FEBRUARY 2004

VOL. 32, No. 2

2 VAA NEWS IH.G. Frautschy

4 2004 HALL OF FAME- NICK REZICH

PASS IT TO BUCK/Buck Hilbert

7 MYSTERY PLANE/H.G. Frautschy

8 THE VINTAGE INSTRUCTOR

CHARTING A COURSE /Doug St ewart

10 193 1 SECOND-HAND AIRPLANE

Budd Davisson

15

JUST A FLIVVER KINDA GUY

CHRIS PRICE AND HIS HEATH PARASOUBu dd Davisson

20

2004 TYPE CLUB LIST

25

CALENDAR

2 7 NEW MEMBERS

28 CLASSIFIED ADS

)J ~\ IF::F
EAA PUBLICATIONS

Publisher
Ed itor-in-Chief
Executive Editor
New s Ed itor
Photography Staff
Advertising Coordinator
Advertising Sales

TOM POBEREZNY
SPANGLER

scon

MIKE DIFRISCO
RIC REYNOLDS
JIM KOEPNICK
JULIE RUSSO
LOY HICKMAN
913-268-6646

Advertising/Editorial Assistant
Copy Editing

ISABELLE WISKE
COLLEEN WALSH

Front Cover: Chris Price leans into a gentle turn with his colorful Heath

KATHLEEN WITMAN

Parasol, powered by a Continental A-40 engine . EAA photo by Alex Brown . EAA
photo plane flown by Bruce Moore.

HENRY G. FRAUTSCHY
THERESA BOOKS
BUDD DAVISSON
DOUG STEWART
JOHN MILLER

Back Cover: Can you imagine being only the third owner of an antique airplane
that was once owned by it's designer? Jim Hammond can - his Aeronca C-3 was
once owned by Jean Roche, the original creator of the Aeronca light plane. EAA
photo by Jim Koepnick , EAA photo plane flown by Janet Davidson.

VINTAGE AIRPLANE

Executive Director, Ed i tor

VAA Administrative Assistant
Contributi ng Edi tors

STRAIGHT Be LEVEL
ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE ASSOCIATION

Feeling honored
rity. Sure, it slowed us down, but nobody

It's been chilly or downright cold in the

I'm fortunate I have a second airplane

states north of us, and the Carolinas

to fly, my Contemporary category Beech

around us seemed to mind too much. I felt

have been seeing a bit more colder

Baron. It's doing well, and really is a won

much more secure after getting through the

weather than we 've had in the last couple

of years. We've been Sitting a bit closer

derful tool. I can leave my home and be in

St. Petersburg, Florida, in less than three

Secret Service security check.

While listening to the various speakers

to the fire until the weather breaks. It's

making it a bit more of a challenge to

and-a-half hours . That's less time than it

takes me to drive to the Greensboro air

before the president's arrival , the feeling

of being honored to be in Kitty Hawk at

meet my completion date for the new in

strument panel in the Luscombe. I've

port, check in, wait for the airplane, fly to

another airport for my flight to Tampa, and

this time came over me. It had started to

rain not too long after we sat down, and

really been pushing to get it done by the

then finally get a ride to my destination af

ter I get off the airliner. Sure, when you

end of April or early May.

Since the windshield and the engine
are removed, I thought it would be a good
time to strip the interior and repaint it. Oh
no, you can see where this is heading! The
skylight and side window plastic will be re
placed, and it will look so good when it's
done. To get it completed, I've been watch
ing the thermometer. Every day the

by the time the large Marine CH-53E heli

have to go across the country to Phoenix

copters arrived in advance of the

president, it was coming down hard. The

or Los Angeles, it makes sense to fly the

airlines, but not for shorter trips up and

rotors were whipping the rain around in

great sheets. Just a minute later, a pair of

down the East Coast. The more time

added for security checks and other parts
of the "airline experience, " the longer my

white-topped Sikorsky SH-3s appeared be

Iowa very low ceiling. After a quick

Baron trips can be, and still be a better

landing, the president stepped out into a

rain shower, and you could watch his ar
rival on the large video screens set up on

temperature has gone above 50 degrees,

deal as far as time is concerned. Just as it

is for many of you, my Luscombe is my fun

I've headed out to the airport so I could

airplane . I can fly around to all of the small

use the paint stripper and water to clean it

up. All those little miscellaneous pieces

airports, some public, and many private,

and visit friends . It's been so long since

like the rudder pedals have been stripped

and cleaned, the brace tubes from the top

I've had the Luscombe in the air, I wonder

if they'll remember me. I suppose I should

of the cabin to the engine mount have

been cleaned and painted, and the engine
mount has been cleaned, inspected and

n't change the exterior color just yet!

As I mentioned in previous columns, I

the Wrights as great Americans. He didn't

have any political agenda items in his
speech, and as a fellow aviator you got

was at the centennial celebration at the

Wright Brothers National Memorial. It was

the impression he was happy to be there,

just like the rest of us. It didn't hurt that

repainted. Since I had to remove some of

the cabane structure in the cabin, I will re
place the aileron cable pulleys with new
ball-bearing pulleys.
It 's exciting to see the project moving
forward, and now that I'm in the "putting
parts back on" mode, I get even more mo
tivated. A number of rivets were drilled
out, and as the new or replacement items
are installed, the replacement rivets will
be bucked .
I just keep moving along, looking for a
stopping place. In a couple of months I
hope to give you an update of my progress.
Committing to giving my fellow members a
progress report means I have to keep at
it, and I can stay focused on getting
N2628K back on flying status.

the memorial grounds. When he stood on

the steps of the Sikorsky and waved , the
hair on the back of my neck stood on end.
Driven to the stage in a big GMC SUV,
he gave a 20-minute speech that honored

a remarkable event, even with the uncoop

he stood on that stage in the rain and saw

erative weather. Now that I've been home

for a month, I've read a number of ac

more than 40,000 aviators standing in the

counts of the event in a few other

publications, including some comments re
garding the president's attendance, and
the temporary flight restriction over the
event during his speech. We live in differ
ent times, and I won't comment further on
that aspect of the celebration.
I WOUld, however, like to express a few
of my feelings about the president's visit.
Norma and I arrived early that morning,
knowing that there would be extra security
in place for those of us who would be in the
area closest to the stage . Even the press
had to go through this second level of secu

rain and mUd.

He wasn ' t able to stay for the first
flight attempt, but he did come back in Air
Force One, with the 747 making a slow
flyby of the memorial grounds as he
headed back to Washington.
It looks like the temperature is getting
up to the point where I can get some work
done. I should head out to the airport.
Do yourself a favor and ask your friend
to join up with us . Let's all pull in the
same direction for the good of aviation.
Remember, we are better together. Join us
and have it all.
Butch
VINTAGE AIRPLANE

VAA NEWS

EAA Critical of 'Air Tour' NPRM

Under pressure from EAA and
other industry representatives, the
FAA has extended the comment pe
riod on its potentially devastating
National Air Tour Safety Standards
notice of proposed rulemaking
(NPRM) 90 days to April 19, 2004.
Published in late October, in the
name of safety the NPRM imposes
restrictive regulations on the air tour
industry that the provided data do
not support. In preparing its official
comments, EAA is calling on FAA to
recall the NPRM and propose a new
one that incorporates the comments
and concerns of the operators and
public. If enacted as now proposed,
the regulations would force a signif
ic a nt number of owners and
operators out of business and would
ground historically significant air
craft because their owners couldn't
comply with them.
"The proposed rule is incomplete
in that it fails to define many terms
or incorporate fully all information
needed to make the proposed rules
valid for use, " EAA summarized. The
NPRM would place new, prohibitive
restrictions on private pilots prOVid
ing charitable or community event
flights. "There is little supporting
data to justify the proposed wide
sweeping changes," said Earl
Lawrence, EAA vice president for in
dustry and regulatory affairs.
For example, the proposed rule
would require a 1920s-era airplan e
operated at a Midwestern nontow
ered airport to comply with the
same operational and documenta
tion requirements as a helicopter
constructed under current require
ments and operated in continuous
service over the Grand Canyon Na
tional Park. "That indicates that the
authors didn't follow past regulatory
practice of producing regulations that
are responsive to the wide variety of
aircraft and operations conducted in
the U.S.," EAA summarized.
EAA is not insensitive to the con
cerns over air tour operation safety
2

