three-hour job. At

about 5:00 p.m., during a meeting, I received a phone call from the paint shop foreman informing me that the primer would not dry. I told him to give it another 30 minutes, and it should be okay.

I CAN WELL REMEMBER COMING TO WORK IN THE MORNINGS AND FINDING GORDON ISRAEL ASLEEP IN HIS CHAIR AT A DRAFTING TABLE. Thirty minutes later he called again and said it was still wet. I left the meeting, and when I was 50 feet from the paint booth, I got the word-or should I say the smell? What I smelled was not zinc chromate but enamel.

No wonder it wo uldn't dry! Tom Handler, the painter, had grabbed a 5-gallon pail out of storage and did not check what it was. He opened it and it was yellow, so he dumped it into the pressure pot and started to spray. What he was spraying was road marking enamel that we used to paint the compass rose at the airport. Need­ less to say, I got ugly with him-and it cost him a 30-day suspension.

This little mistake cost us a whole day. The paint shop stripped the enamel, re-cleaned and re-etched the tubing, and painted it that night­ in zinc chromate this time-so it was ready for subassembly the next morning. The experimental assembly department consisted of Mike Mol­ berg, IISludge" Doyle, Frank Rezich, Ted Linnert, and Gordon Israel. For the next five days this bunch worked 16- and 24-hour shifts without any breaks. When the gang was hungry, Gordon would give Frank Rezich $10 and send him over to Monkey Faces, a local gag and vomit shop, for a bag­ ful of sandwiches and coffee, which

were eaten whenever a man had the time to take a bite or two. The corker came one night when Frank Rezich fell asleep lying on a sawhorse. Ev­ eryone was taking bets as to when he was going to roll off. I went home about midnight, and he was still on dead center; as far as I know he never rolled off!

After the tail group was fitted and all controls checked out, the fuse­ lage went back to the paint shop for fabric covering. While the fuselage was being covered, the stuff hit the fan! B.D. DeWeese and the Board of Directors switched engines on Gor­ don. They said the 165-hp Warner was too expensive and we were to use the 125-hp Warner instead. Well, Gordon promptly told them in what particular part of their anatomies they could insert the 125 Warner!

The head-banging ended with Gor­ don losing the contest.

Using the small Warner meant all new performance figures, new weight and balance .. . in fact, new every­ thing firewall forward and no place to chop any weight other than in the finish. The first set of wings was fin­ ished by now, and the second set was already started, so it was too late to design or build a new, lighter wing.

When the smoke cleared, Gordon jumped into his Dodge and headed for Andy Kluck's II Barn li where he could think in peace and settle down with the aid of the spirits.

In the meantime, Eli Newberger, Ted Linnert, and Wally French re­ engineered the 18 to match the 125 Warner. They made some changes in the Number 2 static test airplane, but left Number 1 alone; it was still full bore on the flight-test plane. Harold Bates joined the experimental group in charge of engine installation, and the airplane was fully assembled at the factory and checked out; then the wings were removed, and the ship was trucked to the airport for final as­ sembly, taxi test, engine run, etc.

While all this was going on, Eli and his gang were working around the clock building the IIwhiffle tree" for the wing static testing, building the drop test rig for the landing gear, V INTAGE AIRPLANE

11

A Model 18 with an NACA cowl.

and working out some final figures before the first test flight. We still had about five days left to meet the dead­ line, and Walt Daiber was chomping at the bit to fly the 18. He had been running slow taxi tests, engine tests, etc., plus test-flying the ISs. He had been given instruction from Gordon not to fly the plane until engineering released it.

Well, 01' Walt was nothing but a big kid who loved to fly. One after­ noon after all the squawks had been worked off, Walt asked to run some high-speed, tail-up tests on the run­ way. Gordon said okay, but don 't fly it, and to make sure he wouldn't, Gordon instructed the mechanics not to put the rear engine cowl on and one side panel. Walt jumped into the cockpit, and my brother Frank cranked him up. As Walt taxied out, he had the grin of the cat that just swallowed the canary. Yep, you guessed it-when he got down to the west end of the east/west runway, he opened up the throttle, up came the tail, and about 200 feet later the 18 12

JANUARY 2005

was in the air!

Walt climbed it out at max angle, circled the field to about 3,000 feet, and proceeded to run some stall tests. After about 30 minutes of flying around doing steep turns, dives, etc., he returned to the field, made a per­ fect three-point landing, and taxied in with that same $%#*-eating grin on his face. Gordon was so happy to see his new design fly, he forgot all about his "no fly" order. He jumped up on the wing, slapped Walt on the back, and asked, "How was it?" Walt, still smiling, said, "Build it-it flies like a toy!"

The following weeks were spent on the static load tests and keeping B.D. DeWeese away from the airplane .

Walt was about three jumps ahead of everyone in the flight tests, and again, Gordon warned him not to spin or dive the airplane until the wing tests were complete. Unbeknown to Gor­ don, Walt had already spun it. Walt let the cat out of the bag when the en­ gineers were installing the spin chute.

He told them, "Hell, you don't need

that; it spins nose down!" Walt was skating on thin ice, however, because a few days later the wing failed at the torsion box with a lesser load than for which it was designed.

This section was modi­ fied, and the airplane went through the cer­ tification tests with no other problems.

Our next problem was production. We had to rearrange the factory to accommo­ date both the 18 and the 15. In the mean­ time, the sales depart­ ment had sold a mess of 18s and wanted de­ livery yesterday. Build­ ing the first 10 18s caused many red eyes; it was common to work three days straight! Yes, I remember it well­ going to work on Mon­ day and going home for the first time on

Wednesday smelling like a goat!

The 18, like the 15, was improved and modified on the production line by the mechanics, and it left the fac­ tory in traditional D.G.A. form. The first batch of 18s had an enamel fin­ ish on the wings and stabilizer. We used a process called "wipe-on," in which we finished the wood like furniture-sealer, filler, and color.

This was supposed to be quicker and cheaper than the customary dope and fabric and did, indeed, result in a high-gloss finish. As it worked out, this was more time-consuming, expensive, and difficult to repair.

The high gloss was the only thing the method had going for it. This was later changed to a dope and fabric finish. The wood covering was applied with tacking strips in place of permanently driven nails such as in the 15. The leading edge was a one-piece, curved section that we formed ourselves with a steam forming jig. We also added check valves to the brake reservoir cans to keep from bathing the pilot with hydraulic oil.

The whole 18 program went well

The first Howard Model 18 at the factory test hangar.

until the airplanes and the summer heat met in Georgia, Oklahoma, and Texas . The operators complained that the airplane would not perform or climb in the 90°F temperatures.

Gordon was well aware of this situa­ tion and explained to the salespeople that you couldn't build an airplane that was designed for 165 hp and fly it with 125 hp and expect anything other than a pig.

It wasn't long before the sales came to a grinding halt. C.w. "Slim" Frietag, our vice president of sales, an old-time pilot with many hours, finally convinced B.D. DeWeese and

the Board of Directors of the need to install the 165-hp engine if we were to survive. Then it was back to the head-banging contest! Gordon came out of the contest with the larger lumps-a Kinner engine was purchased and work began immedi­ ately on the new installation. This program was a carbon copy of the 18 as Gordon had originally planned it.

Sales wanted the plane yesterday, so it was back to working all hours of the day and night.

Next month: The air show and the 18 develops a bad case of the spin shakes. ........

The Model 18 final assembly crew. In the center is Mike Molberg, the foreman who brought the wreckage of Mr. Mulligan back to Chicago. To his left is my brother, Frank, who is with Rockwellintemational working on the 8-1 bomber program.

VI NTAGE AI R PLAN E

13

660b nol" ~~~:~~r:

, • is saying.

"No t another story about yet another ridiculously expensive j-3 Cub!" Yes, we have to admit that this is a story about a j-3 Cub, but hang in there. It's not just any j-3 Cub, and you might learn something. We certainly did. Plus, we met some in­ teresting folks, and you will, too.