FEBRUARY 2004

The world's greatest general aviation event,

EAA AirVenture Oshkosh, is launching the next

century of flight at EAA AirVenture 2004 July 27

August 2 at Wittman Regional Airport in Oshkosh,

Wisconsin. The 52nd annual EAA gathering will

o S H K a
pay special attention to what lies ahead for the
~-world of flight, along with recognizing the innova
tions that have led aviation to today's achievements.

"Over the past decade we have recognized the aviators and aircraft that
changed the world over the past 100 years," said EAA President and AirVenture
Chairman Tom Poberezny. "This year EAA AirVenture is 'Launching the Next Cen
tury of Flight' by looking ahead to the innovations that build on this legacy. Some of
this new thinking is already becoming reality, assuring that the next century of
flight will be as remarkable as the first 100 years."
EAA AirVenture Oshkosh has always been a home for aviation innovation and
serves as an inspiration for those who see untapped potential in personal flight and
in aviation in general. Through the years, many unique designs have debuted at the
event. In addition, the people behind the advancements have been welcomed to
share their knowledge and inspire others.
Most of this knowledge exchange occurs in the more than 500 educational fo
rums , seminars, and workshops held during the week that cover the entire
spectrum of flight. Add the more than 700 exhibitors displaying their latest innova
tions, and more than 10,000 airplanes, including the nearly 1,000 vintage
showplanes that dot the south end of Wittman Field, and EAA AirVenture partici
pants have an unlimited source of aviation inspiration.
Details on specific EAA AirVenture activities, as well as aircraft arrival and de
parture procedures, will be announced as they are finalized. For the latest
information, visit www.airventure.org. Housing information is available through the
Oshkosh Housing Hotline at 920/235-3007 (Monday-Friday, 8:30 a.m. to 5 p.m.
Central time).

AIRVEN14

voiced by both Congress and the

NTSB, prompted by a series of
crashes involving air tour operation,
many of which occurred in Hawaii.
However, EAA does object to the
added restrictions proposed, the lack
of supportive data for those addi
tional restrictions, and the confusing
format in which the new restrictions
were incorporated into the FARs in
this NPRM.

EAA Leads Aging Aircraft

Discussion
Work on an FAA Advisory Circular
(AC) for documenting approved sub
stitute standard parts and materials
was conducted at a December meet
ing of the FAA Aging Aircraft Ad Hoc
Committee held in Kansas City, Mis
souri. Representing EAA were Vice

President of Government and Regula

tory Affairs Earl Lawrence and
Director of Aircraft Maintenance
Daryl Lenz. VAA Executive Director
H.G. Frautschy is working with Lenz
and Lawrence on developing the list
of approved substitutes.
The committee works with the
FAA Small Airplane Directorate to de
velop materials that help small
aircraft owners maintain and restore
their aircraft.
Discussion centered on developing
an AC that will provide aircraft own
ers with a common-sense document
that will make it easier to obtain ap
provals for replacement parts while
they are maintaining their aircraft.
The committee hopes to develop a
draft AC for FAA internal review in
continued on page 27

VAA's "Friends of The Red Barn"

VAA Convention Fund Raising Program
The Vintage Aircraft Associa
tion is a major participant in the
World's Largest Annual Sport Avi
ation Event - EAA AirVenture
Oshkosh! The Vintage Division
hosts and parks over 2,000 vin

tage airplanes each year from the

Red Barn area of Wittman Field south to the perimeter
of the airport.
The financial support for the various activities in
connection with the weeklong event in the VAA Red
Barn area is principally derived from the Vintage Air
craft Association's "Friends of the Red Barn" program.
This fund raising program is an annual affair, begin
ning each year on July 1 and end ing J u ne 30 of the
fo llowing year. This year's campaign is well underway,
with contributions already arriving here at VAA HQ.
Our thanks to those of you who have already sent in
your 2004 contributions.
You can join in as well. There will be three levels of
gifts and gift recognition:
Vintage Gold Level - $600.00 and above gift
Vintage Silver Level - $300.00 gift
Vintage Bronze Level - $100.00 gift
Each contribution at one of these levels entitles
you to a Certificate of Appreciation from the Divi
sion. Your name will be listed as a contributor in
Vintage Airplane magazine, on the VAA website,
and on a special display at the VAA Red Barn
during AirVenture . You will also be presented with a

special name badge recognizing

your level of participation. During
AirVenture, you'll have access to
the Red Barn Volunteer Cen
ter, a nice place to cool off.

Gold Level contributors

will also r ecei v e a pair of cer
tificates each good for a flight on EAA's Ford
Trimotor redeemable during AirVenture or during
the summer flying season at Pioneer Airport. Silv er
Level contributors will receive one certificate
for a flighat on EAA's Ford Trimotor.
This is a grand opportunity for all Vintage members
to join together as key financial supporters of the Vin
tage Division. It will be a truly rewarding experience
for each of us as individ uals to be part of supporting
the finest gathering of Antique, Classic, and Contem
porary airplanes in the world.
Won't you please join those of us who recognize the
tremendously valuable key role the Vintage Aircraft Asso
ciation has played in preserving the great grass roots and
general aviation airplanes of the last 100 years? Your
participation in EAA's Vintage Aircraft Associa
tion Friends of the Red Barn will help insure the
very finest in AirVenture Oshkosh Vintage Red
Barn programs.
For those of you who wish to contribute, we've
included a copy of the contribution form. Feel free
to copy it and mail it to VAA headquarters with
your donation. Thank you.

--~-- - ------- - --- -- ----------------- - - - ----- -- - - - -- -- - - - - ----- --- - --- - - - ---- - ---------- - --- - - - ----- - ------

VAA Friends of the Red Barn

Name______________________________________________ EAA#_______________VAA# ______________
Address____________________________________________________________________________________
City/State!Zip_______________________________________________________________________________
Phone_____________________________________E-Mail_________________________________________
Please choose your level of participation:

_
Vintage Gold Level Gift - $600.00

_
Vintage Silver Level Gift - $300.00
_
Vintage Bronze Level Gift - $100.00

o Payment Enclosed

o Please Charge my credit card (below)

Credit Card Number ______________________ Expiration Date ___________

Signature______________________________

Mail your contribution to:

EM
VINTAGE AIRCRAFT ASSOC.
PO Box 3086
OSHKOSH , WI 54903-3086

*00 you or your spouse work for a matching gift company? If so, this gift may qualify for a matching donation. Please ask your Human Re

sources department for th e appropriate form .

Name of Company __________________________

The Vintage Aircraft Association is a non-profit educational organization under IRS SOlc3 rules. Under Federal Law, th e deduction from Federal In
come 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 approp riate receipt acknowledgi ng your gift will be sent to
you for IRS gift reporting reasons.
VINTAGE AIRPLANE

2003 VINTAGE

HALL OF FAME

NICK REZICH

viation is often a fam

ily interest, and that
was certainly true on
the south side of
Chicago, where the Rezich family
was living during the golden age of
aviation. The boys, Frank, Nick,
and Mike, haunted the nearby
Chicago Municipal Airport (later
Midway Airport) and built rubber
powered models of many of the
airplanes of the day.
Nick Rezich soloed a Waco RNF
in 1933, at age 14, beginning a
lifelong career in-and love of
full-size aviation. He worked for
Benny Howard at Howard Aircraft
in Chicago, and attained the posi
tion of plant manager before being
pressed into military service in
World War II.
Following the war, he founded

Nick's other passion in life besides

airpLanes was playing the drums . His
role model was Gene Krupa. All the
brothers were musically inclined,
with Mike playing trumpet and Frank
playing the saxophone. In high
school, they were known as the
"Rezich Orchestra."
The voice ofEAA at the 1970 Joliet
air show, sponsored by EAA Chapters
15, 101, and 75. The "Voice ofEAA"
was silenced a decade later in 1981,
after a battle with throat cancer.

L __
4

Nick's love ofmusic heLped him

when he opened the Pylon Club on
63rd Street on the south side of
Chicago. Its aviation decor and prox
imity to Midway
MEMBERS/ilP CARD
Airport made it
a favorite oflo
cals and visiting
o.
aviators for
Z nearly a decade
--..:!~_~~~~=::Jr__.....:::.:.::.:::====:::::::~ after WWII.

FEBRUARY 2004

Nick and his wife, Joanne, in front of the family Travel Air D-4-D used
for Nick's air show act and for skywriting. Joanne and Nick were mar
ried in 19S0.

The very first airplane owned by the Rezich family was

this Piper E-2 Cub, which was purchased by Mike and
based at the Ashburn airport in 1936. Since 1936, the
family has owned 26 different airplanes.

and operated the famous aviation

themed tavern near Midway
Airport, the Pylon Club.
With his brother Frank, he de
signed and built the Rezich
Brothers Special, a Goodyear-class
racer, in the late 1940s . The air
plane would be one of the first
donations to the EAA Museum, in
Hales Corners.
Nick continued to build on his
flying skills, and flew charter for
Bluebird Air Service at Midway in
various planes, including a Wasp
powered Bellanca and a Lockheed

Seven-year-old Frank, lO-year-old Nick

(mugging for the camera), and lS-year-old
Mike Rezich behind the family home on
Laflin Avenue in Chicago, circa 1930. The
model on the ground in front of the boys is
the Spirit ofst. Louis.

By the time it was possible for Nick to buy an airplane in

1940, World War II was on the horizon. Here 's Nick's fa
vorite airplane, his brand-new Culver Cadet at Howell
airport. It's blue and silver.

12. He also did barnstorming with

his brothers in the family Travel
Air and Pitcairn.
After the war, he also flew for
Morton Salt and International Har
vester, and began taking on
skywriting jobs.
He served as the president of the
OX-5 Aviation Pioneers, and Nick
(EAA 225) was a strong supporter
of EAA during its early days, pro
moting the organization at the
Pylon Club and participating in
early fly-ins and air shows . He of
ten flew and announced for free,

since early EAA Chapter budgets

were so lean that it was hard to
even come up with the funds to
buy awards for the participants.
He also used his booming voice
over the public address system to
describe the maneuvers the pilots
were flying, and soon became
known as the "Voice of EAA. " He
was also the master of ceremonies
for many of the early EAA evening
programs, especially during the
Rockford era.
In the early 1950s, Nick moved
continued on page 26
VINTAGE AIRPLANE

PASS

IT TO BUCK

BY E.E. "BUCK" HILBERT, EAA #21 VAA #5

P.O. Box 424, UNION, IL 60180

Aging aircraft as well as

aging pilots and mechanics
I'm beginning to feel like an
ancient, out-of-touch, left-out
something or other.
Every time I pick up an aviation
magazine, it's full of hi-tech write
ups that I have a hard time
understanding. Modern instrumen
tation, glass panels, sophisticated
navigation and collision avoidance
systems, engine monitors, fuel flow,
in-flight entertainment systems, au
topilots, you name it!
These all have nothing to do
with the flivvers and the fun flyin'
depicted in this issue. Where is the
"fun" and the "enjoyment"-the
sense of adventure, the thrill of
flying that got me into this to be
gin with?
Well, in our Vintage organiza
tion , it's still there! There is still a
core group out there that feels a
sense of adventure, the thrill of
pure flying, that is so enjoyable
and a delight to the senses. They,
as I do, only want release from the
hi-tech world, and enjoy the sim
plicity of turning a switch to get
things going.
No programming . No perusing
the book to find coordinates . Just
light the fire and go.
There is a downside to this sim
plicity, though. The "moderns" are
sometimes very tolerant of we
"grandfathers," surprisingly so.
Sometimes I relish the "pipe and
slippers" treatment, and the resig
nation they show this old man
when 'l don't understand all the
things they talk about. On the other
hand, I feel left out, confused, and
as a stranger in my own backyard.
6

FEBRUARY 2004

When the current owner of a

neat old Cessna 180 calls and asks
what shape my airstrip is in, how
long, what the coordinates are,
and then tells me a 10-knot cross
wind is a problem for him, and
elects to drive in, I can't but won
der. He oohs and aahs over my C-3
and the Fleet, and then shakes his
head in amazement that there are
no electrical systems and nothing
in the panel.
"How can I possibly go any
where without anything like that,"
he wonders?
Well, I have no intention of "go
ing" anywhere. I fly for the fun
and the pleasure of just being air
borne, looking at the local
territory, waving at my neighbors
and friends, and maybe taking
someone for a ride.
My "Model T" of an airplane
gives me all that I want. That first
takeoff is really all the reward I
need, but the subsequent landing
and the pure pleasure of what I just
accomplished is "heaven" in itself.
Lately too, I find myself sitting in
the recliner with more than 30 years
of the EAA Vintage publications at
my side, feet up, thumbing through
the old articles. Re-reading long ago
written articles, some written by
long-departed enthusiasts, trying to
pass on their wisdom and experi
ence to others who might have a
similar interest.
I've often felt that man's great
est invention was the printing
press. With that invention it was
possible to record and pass on for
posterity a man's experiences. I'm

taking advantage of this when I sit

in my recliner and go through the
collections of the past 30-plus years.
I start with the stack on one side,
and as I read through, I stack them
on the other side. When I complete
the transfer from the one side to
the other, I start in all over again.
If it were possible for the neo
phyte Vintage member to push
away from his computer with all
its pop-ups and nonsensical adver
tising, and take time to read
through this collection of lore and
knowledge, his reward would be
the assimilation of what was
learned the hard way, by a lot of
people who wanted to pass on
their experience. It would satisfy
the "thirst" that I hear every day
in phone calls from people calling
for information.
I know many of you are not privy
to this collection as I am, but we do
have our EAA Library and, lately, a
CD with all the EAA Sport Aviation
articles on it, some of which pertain
to our kind of activities. It is my
hope that one day, and soon, a sim
ilar CD for the Vintage publications
will exist.
Meanwhile though, on occasion,
your editor, H.G., the staff, and I
will select one of these "old" arti
cles we feel might be of interest and
republish it.
I'm asking for your comments
on this. Do you feel this would be a
worthwhile effort?
With that,
It's over to you,
I(

((

~ti.rJ,

early/mid '20s. My granddad said it

was quite a performer, especially
when you adjusted the valves on the
old OX to "0" clearance to get an ex
tra 100 rpm. Wow, can you imagine,
1500 rpm?