Every airplane type in history ha s a circle of enthusiasts around it who know all the historical nit­ noids about it. However, quite often those of us outside the circle never hear those tales, and that's the case with the Bair Wings Cub. Not only 14

JANUARY 2005

is the airplane itself unique, but it also brings up a subject not many of us know much about: airplanes that were produced for unusual purposes and how those that have survived compose an interesting collector's area within vintage airplanes.

The Cub in question, NC37946, is a 1941 model that came into the Bair family's life in 1978, when jerry Bair of York, Nebraska, bought the airplane from its 19th owner. jerry and his father, Don, were aviation institutions in that part of the Plains states, having been ag-operators almost from the beginning of the concept. In addition, they oper­ ated an FBO and flight school on the York Municipal Airport. jerry's

son, Craig, who now owns the air­ plane, received a gift of 10 hours of dual with his grandfather in the airplane. So, to say this airplane has been a part of the family for a long time is an understatement.

In 1983 they decided to re-cover the wings, but in the process discov­ ered dry rot in all four spars, so the wings needed a complete rebuild. Not wanting to take time from their ag operations to do the work themselves, they farmed it out to a local mechanic who took the airplane to his shop to work on it. That turned out to be a mistake; the mechanic moved to the East Coast, and it was 10 years before the Bairs were able to pry the airplane loose and return it home.

Craig, who continued in the family business and is now a third­ generation ag-operator, took cus­ tody of the airplane and in 1995 began to work on it. He has done an excellent job of telling the Bair Cub story on the signboard that accompanies the airplane, and it's well worth reading.

"I decided that I wanted the air­ craft to be completely original, so I began research on what a 1941 Piper Cub should look like. I had heard about a pre-war program in which one Piper dealer in each state could acquire a Flit­ !NUSIO'U I;-;;IJ fire. Those were Cubs ~M'I. O! " ~ painted silver with Pipe, Cult Traine, P,obobly oWpione ho, ~ British markings. I onjoy.d .... popularity of .... Pipe, ::;; Cub ITolne,. h io ...,y to fty and ~ thought it would be economical to maintain. Private owners And it on ideal plone and it ~ pretty neat if my Cub is IMino used extensively in .... pres­ ent CfVil Aeronoutics pro­ ~ was one of those Flit­ gram. A var;.ty of horsepower « engines contribut. to its perform­ ~ fires , but I couldn't ance ond economy of operation. __ § figure out how to two _ . . . _ ........... of ~ check on that.

I ae.....

110 _

~ght

tro~ ~

Brown &Williamson Tobacco Co. sold the Wings cigarette brand , and sponsored a number of aviation·related o u =~-:-;:-:: promotional items. In addi­ tion to the Wings collector cards that featured illustra­ tions of the modern aircraft of the day, the company sponsored the Wings of Destiny radio program on the Red Network of the National Broadcasting Company (NBC). Each Cub was delivered to an airport nearby the winning contes­ tant's home, and each side of the airplane "In the summer of 1996 some­ featured the special logo you see here. ~

_.-,I­

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. . " . . . _a_

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one recommended I contact Clyde Smith Jr. about what my Cub should look like to be original. Clyde gave me some very good information but suggested I attend one of his

restoration workshops."

Smith runs a series of ragwing Piper restoration clinics that take place in various locations around the country. They are considered a "must do" for those serious about that kind of restoration.

"I attended his workshop in September of 1996 in Fort Collins, Colorado. I told Clyde I wanted the airplane to be absolutely original, but he took that with a grain of salt because he'd heard it many times in the past, and people apparently didn't follow through.

"I asked him about the pOSSibil­ ity of my aircraft being a British Flitfire, and he said he would look into it when he got home after I gave him my registration and se­ rial numbers.

About two weeks went by, and I got a call from Clyde. He said , ' I have good news and bad news.

What do you want first?' I said, 'Give me the bad news.' He said the Cub is not a Flitfire, but the good news is that it is rarer than a Flitfire: it is a Wings Cigarettes Cub. I asked him how he knew this, and he said it was written in the Remarks sec­ tion in the original factory records.

"I asked him what he knew about Wings Cigarettes Cubs, and he said, 'No t much, other than they were given away by the ciga­ rette company in 1940 and 1941.'

He recommended that I call John Stahly in Indiana because he had done a lot of research on Wings Cubs. I contacted John, and he said he had a Wings Cub, but it wasn't restored to original. He then sent me copies of everything he had on the promotional program that was called Wings of Destiny by the cigarette company."

Finding out he had a rather rare airplane, Craig then became a real Wings-aholic and started scratching around for everything he could find out about the Wings airplanes and what he'd have to do to make his absolutely authentic, right down to the tiniest details. Then he got a boost in the originality department II

VINTAGE AIRPLANE

15

when Clyde Smith asked to hold one of his workshops in Craig's facility in York, Nebraska.

"While he was there we made a list of everything I'd need to make the Cub original. The biggest items I had yet to locate where an original cowl­ ing, carburetor airbox, three-piece windshield, and the black-faced in­ struments. We then discovered by looking at other Cubs that this one had the cathedral ceiling.

"I began looking everywhere for any original, pre-war Cub parts. I found the oil temperature gauge and compass in a friend's Cub that was in the raf­ ters of his hangar.

Clyde found an oil pressure gauge.

I already had the airspeed and altim­ eter, and Keystone Because of his profession as an agriculInstruments sup­ Craig's meticulous work on the Continental engine is ap­ tural sprayer, Craig Bair couldn 't make plied me with the parent in the fit of the cowling and the "eyebrows" above the trip to Oshkosh for EAA AirVenture Waltham tach and each bank of cylinders.

2004, so his friend Dan McNeill of Placer- 0 v e r h a u led the ville, California, brought the Wings Cub to other instruments. the convention.

"For a long time I didn't have an original primer, then found one just sitting on a bench at another friend's shop in Missouri."

The search for parts for an airplane such as this often takes weird and serendipitous turns. For instance, Craig was asked to ferry a 1929 Great Lakes from New York state to Kansas for a friend. While he was weathered-in in New York, he called Mac MacVicor, who had been recom­ mended to him as someone who might have Cub parts.

"I told Mac I needed a three-piece windshield, and I could hardly believe it when he said he had a brand new, 60-year-old one that was still in its factory wrappings.

The Pyralin plastic was good only for patterns, but the windshield strips were perfect.

"I also told him I needed original-type cables that had a braided splice. Mac said he hadn't done the five-tuck splices he thought they needed for years and recommended I contact Ken Cassens at [Old] Rhinebeck Aerodrome about it. Ken in turn recommended I call Andrew King.

"We called King's father, who said that Andrew was out of town for about a week and to call back. So, that was that for the time being. The weather was lifting, and I headed west.

"I stopped in Kankakee, Illinois, for fuel and was at the counter paying for my fuel when a gentleman came 16

JANUARY 2005

Clyde Smith Jr., lagwing Detective

Noted restorer Andrew King was enlisted to create a set of accurate control cables, complete with Roebling roll splices.

up and asked me if I was the one flying the Great Lakes and wanted to know who I was delivering the airplane to. It turned out he knew both the seller and the purchaser. I about fell over when he introduced himself as Andrew King.

"I told him he was just the guy I'd been looking for and had been told he could splice up cables for my Cub. He said he would be happy to and corrected me and said the original cables were not five-tuck spliced, but Piper used the Roebling roll splice. I sent him myoid cables for patterns, and a month later I had a beautiful set of brand new control cables just like they had been made in 1941."

In the course of trying for origi­ nality, Craig wanted to re-cover the airplane in Grade A cotton, but was unsuccessful in finding a supplier.

Then in a chance conversation with Dip Davis at Superflite, Davis said he'd gotten a brochure from someone who was making certified cotton, but he'd thrown it away.

Sensing Craig's concern, however, Davis went through the garbage, found the brochure, and the Bair Wings Cub now had a bolt of air­ craft cotton on the way.

Besides scrounging around for Wings Cub parts, Craig was constantly doing the same for Wings Cigarettes memorabilia.

"I was at a flea market in Lincoln,

Clyde Smith Jr. provides a service analogous to being a genealogist: he has all the Piper records for al l ragwing Pipers and can tell you things about your airplane you never suspected . He can also pOint out special models many of us never knew existed.

For a pa ltry $15 he can supply you with such obscure information as the se­ rial number of the prop that was originally on your airplane when it rolled out of the factory. Or the engine's original make, model, and serial number. He can also tel l when it was manufactured and when it actually rolied out the door, which are sometimes quite different. He can also verify the original color, the color scheme, and how the airplane was originally equipped.

One of the most important services , however, is in the records column marked Remarks. This is where factory personnel recorded anything unusual about the airplane. This is where it indicated that the Bair's Cub had been built for the Wings Cigarettes Company to be used in its Wings of Destiny program.

Clyde said, "What I need to work from is the airplane's N number and the serial number. However, people should know that the serial number and the fuselage number aren 't the same thing. Often, people call all panicked because their fuse­ lage doesn 't match the seria l number, and they think they have a problem when they don't. The serial number is on the dataplate, while the fuselage number could be a number of places, depending on the model and age of the airplane."

What kinds of things does Clyde sometimes ferret out for his customers?

"In checking this one particu lar J-4, I found it had been built specifically for the CAA with a full electrical system, IFR instrumentation, and radios. I some­ times theorize it was headed for the Forestry Service or something, but don't know that for a fact. "The airplane was painted orange with black trim and had the CM logo on the door. " Some of the better-known Cub variants like the Flitfires pop up from time to time.

"I show eight Flitfires still on the registry and just recently had the fun of tell­ ing a lady in Seattle that her Cub was an original Flitfire. At this point, I think I've located all the Flitfires. " A Cub variant that is practically unknown was identified by Piper as a Cub Sport.

"These airplanes were produced in 1938, '39, and '40 and were greatly upgraded airplanes. They had red leather interiors, spinners , strut cuffs, and wheelpants. Considering that 6,600 out of the original 14,000 Cubs built are still registered, there are probably a lot of undiscovered Sports out there .

"There are also a bunch of TG-8 gliders around that have been converted with the addition of an engine. They are easily identified because the fuselage num­ ber, not the serial number, starts with a G. I know of only four TG-8s left in their original configuration. " Another rare variation is the HE-l, an ambulance model based on the J-5/ PA-12 airframe .

"There were 100 HE-ls built, but I know of only eight left. But who knows what may turn up in a barn somewhere."

So, do you have a specia l airframe hiding under that fabric you fly around on weekends? Call Clyde and find out.

Clyde Smith Jr. 570/748-7975 Box 721 Lock Haven, PA 17745 E-mail: cubdr@chilitech .net VINTAGE AIRPLANE

17

Nebraska, and found a Wings Cigarette poster and asked the dealer if he had anything else hav­ ing to do with Wings. He asked why, and I told him about the Cub . A lady in the booth behind us asked me if it would be okay if she tried to find the fam­ ily who had won the Cub in 1941.

"It was only a few days later when I got a call from the nice lady who was really excited. She had found the Nivers family, and Rich­ ard Nivers had been the winner. His brother, Robert, was still living in Omaha . The family couldn't be­ lieve the airplane had survived all these years and were very excited to hear from me. They said Richard was still alive, but in a rest home in Burbank, California, suffering from Alzheimer's disease.

"Robert collected everything he could find about the Cub and sent copies to me. He said that he re­ membered the day of the Cub give­ away vividly because he sat in his parent's 1938 Buick and listened to the news about the attack on Pearl Harbor: the presentation giving the Cub to Nivers took place the morn­ ing of December 7, 1941."

While researching the screws and bolts for the airplane, Craig had been told by reliable sources that all of the screws were slotted, not Phillips, and of course it was all Type One cad­ plated, not Type Two. So, he bought enough bolts and screws to do the entire airplane and sent them all to United Plating in Tulsa, Oklahoma, to be re-plated in Type One. "Clyde Smith overhauled the engine for me in Lock Haven and had a new nose bowl made by Free­ man Aviation. He was almost done with the engine when a friend and I drove over to help him finish.

While there, I went through the literally tons of Cub pictures Clyde has. While doing that, I found an original picture of a 1941 instru­ ment panel and noticed that Piper 18

JAN UARY 2005

used Phillips screws on the instru­ ments and to fasten the panel to the boot cowl. The photo also clearly shows black wrinkle finish paint on the instrument panel, car­ buretor heat well, throttle plates, and fuel shutoff well. We would have never known that without that photograph.

"When finishing the airplane, we followed Piper Report 381 with two exceptions: we didn't use ni­ trate dope, and we painted all metal parts with Air-Tech poly paint."

The Wings Cubs were clearly identified by a distinctive Wings of Destiny logo on the side, and that had to be duplicated exactly.

"Clyde had an original photo­ graph of a Wings Cub, and between that one, others supplied by the Nivers, and my original posters, we had solid references to work from.

My helper's brother, Greg Elliott, is a professional sign painter, and he said he really wanted to paint the sign on the Cub. Greg made up a full-size drawing from the post­ ers and pictures and sent it over for us to proof. It looked identical to the originals. In December of 2003, Greg drove over from western Ne­ braska on a Friday and began to hand-paint the sign on each side of the Cub. By Sunday morning, we had two exact duplicates of the Wings of Destiny signs on 37946."

According to Craig, the reassembly after painting was easy because they had completely assembled the entire airplane before it was covered, so all the fairings had been trimmed and drilled and the rigging was done.

"The first test flight was on March 20, 2004, and went without a hitch.

We only had to adjust the right rear strut to correct for a slight wing­ heavy condition.

I have test-flown many aircraft, but this one meant the most to me. It was just like my first solo flight. Flying around in this airplane reminds me why I learned to fly.

"In June of 2004, Mr. and Mrs. Robert Nivers drove over to see the airplane for the first time since 1941. Robert even went for a ride.

He also brought along several pic­ tures and other bits of memorabilia about 37946 for me to keep. It was quite a thrill for us."

The story of the Bair Wings Cub shows that many threads of history can weave themselves together into an artifact that simply can't be du­ plicated: the Pearl Harbor connec­ tion, the fact that the Nivers sur­ vived along with the airplane, the discovery that the Bair's family Cub was a rarity, those first 10 hours of flight with granddad.

These kinds of things can't be orchestrated. Fate somehow made a series of decisions that com­ bined to say that this airplane and these people should survive, and they would find their way into the hands of someone like Craig Bair, who wanted to see that those bits of history should be treated with the care and respect they deserve.

Like we said, this isn't just an­ other J-3 Cub story.

P.S. Did we mention that the Bair Cub tied for Antique Reserve Grand Champion and won a Silver Lindy at EAA AirVenture Oshkosh 2004?

Not too shabby! And did we mention that in the course of the interview it was discovered that Craig's father gave this writer his first three hours of dual instruction in the late 1950s?

The threads of aviation history often cross in unexpected places. ....

TYPE CLUB LIST

This information is listed on our website, www. vintageaircraft.org, throughtout the year. Anytime you have changes related to your listing, drop a note in the mail detailing the changes (use the format you seen on these pages). Send your note to: Editor, Vintage Airplane; Vintage Aircraft Association; P.O. Box 3086; Oshkosh, WI 54903-3086 or e-mail it to vintage@eaa.org.

Aeronca Aviators Club

Bellanca-Champion Club

Cessna 150/ 152 Club

Robert Szego P.O. Box 66 Coxsackie, NY 12051 518-731-3131 E-mail: robert@aeronca.org Web: www.aeronca.org Dues: $29/yr, $37 Canada & Foreign Publication: Quarterly, Aeronca Aviator

Robert Szego P.O. Box 100 Coxsackie, NY 12051-0100 518-731-6800 robert@bellanca-championclub.com www.bellanca-championclub.com Dues: $35/1st yr, $63/-yrs; Foreign $41/1st yr, $68/-yrs Publication: Quarterly, B-C Contact!