Joe Maguire
Canton, Ohio
BY

H.G.

FRAUTSCHY

NOVEMBER'S MYSTERY ANSWER

Our November Mystery Plane,

supplied by Jim Haynes, was a
fairly common airplane in its day,
but this one was a bit different
than the rest. As a few of our mem
bers noted, it had both the wings
and fuselage modified:

The November Mystery Plane is a

J-1 Standard, with the fuselage short
ened and the wings clipped. A frontal
view of it would reveal the upper and
lower wings are of equal length, and
the airfoil was also modified with
more camber for a "high lift" airfoil.
This was a very popular mod in the

Richard S. Allen of Lewiston,

Idaho, looked up the abstract on
the airplane, and came up with
the following details:
The Standard J-1 was Serial No.
N-109, powered by a Curtiss OX-5,
Serial Number 3972. It didn't last
long in civilian hands . Sold by the
Nicholas-Beazley Airplane Co. of
Marshall, Missouri, on March 20,
1927, it was sold on June 27 to a
partnership of George Kimball and
Glen Sayers of Adair, Illinois. [In his
correspondence, member Lynn Towns
of Holt, Michigan, adds the name of
Herman Chenoweth of Table Grove,
Illinois, to the partnership.} It was
reported that not even a month later,
on July 13, 1927, that it was "com
pletely destroyed a few days ago, tied
to a fence and hit by a strong wind
storm, turned over and completely
destroyed. "
Other correct answers were re
ceived from Thomas Lymburn,
Princeton, Minnesota, and John
Rowles, Bemidji, Minnesota. ......

THIS MONTH'S MYSTERY

PLANE COMES TO US FROM
LOUIS P. KING OF HOUSTON,
TEXAS. BE CAREFUL, IT'S
NOT EXACTLY WHAT YOU
THINK IT IS.
SEND YOUR ANSWER TO: EAA, VINTAGE AIR
PLANE, P.O. Box 308 6, OSHKOSH, WI

54903-3086.

YOUR ANSWER NEEDS TO BE IN

10,2004, FOR INCLU

2004 ISSUE OF Vintage

NO LATER THAN MARCH

SION IN THE MAY

Airplane.
YOU CAN ALSO SEND YOUR RESPONSE
VIA E-MAI L . SEND YOUR ANSWER TO

vintage@eaa.org .
BE SURE TO INCLUDE BOTH YOUR NAME
AND ADDRESS (ESPECIALLY YOUR CITY
AND STATE!) IN THE BODY OF YOUR NOTE
AND PUT "(MONTH) MYSTERY PLANE" IN
THE SUBJECT LINE.
VINTAGE AIRPLANE

THE VINTAGE INSTRU

Charting a Course

Keeping oriented in the digital world

DOUG STEWART

s an ardent supporter of the FAA Wings pro

gram of recurrent training, I feel that it is
important that I not only give safety seminars
and flight training in support of the program,
but that I undergo the training myself. I de
cided therefore to stop in North Carolina (on a flight to
Florida) to fly the three hours of training required for
the Wings program with Guy Maher, whom I consider
the foremost instructor for the Cessna Cardinal. I was
flying my 1974 Cardinal RG to Florida (for a Thanksgiv
ing celebration with two of my sons) rather than my
PA-12 because I wanted to still be a "vintage" instructor
when I reached Florida and not an "antique" instructor.
After a great deal of creative scheduling adjustments,
Guy and I were able to come up with a workable plan. I
would depart early on a Tuesday morning and get to Sal
isbury, North Carolina, with sufficient time to complete
the training before his prior commitments kicked in
later in the afternoon.
Of course this was all dependent upon decent VFR
weather in North Carolina. The week prior to Thanks
giving the prog charts were not promising. A cold front
was taking its time traveling across the country. On
Sunday I was not too expectant of making the stop in
North Carolina, and was thus starting to firm up Plan B
of a direct flight to Florida on Wednesday. But 10 and
behold, on Monday the front hurried up. We were get
ting rain in New England, and it looked as if the flight
the next day would be in severe clear, although some
what bumpy, air.
Arising early Tuesday morning, I got my briefing,
which confirmed the previous day's prediction. It
would be CAVU (ceiling and visibility unlimited) all
the way with some moderate turbulence, particularly
as I paralleled the lee side of the Appalachians. The
temperatures reflected the cold front's passage. It was
in the low 20s. Then, in the dawn's early light, I could
see something white all over my car in the yard. Uh oh
. .. the Cardinal is tied down and not hangared. When
did the rain turn to snow, and how quickly? We might
have a problem here, I thought to myself, as I drove to
the airport where the Cardinal is based.
Unfortunately the problem was much worse than I

FEBRUARY 2004

had thought. As I
drove west across
the Taconic ridge
that separates my
home from my air
plane, the snow
depth got deeper
rather than shal
lower. Arriving at
the airport I realized that my Cardinal was covered with
1.S inches of frozen snow. The kind that doesn't brush
off. The kind that doesn't bang off. The kind that stays
stuck until the temperature raises enough for it to melt.
There was no way this stuff was going to come off unless
I could get the airplane in a heated hangar. After an
hour and a half of struggling to de-ice the airplane, the
owner of the heated hangar at the airport showed up.
Moving the Cardinal into the hangar yielded an ice-free
aircraft in less than another half-hour.
But now I was two hours behind schedule. I had
planned to fly IFR, even though VFR conditions pre
vailed. That way I wouldn't have to worry about any
temporary flight restrictions (TFRs), in particular the
presidential retreat at Camp David, which I knew lay
close to my route. Flying IFR on cross-country flights is
the easiest way to pass the burden of airspace incursion
on to Air Traffic Control, relieving the pilot of that
chore. If I were to fly the IFR routing, it took me west of
Camp David, and what with the head winds I would be
encountering, it was doubtful that I would get to Guy in
time to complete the training before he ran out of time.
There was only one solution ... GPS direct. My Cardi
nal is equipped with a panel-mounted Garmin GNS 430
and a yoke-mounted 196. I will typically keep the 430
on the primary navigation page, and the 196 on a page
that is split with a moving map and a horizontal situa
tion indicator (HSI). As the engine warmed up I
programmed the two GPS units. I scrolled the map just
far enough to see that Camp David would indeed be a
concern, warning me of the need to be extra careful
when I got west of Baltimore. In my operational error of
being in a hurry I was also beginning to forge the chain
of what could become a bad situation. I was behind

chart in my lap!) I Circumnavigated the arc until I could

schedule, and fixating on avoiding Camp David.
As I leveled off at 4,500 feet for my southwesterly fly in a straight line on to my destination, arriving there
route, the prediction of slow ground speeds was holding with just minutes to spare before my appOintment.
There were many lessons to be learned on this flight!
true, but at least the turbulence was nothing more than
light chop most of the time, with just an occasional Perhaps the most important one is that we should never
"moderate bump. The visibility was that wonderful se
be in a hurry. The minute we get behind schedule, it be
vere clear that often follows a cold front passage. Reaching comes too easy to overlook or disregard important bits
southeastern Pennsylvania I scrolled my moving map out of information. There is a reason for the saying: "Time
and saw that r would pass just far enough east of Camp to spare ... go by air." If we can't accept that mentality,
then we are setting the stage for disaster. We should
David so as to not violate that Prohibited airspace. Check
ing my ETA on the GPS showed that I'd barely have time never allow an appointment, or an expected time of ar
to "drain my sumps" before my appointment with Guy, rival to dictate the flight. We have to have the flexibility
but at least I would be on time. I had yet to realize that in our planning to allow us to either cancel the appoint
complacency, another one of those operational errors, ment we are trying to make, or cancel the flight .
Another lesson has to do with
was at work strengthening the chain.

the "traps" that reliance on GPS

r typically fly with the moving
navigation have for us. Although I
map on my GPS set to a 20- to 35
teach a seminar on these many
mile scale, but because I wanted to
traps, I almost fell into one of them
see my proximity to the Prohibited
myself. When we zoom in on the
airspace, I had zoomed in to 10
map scale, there is often little, or
miles. I should know, of all people
no, warning of airspace incursion.
(since I teach in my GPS seminars
Furthermore, if we are operating
about the "trap" of airspace incur
with some of the older units, the re
sion), that when operating a moving
draw of the map might be so slow as
map on a GPS one needs to be espe
to allow us to penetrate that air
cially vigilant to the airspace that
space before the moving map
lies just ahead beyond the limits of
indicates it. Certainly backing up
the picture on the screen.
our usage of the GPS map with a
As a dark curved line indicating
chart in our lap will aid in aVOiding that trap. But if that
the "Mode C veil" around the Washington Class B air
space started to move down the map from the top of the chart does not have a course line drawn on it (as mine
screen, I thought to myself that Potomac Approach, did not, due to my being in a hurry), the trap is still
with whom I was getting advisories at the time, should wide open.
soon be clearing me into the Class B. "Yikes ... You idiot!
On this flight I had been requesting and receiving
flight following from air traffic control. But we must re
The D.C. ADIZ!" I silently screamed at myself. In my fix
ation on Camp David, in my being in a hurry and member that ATC's primary responsibility is to provide
wanting to take the shortest line, in my complacency, I separation for IFR aircraft. Their assistance to VFR air
had completely forgotten about the rest of the route. craft is only on an "available" basis. Therefore we
Had I continued in a straight line I would have busted cannot rely on ATC to keep us from penetrating special
directly into the air defense identification zone (ADIZ) use airspace, even TFRs ... even the D.C. ADIZ. Would
Potomac Approach have warned me of my impending
as I overflew just west of Dulles. I had completely forgot
ten that the airspace around Washington, D.C., after violation? I'm not so sure it would have.
So when planning any flight, do not let an ETA force
September 11 was now an ADIZ. It required a special
you to rush your planning, or for that matter embark
VFR flight plan to enter the airspace.
I could just see the story now: "Pilot escorted out of on, or continue the flight. Always have a Plan B, and be
ADIZ by military aircraft is not just an ordinary pilot, sure that plan is thoroughly thought out as well. Do not
but a Master Instructor and Designated Examiner." How put your sole reliance for navigation in that little GPS
would I ever explain ... and would it be a suspension, or clamped to your yoke (or that big one mounted in the
worse yet a revocation? I'm too old to consider starting a panel, for that matter). Always carry charts, with your
course line drawn on them. Request flight following
new career.
Thanks to the marvel of modern technology I was whenever pOSSible, but do not count on ATC to keep
able to place the cursor on my moving map at the apex you clear of special-use airspace. That is why you got a
of the curve of the line depicting the Mode C veil, push thorough briefing prior to the flight. That is why you
the "direct to" button on the GPS, and get instant navi
have a chart in your lap. Doing these things will help
gation information to aid in not penetrating the ADIZ. you transition from being a good pilot to being a great
Then using the depiction of the arc of the veil on the pilot. As you can see, I'm still working at it myself.
Read more about Doug's work at www.dsflight.com........

moving map (and confirming the information with the

II

In my operational
error of being In a hurry
I was also beginning to
forge the chain of what
could become a
bad situation.

VINTAGE AIRPLANE

BUDD DAVISSON

o many times, when we

talk about a restored an
tique airplane, we begin by
explaining that there were
so few original parts re
maining that it made more sense to
throw the airplane away and restore
the basket it came in. Today "data
plate airplanes" are so common we
don't even bother to get an incredu
lous look on our face when we find
all that's left of the original is the cle
vis pin holding a tail wire.
And then there are antique birds like
Jim Hammond's 1931 C-3 Aeronca. In
72 years of life the wings have been re
covered only twice and the fuselage
once. And it was never a derelict. In
fact, if you ignore the 72 years since its

10

FEBRUARY 2004

birth, you could say that condition-wise

it has barely drifted down into the "used
airplane" category.
Hammond's airplane is unique
not because of the massive effort that
went into restoring it but because so
little restoration has been done. It is
1931 aviation in its purest form.
The airplane is also unique for a
totally different reason, however.
Hammond is only the third owner,
which is interesting, but what makes
his airplane really interesting is that
the first owner was Jean Roche, the
original designer of the C-3 and the
recognized father of light aviation .
For over 34 years, Hammond's C-3
was Roche's personal airplane.
During the 1920s, when big, hulk

ing biplanes typified civil aviation,

Roche and two friends, John Dosche
and Harold Morehouse, were busy
buckjng the trend. They were young
and were seriously infected with the
aviation bug. But they were also
broke. They not only couldn't afford
to buy any of the available airplanes,
but even if they managed to acquire
one, they couldn't afford to keep it
in gasoline and oil. It was a common
dilemma. The world was catching
the aviation fever, but the size and
costs of the average airplane made
flying available only to the rich. The
common man was being left on the
ground. And Jean Roche, for one,
didn't like that.
Roche and his friends didn't have

the money, but they wanted to fly.

So, they became what all people be
come when the want of aviation
overpowers common sense: they be
came homebuilders.
With the exception of the
Wright brothers (the original
homebuilders), aircraft designers
generally have an engine around
which they can design the air
plane. That wasn't the case with
Roche, however. For his airplane to
be economical, it had to be small
and light and the engine had to be
the same. Based on the parameters
of the airplane he was designing,
he only needed a 25-hp engine to
fly. But there were no engines in
that horsepower category that were
light enough. So what does a home-

builder do when he finds a particu

lar part isn't readily available? He
builds it! That's exactly what they
did. Harold Morehouse designed
and built a two-cylinder, horizon
tally opposed engine that fit
perfectly in the pug nose of the
airplane Roche had designed.
Let's put the concept of some ama
teurs building an engine in per
spective: the concept of the automo
bile and its internal combustion
engine was barely 25 years old. The
Wright boys had
done their thing
only two decades
earlier, but here
were a trio of
young men in
their twenties
with little or no
money deciding
to build not only
an airplane, but
the engine too.
No one can say
the guys lacked
confidence.
Amazingly enough, Morehouse hit
the right combinations right out of the
gate and his homemade 25-hp engine
ran beautifully, and the pregnant-look
ing Roche design flew well too.
It would take an entire book to ad
equately tell the Roche/ Aeronca
story, but from 1928 through 1931,
through the Aeronautical Corpora
tion of America (Aeronca), Roche was
central to introducing his little air
plane, dubbed the C-2, to the public.
[n 1931, the two-place C-3 joined the
single-place C-2. Morehouse and his
original engine had gone another di
rection and were never part of the
Aeronca product line, partially be
cause a crash badly damaged the
original engine. However, even be
fore Aeronca entered the picture,
Roche had fellow mechanics/engi
neers Roy Poole and Robert Galloway
take the Morehouse concept and a
few salvageable parts and design a
new engine. This engine became the
Aeronca E-107 (26 horsepower) and
later evolved into the famous E-I13
(36 horsepower).
It says something about the pas