Royson Parsons P.O. Box 1917 Atascadero, CA 93423-1917 805-461-1958 membership@cessna150-152.com Web: www.cessna150-152.com Dues: $35 US,Canada, Mexico $49 Foreign Publication: Bi-monthly

Bird Airplane Club

Cessna International Bird Dog Association (L-19/ 0 -1)

Fearless Aeronca Aviators (f-AA)

John Rodkey 280 Big Sur Dr. Goleta, CA 93117 805-968-1274 E-mail: poobah@westmont.edu Web: http://aeronca.westmont.edu Dues: None, contribute with discussion at e-mail Publication: Electronic form only International Aeronca Association

Buzz Wagner Box 3, 4011st Street East Clark, SO 57225 605-532-3862 Fax: 605-532-1305 Dues: $20/yr.

Publication: Quarterly T-34 Association, Inc.

Charles H. Nogle P.O. Box 925 Champaign, IL 61824-0925 217-356-3063 Staggerwing Club

P.O. Box 550 Tullahoma, TN 37388 931-455-1974 Fax: 931-455-1994 E-mail: museuminfo@staggerwing.com Web: www.staggerwing.com Dues: $25/yr. US, $30/yr. Foreign Publication: Quarterly Twin Beech 18 Society

Lorraine Carter P.O. Box 550 Tullahoma, TN 37388 931-455-1974 E-mail: staggerwing@bellsouth.net Web: www.staggerwing.com Dues: $50/yr.

Publication: Quarterly

Jeannie Hill P.O. Box 328 Harvard, IL 60033-0328 815-943-7205 Dues: Postage Donation American Bonanza Society

Nancy Johnson P.O. Box 12888 Wichita, KS 67277 316-945-1700; Fax: 316-945-1710 E-mail: bonanza2@bonanza.org Web: http://www.bonanza.org Dues: $50/yr.

Publication: Monthly Twin Bonanza Association

Richard I. Ward 19684 Lakeshore Drive Three Rivers, MI 49093 269-279-2540; Cell: 269-251-2636 Hangar: 269-279-7616 Fax: 269-279-2540 E-mail: forward@net-Iink.net Web: www.twinbonanza.com Dues: $35/yr US & Canada; $45/yr Foreign Publication: Quarterly Bucker Club

A. Gordon Clement 2225 Peachford Lane Lawrenceville, GA 30043 770-995-1798 E-mail: bucker131@adelphia.net Dues: $22/yr US & Canada $27 Foreign in US Funds Publication: 6/yr Cessna Airmaster Club

Gar Williams 9 So. 135 Aero Drive Naperville, IL 60564 630-904-8416 E-mail: aerocraft@aol.com

Jim Mulvihill 46 Eagles Nest Kerrville, TX 78028 830-896-7604 E-mail: N305AF@omniglobal.net Web: www.I-19bowwow.com Dues: $30/yr US; $35/yr Canada; $45/yr Int'l Publication: Quarterly Magazine; Monthly Email Newsletter Cessna 180/ 185 International Club

(ownership required) Dave Hayden 21910 S. Gardner Road Spring Hill, KS 66083 913-884-2187; Fax: 913-884-2167 E-mail: dave@kingsavionics.net Dues: $25/yr.

Cessna 195 International Club

Bob Reiss, President 9493 La Jolla Farms Road La Jolla, CA 92037 858-457-5987 Fax: 858-552-8453 E-mail: bobreiss@lajollafarms.com Web: www.cessna195.org Dues: $25 to join, future assessments as required, won't exceed $25 in any yr.

Publication : Quarterly Cessna Owner Organization

Randy Augustinak P.O. Box 5000 lola, WI 54945 715-445-4053, ext 118 888-MY-CESSNA E-mail: help@cessnaowner.org Web: www.cessnaowner.org Dues: $48/yr.

Publication: Monthly

World Beechcraft Society

Steve Oxman 8609 S. 212th Kent, WA 98031 866-732-3927 Fax: 253-395-3354 E-mail: admin@worldbeechcraft.com Web: www.worldbeechcraft.com Dues: $60/yr. US Publication: 6/yr

Cessna T-50 "Bamboo Bomber"

Cessna Pilots Association

Paul Anderson 1210 Highway 35 Hudson, WI 54016 715-549-6327; Fax: 715-549-6328 E-mail: pjander@earthlink.net Web: www.cessnat50.org Dues: Call Club for Info Publication: Quarterly

P.O Box 5817 Santa Maria, CA 93456 805-922-2580 Fax: 805-922-7249 E-mail: info@cessna.org Web: www.cessna.org Dues: $45 US, Canada, Mexico; $55 Int'I Publication: Monthly VINTAGE AIRPLANE

19

Eastern 190/ 195 Association

Culver Dart Club

Great Lakes Club

Cliff Crabs 25575 Butternut Ridge Road North Olmsted, OH 44070 440-777-4025 E-mail : ccrabs@aol.com or classic195@aol.com Dues: $15 initial , then as required Publ ication : 4/ yr, approx.

Lloyd Washburn 2656 East Sand Road Port Clinton, OH 43452-2741 419-734-6685 E-mail : washlloydburn@cros.net

Brent L. Taylor, Editor P. O. Box 127 Blakesburg, IA 52536 641-938-2773, Fax: 641-938-2093 antiqueairfield@sirisonline.com Web: www.aaa-apm.org Dues: $15 Publication : (3) 16 pg. Newsletter

International Cessna 120/ 140 Association Mac & Donna Forbes , President

P.O. Box 669 Alamance, NC 27201-0669 336-226-4582 E-mail : mcforbes55@bellsouth.net Web: www.cessna120-140.org Dues: $25/ yr; $35/ yr. Overseas Publication: Bi-monthly. Annual Calendar Issue & Membership Handbook/ Directory International Cessna 170 Association , Inc.

Velvet Fackeldey P.O. Box 1667 Lebanon, MO 65536 417-532-4847 headquarters@cessna170.org Web : www.cessna170.org Dues: $35/ yr.

Publication : Flypaper-monthly; The 170 News-quarterly West Coast Cessna 120/ 140 Club

Randy Thompson 4379 Hwy 147 Lake Almanor, CA 96137 530-357-5440 thompsonsair@northvalley.net Dues: $20/ yr.

Publication: Bi-monthly

Culver PQ-14 Assoc.

Ted Heineman 29621 Kensington Drive Laguna Niguel, CA 92677 949-495-4540 Ercoupe Owners Club

Carolyn T. Carden P.O. Box 7117 So. Brunswick Station , NC 28469-7117 910-575-2758 E-mail: coupecaper@aol.com Web: www.ercoupe.org Dues : $30/ yr.

Publication: Monthly, Coupe Capers Ercoupe Owners Club - Wisconsin Wing

Judi Matuscak 6262 Brever Road Burlington, WI 53105-8915 262-539-2495 E-mail: bjmatus@speeddial.net Fairchild Club

John W. Berendt, President 7645 Echo Point Road Cannon Falls, MN 55009 507-263-2414 E-mail: fchld@rconnect.com Web: www.fairchildclub.com Dues: $15/ yr.

Publication: Quarterly

Fairchild Fan Club Corben Club

Robert Taylor P.O. Box 127 Blakesburg, IA 52536 641-938-2773; Fax: 641-938-2093 antiqueairfield@sirisonline.com Web: www.aaa-apm.org Dues: $15/ yr.

Publication: 3

Robert L. Taylor P. O. Box 127 Blakesburg, IA 52536 641-938-2773 Fax: 641-938-2093 E-mail : antiqueairfield@sirisonline.com Web: www.aaa-apm.org Dues: $15 Publication: (3) 16 pg.

Culver Aircraft Assoc .

International Fleet Club

Dan Nicholson 723 Baker Dr. Tomball , TX 77375 281-351-0114 E-mail : dann@gie.com Dues: Contact Club Publication: Contact

Sandy Brown P. O. Box 511 Marlborough, CT 06447-0511 860-267-6562 E-mail: flyboy@ntplx.net Web: http://users.ntplx.netj-flyboy/ Dues: Contributions Publication: 3-4/ yr, approx.

The American Yankee Association (Grumman)

Stew Wilson P.O. Box 1531 Cameron Park, CA 95682-1531 530-676-4292 E-mail: sec@aya.org Web: www.aya.org Dues: $40/ yr.

American Hatz Association, Inc.

Chuck Brownlow P.O. Box 10 Weyauwega, WI 54983-0010 E-mail: brownlowod@aol.com Web: www.weebeastie.com/ hatzcbl/ Dues: $20/ yr.

Publication : Quarterly Hatz Club

Robert L. Taylor P. O. Box 127 Blakesburg, IA 52536 641-938-2773 Fax: 641-938-2093 antiqueairfield@sirisonline.com Web: www.aaa-apm.org Dues : $15/ yr.

Publication: (3) Hatz Herald Canadian Harvard Aircraft Association

Greg Burnard Tillsonburg Municipal Airport 244411 Airport Road Tillsonburg, OntariO, Canada N4G 4Hl 519-842-9922; Fax: 519-842-3292 E-mail: harvardpilot@hotmail.com Web: www.harvards.com Dues: $50/ yr.

Heath Parasol Club

William Schlapman 6431 Paulson Road Winneconne, WI 54986 920-582-4454 Howard Club

Edward R. Moore P.O. Box 50 West Mystic, CT 06388 386-760-8766 Jan .l-May 15 E-mai l: ebdgaI5p@aol.com Dues: $30/ yr.

Publication : Quarterly

Culver Club

Brent Taylor P.O. Box 127 Blakesburg, IA 52536 641-938-2773 Fax: 641-938-2093 antiqueairfield@sirisonline.com

Web: www.aaa-apm.org

Dues: $15/yr.

Publication: (3) 16 pg.

20

JANUARY 2005

Funk Aircraft Owners Association

Interstate Club

Thad Shelnutt 2836 California Av. Carmichael, CA 95808 916-971-3452 E-mail : pilotthad@aol.com Web: www.funkflyers .org Dues: $12 j yr.

Publication: 10/ yr.

Brent Taylor P.O. Box 127 Blakesburg, IA 52536 641-938-2773, Fax: 641-938-2093 antiqueairfield@sirisonline.com Web: www.aaa-apm.org Dues: $15/ yr.

Publication: (3) Interstate Intercom

Continental Luscombe Association

American Navion Society

International Comanche Society

Jim & Patti Sani, President & Secretary/ Treasurer 10251 E. Central Ave .

Del Rey, CA 93616 559-888-2745 E-mail: c/ajim-patti@pacbell.net Web: www.luscombe-cla.org Dues: $20 US, $27 Canada $35 Foreign. US Funds Publication: 6/ yr

16420 SE McGillivray #103 Vancouver, WA 98683-3461 360-833-9921, Fax: 360-833-1074 E-mail: Flynavion@yahoo.com Web: www.navionsociety.org Dues: $50/ yr.

Publication: Bi-monthly

Skip Dykema 5604 Phillip J. Rhoads Ave. , Hangar 3, Suite 4 Bethany, OK 73008 954-661-1454 Fax: 405-491-0325 skipsouthernsky@bellsouth.net Web: www.comancheflyer.com Dues: $64/ 1st yr. , $60 add 'i yrs.

Publication: Monthly, 50 pages

Luscombe Association

Steve and Sharon Krog 1002 Heather Lane Hartford, WI 53027 262-966-7627 E-mail: sskrog@aol.com Dues: $25 US & Canada $30 Foreign Publication : 6/ yr

Luscombe Endowment

Doug Combs 15815 E. Melrose St. Gilbert, AZ. 85296 480-650-0883 dcombs@luscombesilvaire.info Web: www.luscombes.org Publication: Electronic

Meyers Aircraft Owners Association

William E. Gaffney, Secretary 24Rt.17K Newburgh, NY 12550 845-565-8005 Fax: 845-565-8039 Dues: Postage Fund Donation Publication: 5-6 per year

Monocoupe Club

Frank and Carol Kerner 1218 Kingstowne Place St. Charles, MO 63304 636-939-3322 monocoupe@sbcglobel.net Web: www.monocoupe.com Dues: $25/ yr.

Publication : website

Navion Type Club at Navion Skies

Raleigh Morrow P.O. Box 2678 Lodi , CA 95241-2678 209-367-9390 E-mail: Navionl@inreach.com Web: www.navionskies.com Dues: $45/ yr.

Publication: Monthly, & via e-mail.

Parrakeet Pilot Club

Barry Taylor Box 127 Blakesburg, IA 52536 641-938-2773, Fax: 641-938-2093 E-mail : antiqueairfield@sirisonline.com Web: www.aaa-apm.org Dues: $15 Publication: (3) The Parrakeet Pilot Brodhead Pietenpol Association

Donald Campbell 221 N. LaSalle St, Ste 3117 Chicago , IL 60601 Web: http://www.pietenpol.org Dues: $10/ yr. US Publication: Quarterly International Pietenpol Association

Robert L. Taylor P. O. Box 127 Blakesburg, IA 52536 641-938-2773, Fax: 641-938-2093 antiqueairfield@sirisonline.com Web: www.aaa-apm.org Dues: $15 Publication : (3) 16 pg.

Cherokee Pilots Association

P.O. Box 1996 Lutz, FL 33548 813-948-3616, 800-292-6003 Dues: $34 US, $36 Canada & Mexico, $44 Foreign Publication: 11/ yr.

Western Association of Mooney Mites (WAMM )

Cub Club

Wm. L. Vandersande 100 S. Westwood st. #2 Porterville, CA 93257-7704 559-782-1980 E-mail: t35f1yer@sosinet.net Web: www.mooneymite.com Dues : None Publication: Via e-mail

Steve and Sharon Krog 1002 Heather Lane Hartford , WI 53027-9045 262-966-7627 , Fax: 262-966-9627 E-mail: sskrog@aol.com Web: www.cub-club.com/ home.htm Dues : $30 US/ Canada, $35 Foreign Publication: 6/yr.

H. Ronald Kempka 2380 Country Road #217 Cheyenne , WY 82009 307-638-2210 E-mail: wyn3n@aol.com Dues: $20/ yr.

Publication: Quarterly

Short Wing Piper Club, Inc

Eleanor and Bob Mills 309 Main Street, Suite 4 Halstead, KS 67056 316-835-3650 (0); 316-835-3307 (H) membership@shortwing.org Web: http://www.shortwing. org Dues: $30/ yr.

Publication : Bi-monthly Supercub.org

Steve Johnson P.O. Box 901465 Kansas City, MO 64190 816-741-1486 Fax: 816-741-5212 E-mail : steve@supercub.org Web: www.supercub.org Dues: Donations Porterfield Airplane Club

Chuck Lebrecht 91 Hickory Loop Ocala, FL 34472 352-687-4859 Dues: $5/ yr.

Publication : Quarterly Rearwin Club

Robert L. Taylor P. O. Box 127 Blakesburg, IA 52536 641-938-2773 Fax: 641-938-2093 antiqueairfield@sirisonline.com Web: www.aaa-apm.org Dues: $15 Publication: Rearwin Register International Ryan Club

Piper Apache Club N3 N Owners and Restorers Association

Piper Owner Society

P.O. Box 5000 lola, WI 54945 866-MY-PIPER Fax: 715-445-4053 E-mail : help@piperowner.org Web: www.piperowner.org Dues : $48/ yr.

Publication : Monthly

John J. Lumley 6778 Skyline Drive Delray Beach, FL 33446 561-499-1115 E-mail: jckllum@cs.com Web: www.piperapache.com Dues: $35/ yr.

Publication: Bi-monthly on web

John R. Hodges 6749 Sproul Lane Colorado Springs, CO 80918 719-637-0978 E-mail: editor@ryanclub.org Web: www.ryanclub.org Dues: $15 electronic subscription, $20 print (U.S.); $25 print (International ) Publication: Quarterly VINTAGE AIRPLANE

21

1-26 Association (Schweizer)

Taylorcraft Owner's Club

Western Waco Association

Lisa Sergent 7100 Christy Creek Morehead, KY 40351 606-780-4953 Fax: 606-780-0196 E-mail: lisasergent@aol.com Web: www.126association.org Dues: $15/yr. Regular; $25/yr. Sustaining; $300 life membership Publication: Bi-monthly

Bruce Bixler, II 12809 Green Bower, N.E. Alliance, OH 44601 330-823-9748 E-mail: tocprez@yahoo.com Web: www.taylorcraft.org Dues: $12/yr.