sion attached to aviation to think

that, as the country was spiraling
down into a debilitating depression,
here was a fledgling company
preparing to launch a product line
that could hardly be defined as nec
essary for an individual's existence.
Part of America was selling pencils
on street corners while another plot
ted how they could buy one of
Aeronca 's little airplanes.
The first two years of production
saw 160 C-2's flutter out the door.
Although Roche reportedly wasn't
crazy about all the changes being
made to his super-lightweight (390
pounds) design, he still requested
that one of the new C-3's be reserved
in his name. So in the spring of 1932,
jean Roche became the proud owner
of NC12407, which had actually
been built in the fall of 1931. The
company had tried to deliver an air
plane to him earlier but the sales
manager was killed show boating in
it for a small crowd. Because of the
accident and the pressure of the de
pression, the company charged
Roche $1,500, nearly retail, for the
airplane which he had designed.
The airplane that eventually was
going to wend its way into jim Ham
mond's hands led an interesting life,
partially because Roche had to put it
to work to pay for it and partially be
cause he was still a designer at heart
and wanted to try new things.
Roche put the airplane in the
rental stable of AI johnson, who was
managing the Vandalia, Ohio, ajr
port, for flight training use. The
rental fee was $5 per hour, half of
which went to Roche. Eight hundred
hours later, after teaching dozens of
students to fly, being damaged in a
spot landing contest (it snagged a
fence and wound up on its back),
and becoming an integral part of an
airport community, the little air
plane was paid off.
Ever in search of more perform
ance with no accompanying cost,
Roche designed and tested a single
wheel landing gear for the airplane.
The small wheels from a child's tricy
cle were bolted to the wing tips to
act as out-riggers and a single balVINTAGE AIRPLANE

11

loon tire was mounted under

the centerline of the fuselage.
Besides saving something like
40 pounds (a healthy amount
for such a little bird), the
elimination of the drag gener
ated by big main gear tires
and struts upped the top
speed from 80 to 90 mph .
Anxious to prove the concept,
the airplane was entered in a
race in Chicago and came in
third despite the fact that all
of its competition was much
higher powered.
A Johnson airspeed indicator is mounted on
While the mono-wheel
the brace wires on the right s ide, a much
yielded some benefits, it was
handier lo cation than on the instrument
judged just a little too weird
panel. In flight, the upper half of the panel
(something about falling over
can be difficult to see.
on landing) and never ap
proached production status.
Another test involved
the Frazier propeller. This
was a little-known auto
matic variable-pitch prop
that apparently worked
on a principle similar to
an Aeromatic.
One of the more bizarre
tests involved an investiga
tion into ways of getting
airplanes off the ground
without requiring conven
tional runways. The test
crew anchored a cable se
curely to a pivot in the
The wing is braced by a set of streamlined brace
middle of Wright Field and
wires, which attach on the upper end at this A
devised a method of at
frame cabane strut. It also makes for a handy
taching the cable to
location to mount the pitot tube.
Roche's little airplane,
which included a quick release
mechanism not unlike a tow hook,
but it was aimed down the left wing.
The theory was that rather than us
ing a linear runway, they'd use a
small circular one and depend upon
the cable to tether the airplane into
a circular path. Sounds outlandish,
except it actually worked. They even
found the pilot could control the
tension on the cable at will by vary
ing the bank angle. The little C-3
would chug along in a circle, lift off,
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The engine instruments and mag

switch are mounted on the panel, with

the throttle sticking out of the middle.

'-'

a:

12

FEBRUARY 2004

then release itself and go on its

merry way. Whether the concept
was ever applied to larger aircraft is
n't known, but it reportedly worked
great with the lightweight C-3.
The airplane provided a lot of re
laxing fun for Roche, as he flew it up
and down the coast in the Vir
ginia/Maryland area. Occasionally,
they'd even land it on the beach and
Roche liked a particular beach so
much, he eventually built a home in
the same location.
Shortly after Pearl Harbor, the
edict came down that the C-3, along
with most other civilian aircraft ,
would have to be disassembled and
stored for the duration . It seems the
government couldn't see the C-3 out
over the ocean doing anti-submarine
duty or didn't feel the pregnant
guppy appearance of the little
Aeronca was going to inspire fear in
the hearts of our enemies. It has
been reported (but unconfirmed )
that the actual reason the military
wanted all unused civilian aircraft
dismantled was so they couldn't be
used against us in the event of an in
vasion. Yeah, right! An Aeronca C-3
used by the enemy to strafe our
troops. That's kind of funny, actu

ally. It sat out the war disassembled

in Roche's house.
Offering flight to the common
man was just one of Jean Roche's
dreams. Another was to offer the
"sportsman's life" to the same class
of people, and he defined a sports
man's life as living close to the shore
with both a seaplane and a boat in a
style that offered both economy and
total recreation.
The first ingredient of that, the
seaplane, he had, but not without
putting the C-3 on floats. This was
no small decision because the air
plane didn't have a huge surplus of
power so the floats had to be well
matched to the airplane. Cost was
also a factor, which is why he con
sidered the McKinley pneumatic
floats for a while. The McKinleys
never received CAA approval so
Roche began looking for a set of
EDO 1070s. And he looked. Then he
looked some more. The search took
eight years until he finally cornered
a set in 1948.
The little C-3 on floats looked per
fect in the "sportsman house" he
had designed and built for it. During
World War II, he started building the
house and saw it as a prototype for

similar houses people of meager

means could build out of their
salaries without resorting to loans.
Essentially, it was a tall seaplane
hangar with an apartment on top.
The hangar was cinder block and the
apartment of frame construction
and built in a way that the floor plan
could be easily customized to a
builder's tastes.
Critical to the "sportsman house"
was its location, which in this case
was on the shore of the Back River, in
Hampton, Virginia, not far from his
work at NACA. He had his water front
home, his seaplane ramp, and, even
tually his seaplane. But the three
elements that defined his concept of
sportsman living never really came
together for him. Traveling and other
interests kept the C-3 in the hangar
and not once was it trundled out to
the water barely fifty feet away. In
fact, Roche never flew the airplane af
ter it was reassembled after WWII.
The airplane sat in its specially de
signed hangar for years before Roche
finally sold it to Bill Harwood and
Thomas Grogan of Freeport, Long Is
land, in 1966 ending Roche's 34-year
ownership of the airplane.
When Harwood and Grogan got
the airplane, it had about 1,200
hours on it. Its cover was getting a
little ratty, so they gave it a new suit
of clothes, but that's about it. It did
n't need anything else.
While Harwood and Grogan were
enjoying the airplane, far to the
west, in Ohio, young Jim Hammond
was feeling the first pangs of the air
plane bug. He was still in junior high
but airplanes, especially old ones,
were already part of his life. He grew
up on his grandfather's farm where
he now has a 2,100-foot runway and
a row of hangars.
He says, "If I'd ever quit buying
airplane projects, I could stop build
ing hangars. Originally, I just tied the
airplanes in the corn, but now that I
have hangars they are all full."
A mechanical engineer by training,
Jim is third generation in the family's
desiccant business but airplanes have
always been there.
"It's the usual farm kid airplane

story," he says. "Started taking lessons

at 14, soloed a J-3 at 17, but didn't get
my license until I was in college."
Part of his interest in antique air
planes came from an unusual source.
"We lived not far from Port Clin
ton where Island Airlines based their
Ford Tri-Motors. As a young kid , I
found that if you hung around, they

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U
(j)

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<{

Balloon wheels are an integral part

of the landing gear's shock absorp
tion system.

Aeronca was one of the few light-plane

manufacturers that also manufactured
their own engines. The two-cylinder
Aeronca engines would be the stan
dard powerplant for the company's
product (not including the low wing
Aeronca L series) until the four-cylin
der Continental, Lycoming, and
Franklin engines came out years later.
VINTAGE AIRPLANE

13

Jean Roche, original owner of the C-3.