Publication: Quarterly

Barry R. Branin PO Box 706 Groveland, CA 95321 209-962-6121 E-mail: f1ywaco@juno.com Dues : $5/yr.

Publication: Occasional

Virginia/ Carolinas Taylorcraft Owner's Club Stearman Restorers Association

Jack Davis 7000 Merrill Ave. Box 90, Chino Airport Chino, CA 91710 E-mail: davco@stearman.net Web: www.stearman.net Dues: $35/yr. US, $45 Overseas Publication: 4/yr.

International Stinson Club

Tony Wright 2264 Los Robles Road Meadow Vista, CA 95722 530-878-0219 E-mail: stinson2@juno.com Web: www.aeromar.com/swsc.html Dues: $30/yr.

Publication: 11/yr.

Tom Pittman Rt. 6 Box 189 Appomatox, VA 24522 434-352-5128 E-mail: vctoc6@juno.com Web: www.vctoc.org/ Dues: $10/yr.

Publication: Quarterly Travel Air Club Robert L. Taylor

P. O. Box 127 Blakesburg, IA 52536 641-938-2773 Fax: 641-938-2093 antiqueairfield@sirisonline.com Web: www.aaa-apm.org Dues: $15 Publication: (3) Travel air Talks

National Stinson Club

George Alleman 1229 Rising Hill Road West Placerville, CA 95667 530-622-4004 voice & fax E-mail: nscgeorge@internet49.com Dues: $20 US & Canada; $25 Foreign Publication: 4/yr.

St inson Historical and Restoration Society (or Stinson 108, Antique Airplane Association)

Robert Taylor P.O. Box 127 Blakesburg, IA 52536 641-938-2773 Fax: 641-938-2093 E-mail: antiqueairfield@sirisonline.com Web: www.aaa-apm.org Dues: $24/yr.

Publication : (3) SHARS Swift Museum Foundation, Inc. (Swift Association)

Charlie Nelson P. O. Box 644 Athens, TN 37371 423-745-9547 E-mail: swiftlychs@aol.com Web: www.swiftparts.com Dues: $35/yr.

Publication: Monthly

Travel Air Div. of Staggerwing Museum Foundation, Inc

Karen Garrick P. O. Box 550 Tullahoma, TN 37388 931-455-1974 museuminfo@staggerwing.com

Web: www.staggerwing.com

Dues: $40/yr.

Publication: 4-5 per yr.

Travel Air Restorer's Association (TARA)

Jerry Impellezzeri 4925 Wilma Way San Jose, CA 95124 408-356-3407 E-mail: clear_prop2003@yahoo.com Web: www.travelair.org Dues: $15/yr.

Publication: Quarterly

Florida Antique Biplane Association, Inc.

Larry Robinson 10906 Denoeu Road Boynton Beach, FL 33437 561-732-3250 Fax: 561-732-2532 E-mail: BeyeView@aol.com Dues: $48/yr.

Publication: The Flying Wire National Biplane Association

Charles W. Harris P.O. Box 470350 Tulsa, OK 74147-0350 918-622-8400 Fax: 918-665-0039 E-mail: cwh@hvsu.com www.nationalbiplaneassn.org www.biplaneexpo.com Dues: $25 individual ; $40 family; add $10 foreign Publication: Quarterly North American Trainer Association (T6 , T28 , NA64, NA50, P51, B25) Kathy & Stoney Stonich

25801 NE Hinness Road Brush Prairie, WA 98606 360-256-0066 or 360-896-5398 E-mail: natrainer@aol.com Web: www.NorthAmericanTrainer.org Dues: $45 US & Canada; $55 Foreign Publication: Quarterly, "NATA Skylines" Talldragger Club

Asa Dean 16216 N 34th Way Phoenix, AZ 85032-3119 602-622-8335 E-mail: asa@taildraggerclub.org Web: www.taildraggerclub.orgjtdc

American Waco Club

Phil Coulson 2815 Springbrook Dr. Lawton, MI 49065 269-624-6490 E-mail: rcoulson516@cs.com www.americanwacoclub.com Dues: $35 US, $45 Foreign Publication : Bi-monthly

West Coast Swift Wing

Mark Kadrich 2836 Autumn Estates San Jose, CA 95135 408-313-6263 E-mail: starwizz@pacbell.net Web: www.napanet.net/-arbeau/swift Dues: $15/yr.

Publication: Monthly 22 JANU A RY 2005

MULTIPLE AIRCRAFT ORGANIZATIONS

WWI Aeroplanes, Inc.

Leonard Opdycke 15 Crescent Road Poughkeepsie, NY 12601 845-473-3679 Dues: $42/yr, $47 Foreign Publication: 2 Journals, each 4/yr.

American Aviation Historical Society

National Waco Club

Andy Heins 50 La Belle St. Dayton, OH 45403 937-227-1326 E-mail: wacoaso@aol.com Dues: $20/yr., $25 Foreign Publication: Bi-monthly

Bruce Cunningham 2333 Otis Street Santa Ana, CA 92704 714-549-4818 E-mail: pres@aahs-online.org Web: www.aahs-online.org Dues: $39/yr. US Publication: Quarterly

Cross & Cockade Bob Sheldon , Secretary 14329 S. Calhoun Ave Burnham, IL 60633 708-862-1014 Dues: $15/ yr.

Publication: Bi-monthly Eastern Reg. U.S. Air Racing Association Jack Dianiska, President 26726 Henry Road Bay Village , OH 44140 440-871-3781 Flying Farmers International Kathy Marsh P.O. Box 9124 Wichita, KS 67277-0124 316-943-4234, Fax: 800-266-5415 E-mail : Support@flyingfarmer.org Web: www.flyingfarmers.org Dues: $25/ yr.

Publication: 6 / yr.

United Aying Octogenarians Herbert Sloane P.O. Box 11114 Montgomery, AL 36111-0114 334-832-2413 E-mail: pilotherb@yahoo.com Dues: Dues: $12/ yr.

International Deaf Pilots Association Jeff Willoughby 13 Fox Valley Drive O'Fallon , MO 63366 Web: www.deafpilots.com Dues: $35/ yr, active pilots Publication: yes Int'l Fellowship of Flying Rotarians Tom Surowka, World Sec.jTreasurer 203A Rubens Drive Nokomis, FL 34275-4211 941-966-6636, Fax: 941-966-9141 E-mail: surowka@iffr.org Web: www.iffr.org International Liaison Pilot & Aircraft Assoc. (ILPA) Bill Stratton 16518 Ledgestone San Antonio, TX 78232 210-490-4572, Fax: 210-490-4572 www.centercomp.com/ ILPA/ index.html Dues: $29/ yr US Publication: Liaison Spoken Here International Wheelchair Aviators P.O. Box 2799 Big Bear City, CA 92314 909-585-9663, Fax: 909-585-7156 E-mail : iwaviators@aol.com Web: www.wheelchairaviators.org Lake Amphibian Flyers Club Marc & Jill Rodstein 7188 Mandarin Drive Boca Raton , FL 33433-7412 561-483-6566 Fax: 240-376-4875 E-mail: business@lakefiyers.com Dues: $56/ yr.

Publication: Newsletter: "Lake Flyer"

National Air Racing Group Betty Sherman 1932 Mahan Avenue Richland , WA 99352-2121 509-946-5690 E-mail : betty.sherman@verizon.net Web: www.pylon1.com; www.aafo.com Dues: $15 US, $20 outside US Publication: Monthly National Association of Priest Pilots (NAPP) Mel Hemann 127 Kaspend Place Cedar Falls, IA 50613-1683 319-266-3889 Dues: $20 Publication: NAPP OX-5 Aviation Pioneers Elmer H. Hansen 12220 N.E. 39th Street Bellevue, WA 98005-1217 425-885-0299 E-mail: elmer.Hansen@gte.net Web: http://ox5pioneers.org Dues: $20/ yr.

Publication: 6/ yr.

Piper Aviation Museum Foundation Russell C. Nelson One Piper Way Lock Haven , PA 17745-0052 570-748-8283 Fax: 570-893-8357 E-mail : piper@cub.kcnet.org Web: www.pipermuseum.com Dues: $30 per year Publication: Quarterly Seaplane Pilots Association Michael Yolk 4315 Highland Park Blvd, Suite C Lakeland, FL 33813 863-701-7979 Fax: 863-701-7588 E-mail: spa@seaplanes.org Web: www.seaplanes.org Dues: $40/ yr.

Publication : Bi-monthly Sentimental Journey to Cub Haven, Inc. John L. Buchan, Fly-In Director P.O. Box J-3 Lock Haven, PA 17745-0496 570-893-4200 Fax: 570-893-4218 E-mail: j3cub@kcnet.org www.sentimentaljourneyflyin.com Dues: $12 single, $17 family Publication: Quarterly Silver Wings Fraternity Bud O'Brien 820 Harper Dr. Algonquin, IL 60102 847-658-6934 E-mail: obconsults@aol.com Web: www.silverwings.org Dues: $25/ 1st year, $15 renew Publication: Quarterly

Society of Air Racing Historians Herman Schaub 168 Marion Lane Berea, OH 44017 440-234-2301 Web: www.airrace.com Dues: $20/ yr US - $23 others Publication: Bi-monthly

Taylorcraft Foundation, Inc. Forrest A. Barber, Exec. Dir. 13820 Union Ave. NE Alliance, OH 44601-9378 330-823-1168 Fax: 330-823-1138 E-mail : fbarber@a/liancelink.com Web: www.taylorcraft.org Dues: $10/ yr.

Publication: Quarterly

The Howard Aircraft Foundation Edward R. Moore P.O. Box 50 West Mystic, CT 06388 386-760-8766 E-mail: ebdga15p@aol.com Dues: $30/ yr.

Publication: Quarterly

Ninety-Nines, Inc., Women Pilots Organization Elizabeth Lundin 4300 Amelia Earhart Road Oklahoma City, OK 73159 405-685-7969 Fax: 405-685-7985 E-mail: ihq99s@cs.com Web: www.ninety-nines.org Dues: $65/ yr.

Publication: Bi-monthly

Vintage Sailplane Association George Nuse 4310 River Bottom Drive Norcross, GA 30092 770-446-5533 Dues : $15/ yr.

Publication: Quarterly Waco Historical Society, Inc.Waco Aircraft Museum Marla Boone, Dir. of Membership P. O. Box 62 Troy, OH 45373-0062 937-335-WACO; 1-5 pm Sat.-Sun. E-mail: msimonboone@yahoo.com Web: wacoairmuseum.org Dues: $20/ yr.

Publication: 4/ yr.

Women in Aviation, International Dr. Peggy J. Chabrian 101 Corsair Drive Daytona Beach, FL 32114 386-226-7996 Fax: 386-226-7998 Web: www.wai.org Dues: $39/ yr., $29 students Publication: Bi-monthly VINTAGE AIRPLANE

23

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Please refer to www.eaa.org or call 800-843-3612

VOLVO

S mazoa

~ LINCOLN

MERCURY

JAGUAR

BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE

COMES TO US FROM THE EAA BOEING AERONAUTICAL LIBRARY.

Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than February 10 for inclusion in the April 2005 issue of Vintage Airplane.

You can also send your response via e-mail.

Send your answer to mysteryplane@eaa.org. Be sure to include your name, city, and state in the body of your note, and put "(Month) Mystery Plane" in the subject line.

O C TOBER ' S

MYSTERY

The October Mystery Plane came to us from the collection of Edward Beatty of Ruskin, Florida. Longtime members might remember Ed and his wife when they were co-chairs of the Flying Cinema at EAA Oshkosh a number of years ago.

No one sent us an e-mail on this Mystery Plane, and none of our regular mail-in contributors sent in a note either. I'll leave it to Edward to fill us in on this biplane'S identity: "The plane is the Woodson Express.

I think it was built in Defiance, Ohio, sometime in the late '20s or early '30s.

A local pilot from my hometown of Huntington, Indiana, was a test pilot for Woodson during that time, and this picture was among some of his possessions when he passed away. There were several aircraft built in the Defiance area during that time, and I think some of them were built in Bryan, Ohio, which is only a short distance from Defiance."

ANSWER

It appears that only one was built , since both registrations that appear within the database on Aerofiles. com, based on the work of the late Lennart Johnsson with data compiled by Vincent J. Berinati, show only one serial number for both aircraft registrations.

Woodson Express 2A, sin 11 Woodson Express 2-A, sin 11 VINTAGE AIRPLANE

25

E.E. "BUCK" HILBERT

The Best of Buck Reprinted from December 1988 Vintage Airplane Hand propping!

I just finished another of my VFR, 1,OOO-feet-above-ground-level, no nav, no comm cross-countr ie s. It was fraught with the usual weather and servicing inconve­ niences, and the open cockpit was pretty co ld, but it was fun. There was one thing common to all my stops, though, that re­ quires comment. Finding someone to hand-prop my airplane when it was time to leave.

All of the insurance policies have hand-prop­ ping clauses in them.

Usually they don't abso­ lutely forbid the practice; they just won't cover you if a qualified person isn't at the controls. I find that the qualified person at the controls is not the problem-it is the person at the propeller that gives me fits!

Trying to get someone to prop usually goes like this, "Can you prop me?"

"Well, I did it once when I was in college. Guess I can do it." Or, "Way sure! I've been around all kinds of airplanes all my life! Pawnees, Cherokees, and Tri-Pacers, I can do it!" And then he grabs the prop about 3 inches from the tip and promptly sticks his head into the plane of rotation.

And I cringe.

Propping an airplane is practi­ cally a lost art, and I'm glad. Those 26

JANUARY 2005

blades snapping unexpectedly can catch even the most experi ­ enced once in a while. Recently, at Oshkosh as a matter of fact, Mike Wilson from Cedar Rapids, Iowa,

showed up with hi s hand in a cast.

Now, here is the PT-22 "king" of Iowa and half of the rest of the country. His Kinner bit him! Since then, he has been bugging me for a starter installation (tha t I keep tell­ ing him I don 't have). A moment of inattention, and he caught it.

Fortunately the broken thumb and badly bruised hand wi ll be okay,

but it wasn't a fun experience.

I almost got my head knocked off about 10 years ago at Osh­ kosh, not by a prop but by Bill Haselton, who was propping my Fleet. Bill swore I "did it" to him . Here is the most experienced person I'd ever hoped to find, but because of an im­ pulse-coupling malfunc­ tion, there he was with a busted hand.

The lesson here: Never, ever ass ume that all is safe when you are at the busi­ ness end of a prop. Be­ fore you even touch the thing, go to the cockpit and look at the switches and the engine controls for placement and posi­ tion. Brief the cockpit person on exactly what you and he want to do, and establish communi­ cation that assures both of you know exactly what your and his intentions are . Make commands to each other loud and clear so statements are heard and understood. Then do the job correctly.

Don't ever, as I like to term it, "make love" to a propeller. Treat it like it's hot, always! Never assume that the throttle, the switch, and the mixture are in a safe position .

Make sure they are!

Don't be timid or afraid of the prop. Grasp it firmly about halfway out from the hub, and use your

body weight to pull it through while you step back as you pull.

(You step back so you are out of the way as you swing it.) For­ get that old Hollywood stance of swinging your leg up and under the plane of rotation. That stuff went out with the battery ignition engines of World War 1. Also make sure the area behind where you are going to step is clear and that the ground is firm and clear of slippery mud or ice patches-and specta­ tors. More than once I've had to caution bystanders to stand clear.

"If this thing starts, I'm going to run right over you getting out of the way."

Another oft overlooked point: Most engines are eqUipped with an impulse coupling for easier start­ ing. It retards the spark for starting or anytime the engine is turned at slow speeds, usually below 400 rpm . By swinging the prop hard enough to exceed the rpm limit of the impulse, you negate its purpose. If you hear that impulse click, its working. If you don't hear it, there is a good chance you'll get a kickback. So, the best method of propping is to pull that prop so you get the best effect from that impulse. Firmly, but not too fast.