Bill Halwood at
Jean Roche's
house in 1966.

i
B ill became the

next owner of the

C-3.

might take you out to the islands if

they had an empty seat. But then you
had to stay on the island until they
had an empty seat going back, which
often took a while. Sometimes they'd
even let you play copilot.
"I went to Oshkosh for the first
time in 182 and my goal was to build a
Pietenpol, so I was looking for stuff
pertaining to that. But then I saw my
first Hatz, and I just had to have one.
Originally I was going to cannibalize
an old 150 I had bought for parts for
the Hatz, but I just couldn't part out a
flying airplane. After putting 250
hours on it, I sold it and used the
money to buy parts for the Hatz. It
took me nearly eight years to finish
the Hatz, but I truly love it. During
that time, I acquired my A & Prating."
What he doesn't often mention is
that he received a bronze Lindbergh
award for his workmanship on the
Hatz.
The exact trail of airplanes that led
to his buying the Roche C-3 is just a
little hard to follow.
"I bought a TC Aeronca in Oregon
and it took me 32-1/2 hours to make
it home. A long but enjoyable ride.
14

FEBRUARY 2004

Then in 187 I bought the proverbial

airplane-in-a-barn, a PT-19. I was at a
wedding and someone told me about
an "old airplane" they had seen
wasting away and on the way home,
I stopped to look at it. It looked like
it just needed covering, but when I
got it home, I found a lot of the old
casein glue had given up holding
parts together./1
Like many antique airplane types,
jim has a love affair with the concept
of starting a new, unusual project.
"I worked on the Fairchild for
about five years then got sidetracked
by a j-l Standard project. Somewhere
back there I also decided I had to
have a four-place family airplane, so I
bought a Stinson Junior. I love ju
niors. I flew this one for about four
years and it was getting pretty ratty.
So I sold it and bought another one.
Like I said, I like juniors. Still inter
ested in Pietenpols, I helped restore
Alan Rudolf's Model A Ford-powered
Air Camper and wound up buying it
a few years later.
"I'd always wanted a C-3 project
and a friend told me of one in
Florida, so I went to look at it. The

same guy had the Standard j-1. He

didn't really want to sell the C-3 but
said if I took the Standard he'd throw
the C-3 in, complete with its 1958
airworthiness certificate.
"I began working on the 220 Hisso
powered Standard so the C-3 had to
wait its turn.
"I still had the C-3 bug, however.
Last year as I was getting ready to go
to Oshkosh, I saw an ad for a flying
C-3 and I called the owner. It sounded
like it was exactly what I was looking
for. On Thursday of Oshkosh I flew
home, then drove to Long Island to
look at it. Bill Harwood showed me
around the airplane and explained
the entire Roche connection. You
could almost feel the old guy hover
ing over the airplane. It was
incredibly original because all Har
wood and Grogan did was cover it.
Most of the rest, including the inte
rior, is as it was when Roche had it.
"The airplane is a lot of fun to fly
and I feel a little better about this en
gine than I do other E-l13s. For one
thing, Roche converted the engine to
a Ie' model, which means, among
other things, that it received plain
rod bearings and a new crankshaft
that has a conventional spline, rather
than a taper.
"I fly the airplane regularly, but I
fly from field to field, always expect
ing the engine to stop. It's this kind
of flying that really keeps you on
your toes.
"I'm terribly aware of this airplane's
place in history and I work hard at fly
ing it safely and not stretching its
limits. I know Roche flew it as if it
would never quit, but I can't bring
myself to be so blase about it. Of
course, practically all the countryside
where I regularly fly is miles and miles
of flat fields. So, at the very least, I'm
unlikely to damage the airplane."
jean Roche's little airplane begat a
huge number of innovators but they
all took the cue from Roche's original
concept: keep it small, keep it light,
keep it affordable-and the general
aviation industry, as we know it, was
born. jean Roche loved aviation and
he loved his C-3. It's only fitting that
both have survived.
......

Chris Price and his Heath Parasol

BUDD DAVISSON

wenty-eight-year-old Chris
Price didn't have a chance.
There was absolutely no
way he cou ld not turn out
to be a lover of old, unusual air
planes because his entire youth was
stacked against him.
Let's add up the strikes:
Father was an airline pilot who
loved old airplanes.
He was raised in Sonoma, Cal
ifornia, under the influence of
Sonoma Skypark Airport and all of
the quirkiness contained thereon.
He was friends with Eric
Presten, photographer and known
pusher of vintage airplanes.
Three strikes: no chance what
soever of having a "normal" aka
"boring" life.
Lounging in the tiny shade of

his Heath Parasol at Oshkosh, he

said, "I suppose my father was the
main influence that drove me to
wards flivver-type airplanes. Or it
could have been the English mo
torcycles of my youth because they
tend to breed a tolerance of ques
tionable mechanical stuff.
"Plus, Dad managed the Fre
mont Airport for a bunch of years,
and before I was old enough to
learn to fly, I was racing around
the airport on a go-kart and climb
ing in and out of a derelict )-3 Cub.
I soloed a glider at IS, a Cub at 16,
and got my ticket at 17."
The story of his Heath, if told
out of context, would sound like
the normal, long-term (la-year)
scrounging-through-barns-making
phone-calls-looking-for-parts

project. It's only when it's put in

context that it takes on an abnormal
flair. Like for instance he was build
ing his ribs in high school shop class
and took a Continental A-40 to auto
shop to do the valves. But we're get
ting ahead of ourselves.
Just make a mental note that
the tale of the Chris Price Heath
Parasol begins when he's still in
high school.
"Three months after I got my
private license, a friend, who had
only gotten his license a week ear
lier, and I flew a J-3 from Sonoma,
California, to Old Rhinebeck, New
York. We even circled the Statue of
Liberty. On the way east we
stopped at Oshkosh '92 where I
saw Bill Schlapman's Heath Para
sol. On the way home we attended
VINTAGE AIRPLANE

15

The large dial of the engine tachometer dominates the instrument panel, with
the throttle lever just to its left.

'"~
Chri..s...P"""nc:.c.....
e..J.h'-s
a-~een
b...;....-work
---.----on
ing -h-~
is
Heath project since he was in high
school back in Sonoma, California.
'Sentimental Journey' at Lock
Haven, Pennsylvania, and made a
lot of friends along the way.
"For some reason I found Bill
Schlapman's airplane really interesting . Then I saw a picture of a
Heath on floats. That did it! I let
everyone know that I wanted a
Heath. That's when Eric Presten
told me of an ad he'd seen for a
Heath project in Wisconsin. It really didn't sound like much, but I
went to look at it anyway.
lilt looked even worse than it
sounded. Someone had whacked
all of the fittings off the fuselage. I
guess they were going to modify it
into something else. There were no
wheels, the elevator hinges on the
stab had been cut off, and there
was no vertical stab. The wings
16

FEBRUARY 2004

::<

consisted of a stack of totally unus

able ribs and no spars. But, the
price was right, so I carted the
pieces home . Then, between the
cracks of everything else I was do
ing, I kept looking for parts to add
to my Heath 'kit'.
liMy high school was really good
about letting me work on the air
plane as part of my shop classes.
While other guys were making
bookends and cutting boards, I
was making ribs and spars.
liThe structure of the Heath is
amazingly fragile, and the ribs
aren't to be believed. They are made
of 7/32-inch stock (less than 1/4
inch) with enormously long bays in
the trusses. The middle bay is over
9 inches long. You can deform them
with your fingers. In fact, later,
when I was rib stitching, I had to
cut some of it loose and start over
because I'd pulled it too tight and
bowed the bottom in. They looked
like Wright brothers' ribs."
By the time Chris graduated
from high school it was obvious to
him that to continue with the
Heath he was going to have to
learn additional skills because his
airplane was in urgent need of
someone who knew how to weld.
"I took welding courses at Santa
Rosa Junior College, then attended