InCidentally, that impulse­ coupled magneto is the only one that is firing when the key is in the "start" position on most mag swi tches. In the start position the non-impulse mag is not operat­ ing until you release it back to the "both" position.

Find out which mag has the impulse, and then put the switch on that magneto for the hand­ prop start.

I could go into great d e tail as to how many lucky escapes and some of the weird experiences I've had over the years propping air­ planes, but I'll spare you by men­ tioning only a few. My first learn­ ing experience was about a week after getting my first job at the old Elmhurst Airport in Illinois.

There had been a sudden summer storm, and our students came

running for home. One woman had tried to take a shortcut taxi route and wound up in a shallow ditch. The two of us hung onto the her aircraft's wing struts in the rain and lightning and wind until it passed over, and then we pushed the Cub up onto the taxi strip; she got in while I waited at the business end to prop it . I called, "Switch off," and she re­ plied, "Switch off," and promptly turned it to "both." I carelessly grabbed the prop with two hands and almost immediately got whacked across the back of both hands with the advancing blade.

Man, oh, man, did that hurt. For a week I couldn't even unbutton a button, and that, friends, is why I respect the propeller end as I do.

I could confess to the couple of times that the Swallow chased me across the airport because I had the throttle open when it started, and I could also tell some more tales of defective ignition switches that in effect were on "both" when they said "off." There was an airworthiness directive note on the old A- 7 ignition switches in the early Champs and T-Crafts back in 1946 and '47 where the brass con­ tacts wore and bridged all the posi­ tions together. Anytime the switch was out of any detent, both mags were hot. I still see these swi tches being used in restorations today.

Watch out for them. They've been in the junk box for years and have been resurrected because they are neat-and authentic for sure. But they can be dangerous.

Things are lookin ' up. I've been getting phone calls from some of the members who either have com­ ments to make about the column or would like information. One call was to ask why an antiquer would pose beside an ultralight.

Another was to ask some advice on a Fleet restoration, and a couple more were for little details and just to talk. Keep 'em coming.

Over to you, ~/1 L Buck tfL/1ACJG-

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The following list of coming events is furnish ed to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. To submit an event, send the in­ formation via mail to: Vintage Ai/plane, P.O. Box 3086, Oshkosh, WI 54903-3086. Or e-mail the information to: vintage@eaa.org.

Information should be received four months prior to the event date.

FEBRUARY 5-Brodhead, WI-Ground Hog/Chi li Fly-In,

JULY 22.25-Waupaca, WI-Waupaca Airport (PCZ). 2005

11-2pm. Note that they do not plow their runways.

You are welcome to land on wheels, but if there is measurable snowfall, your may have much diffi­ culty! "Rain / Snow" date: 2/6/05. Info: 262-374-0465, doubled53545@yahoo.com.

Annual Cessna and Piper Owner Convention & Fly-In. Info: 888-692-3776 ext. 118 or www.cessnaowner.org or www.piperowner.org.

APRIL 24-Half Moon Bay, CA-l 5 th Annual Pacific Coast

Dream Machines Show. 10 am - 4 pm . Hundreds of aviation wonders will be on display. Fly-ins welcome.

Spectator admission: Adults $15; 5-14 yrs and 65+ $5; Kids 4 and under free. Info: 650-726-2328 or www.miramarevents.com.

MAY 6-8--Burlington, NC-Alamance County Airport (BUY) .

Carolinas-Virginia VAA Chapter 3 Spring Fly-In. BB! On the field Friday Evening, judging in all classes Saturday.

Awards Banquet Sat. Night. Everyone welcome. Info: 843-753-7138 or eiwilson@homexpressway.net.

AUGUST 6·7-Santa Pa ula, CA-(SZP) Santa Paula 75 th An­

n iversary Air Fair. Exhibits, vintage and experimen­ tal aircraft displays, flybys, hangar displays, vendor booths, dinner-dance, and other community activi­ ties. Info: 805-642-3315.

SEPTEMBER 3-Marion, IN-(MZZ) Fly/In Cruise/In. Info:

www.FlyJnCruiseJn.com.

'*7

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Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line.

Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts.

Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its pOlicies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (classads@eaa.org) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086 BABBITT BEARING SERVICE - rod bearings, main bearings, bushings, master rods , valves, piston rings .

Call us Toll Free 1-800-233-6934, e-mail ramremfg@aol.com Website www.ramengine .com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST. , SPOKANE, WA 99202

Warner engines. Two 165s, one fresh O.H. , one low time on Fairchild 24 mount with all accessories . Also Helton Lark and Aeronca C-3 project.

Find my name and address in the Officers and Directors listing and call evenings. E. E. "Buck" Hilbert.

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Visit www.flyingwires.com or call 800-517 -9278.

For Sale - 1939 Spartan Executive, 35OOTT, 10 SMOH. 214-354-6418.

A&P LA.: Annual, 100 hr. inspections.

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Membershi~ Services VINTAGE

AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION THE EAA VINTAGE AIRCRAFT ASSOCIATION OFFICERS Preside nt Geoff Robison 152 1 E. Ma cG rego r Dr. New Haven, I 46 77 4 260-493-4724 chie{7025@ao/.c0111

Vice-Preside nt George Daubner

2448 Lough Lane

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262-673-5885

vaaf1yboy@msll.com Treasurer

Charles W. Harris

72 I S !;.1St 46th SI.

Tulsa, OK 74147

918-622-8400

cwh@hvsll .com

Secretary Steve Nesse 2009 Highl and Ave. Albert Lea, MN 56007 507-373-1674 stllfs@desk" ledia. rom

DIRECTORS Steve Bender 85 Brush Hill Road Sherborn, MA 01770 508-653-7557

Dale A. Gustafson 7724 Shady Hills Dr. Indianapolis, IN 46278 317 -293-4430

ss tJO@comm st.net

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David Bennett P.O. Box 11 88 Roseville, CA 95678 916-645-8370

Jeannie Hi ll P.O. Box 328 Harvard, IL 60033 -0328 8 15-943-7205

(lntiqlfeNPimeach. com

dingllao(liowc. llet

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

Espie "But ch" Joyce 704 N. Regional Rd. Greensboro, NC 27409 336-668-3650

Phone (920) 426-4800 EAA and Division Membership Services 800-843-361 2 ...... .. FAX 920-426-676 1 (8:00 AM-7:00 PM Mo nday-Friday CST) - New/ren ew memberships: EAA, Divi­ sions (Vintage Aircraft Association, lAC, Warbirds), Na ti onal Associatio n of Fli ght Instructors (NAFI) - Address changes

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Programs and Activities EAA AirVenture Fax-O n-Demand Directo ry .... _ . _.. . .............. 732-88S-67 11 Auto Fuel STCs ..... ____ .. . 920-426-4843 Build/ resto re informatio n ... 920-426-4821 Chapters: locating/organizing920-426-4876 Ed ucatio n . .......... _ . ___ 888-322-3229 - EAA Air Academy

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copeland J@jllllO.com

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Membership in the Experimental Aircraft Association, Inc. is $40 for one yea r, includ­ ing 12 issues of SPORT AVIATION. Fa mily membership is an additio nal $10 annually.

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EMERITUS

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GRCHA @cllnrter. tlet

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Web Site: http://www,eaa.arg and http://www.airventure.arg

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~

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MEMBERSHIP INFORMATION

EAA SPORT PILOT Current EA A m emb ers ma y add EAA SPORT PILOT magaZine for an additional $20 per year.

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lAC

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EAA Membership, WARBIRDS m aga­ zine a nd on e year memb ership in th e Warbirds Division is available fo r $50 per yea r (SPORT AVIATION magazine n o t in­ cluded). (Add $7 for Foreign Postage,)

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Membership dues to EAA and its divisions are not tax deductible as charitable contributions Copyright ©2005 by the EM Vintage Aircraft Association All rights reserved.

VINTAGE AIRPLANE (ISSN 0091-6943) IPM 40032445 is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd., 1'0. Box 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM Vintage Aircraft Association, 1'0. Box 3086, Oshkosh, WI 54903-3086. Return Canadian issues to Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.

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32

JANUARY 2005