The beautiful profile of original

Heath wheels was the result ofplenty
ofpatience and a bit of horse-trading
with other airplane parts.
Embry-Riddle at their extended
campus on Travis Air Force Base to
get the rest of my education. Once
I felt I knew how to weld well
enough, it was time to start tack
ling the steel parts of the airplane.
liThe fuselage looked horrible.
At one time it had surface rust, and
rather than cleaning it, someone
just brush painted over it. I punch
tested the tubing in the normal
places and couldn't find any thin
spots, so I continued on with it."
When restoring some airplanes,
tons of archival documentation
surfaces to provide information,
but Chris found that wasn't the
case with the Heath.
"I had expected to find lots of
plans and stuff for the airplane but
didn't. In fact, in a lot of areas I
had to depend on photos . The
fuselage had no door, for instance,
which was an option on the Heath
because it is nearly impossible to
squeeze under the wing to get in. I
decided to put the door in and
spent a lot of time staring at pho
tos the EAA had of a bare Heath
fuselage that had the door to get
details. The basic dimensions came
from plans out of 1930 and 1931
Popular Aviation magazines.

Powered with a more

reliable Continental A
40(f), Chris' Heath will
cruise at 70 mph.
The rigging of the
Heath is pure 19205,
with a combination of
hard wire and cables
keeping everything
aligned.

liThe shape and method of at

taching the fittings came out of
the old EAA photos along with the
way the gas line and throttle link
age were routed. Nothing about it
was complicated, but I was putting
together a jigsaw puzzle without
knowing what the picture was sup
posed to look like, so any hints
helped enormously.
"When I cut the tubing to put
the door in I got proof that the
tubing was fine because the insides
of everything I cut were just beau
tiful. That was a relief.
"When welding in the tubes for
the door, I made it a point to avoid
splicing anything. I went from clus
ter to cluster on every piece, and
you'd have a tough time telling the
door wasn't there all long, which is
how I wanted it to look."
Having a basic wing and fuselage
meant that it looked as if Chris had
a real airplane, but he wanted to
make it original, or close to it, so he
was still a long way away because he
was missing so many important
components.
liThe widow I had bought the
fuselage from said she had already
sold a bunch of parts of the airplane,
including the engine and Heath

Right off the

pages of the Flying and Glider
Manual, Chris Price's Heath is
striking in its original color
scheme. Who says the old days
were in black and white?

things about the reliability of Heaths,

so I wanted to get my airplane flying
first, then think about changing the
engine."
Some airplane projects have inter
esting circular connections in them
where people cross paths without
ever knowing or parts wind up in
the most ironic places.
"I was well into the
project when a friend
told me he'd been to a
local garage sale, and
there were a bunch of
Heath parts stacked in the
corner but not for sale. He
asked the guy where he got
them, and he said, 'I
bought them in Wisconsin.
There was a fuselage
too, but I was in a
hurry and didn't
want to take the
fuselage.'
"I ran up and talked
to him, and would you believe
it-he has the engine and
wheels that were originally on
my airplane, and he's not 15
miles from my house in California.

wheels, which are unique to

the airplane. I could have sub
stituted motorcycle wheels or
something, but I was doing a
restoration, not a homebuilt,
so I didn't want to go that
route.
"I flipped over rocks for two
years looking for wheels and
finally bought a pair at the Joe
Gertler auction. They had a
ton of wheels of different
types, and I bought a set of
Jenny wheels for a friend, but
almost no one wanted the
Heath wheels, so I got them
for $120.
liMy airplane had originally
been equipped with a B-4 Hen
derson/Heath, which was also
long gone. At the Gertler auc
tion, however, I bought a couple
of complete Heath engines,
even though I was already com
mitted to the Continental A-40.
Besides, I'd heard some dismal
VINTAGE AIRPLANE

17

He's a memorabilia collector, not a

restorer, and he didn't want to sell
me the parts. He did talk about loan
ing them, however, and I have to get
back to him. Maybe we can work
out a trade or something.
"When I was doing the instru
ment panel I had practically no
documentation to work with, so I
basically got what I thought was ac
curate to the period. Some of it is
kind of funny, like the Nicholas
Beazley altimeter. In one circle of the
needle it goes from zero to 25,000
feet. Talk about a nonsensitive al
timeter! I just look out and make a
judgment whether I'm high enough
or not, and that's good enough.
liThe mag switch is a funky-look
ing British unit, probably out of an
Avro, and the oil pressure gauge is
from a tractor. That seemed apropos.
18

FEBRUARY 2004

The throttle, which is an up-and

down lever, was tough to come up
with. Then I saw the fuel selector for
a Geronimo Apache. Not only was it
exactly the right size and look, but
the throw was perfectly matched to
the NAS-2 carb on the A-40.
"A bout this time I finished col
lege, and my first flying job was
with Miami Valley Aviation, in Mid
dletown, Ohio, (only a couple
hundred feet away from the original
Aeronca factory) flying DC-3 copilot
and Beech 18 single pilot. Moving
away from the Heath was not good.
It was going nowhere fast.
"I was lucky to be a friend of
Rowena Mason. Rowena owns
Rowena 's Flying Fabric at Santa Paula
airport, and she did a beautiful job
covering the airplane and duplicating
the original factory paint scheme."

Because the Heath is low on both

power and wing area, weight, which
is the enemy of every airplane, is es
pecially important, and nothing is
heavier and more useless than extra
coats of paint.
"Rowena covered it with the super
lightweight Ceconite 103 glider cloth.
Once she had it on [ hated to make it
any heavier by putting finish on it,
but we had to seal and protect it
somehow. She put two cross coats of
silver on it and stopped there. If you
look, you'll see pinholes all over it,
but at least it's light."
In putting together such a rudi
mentary and tiny airframe, there are
always parts that prove more ellu
sive than others.
liThe tail uses tiny turnbuckles on
the wires, and I was having problems
finding them . A friend had bought an

Continental A-40, although that de

cision had a few twists of its own.
"Dad bought an A-40 back in '7S
that he was going to use on a Rose
Parakeet project that n eve r hap
pe ned. That's the engine I took to

1930 Heath V Strut

Engine: Continental A-40-4, 40 hp

Cruise: 70 mill!

Top speed: 85 mph

Empty weiCht: 402 pounds

""" Fuel: 8 gallons (two 4-gallon tanks in wing)

Fuel bum: 2.7 gph
The plane has flown at a weight of 680
pounds with a 220-pound pilot.

auto shop and me sse d with, eve n

though [ didn't have the experience.
It needed more than [ was capable of
doing at the time, so I still needed
an engine.
"Last October I had the airframe
about finished and was looking
around for another A-40 when
someone turned me onto one that
had been sitting und er a friend's
work bench for years. It was cov
ered by an inch of sawdust, but
~ when I cleaned it up, it turn ed out
o
~ to be a pretty good engine. [ pulled
~ the heads and checked it ove r and

decid ed to run it 'as-is' as a short

engine off a Heath project and left term powerplant for the airplane
the fuselage, which was scrapped. I while I rebuilt the original e ngine
called the landfill, hoping to find the my dad had.
turnbuckles, but all they had left was
"[ wanted to make that original
the landing gear. I retrieved that, but engine as new as possible give n the
all that was useful were the bronze shortage of availab[ e parts . [ came
up with a new cam and cam bear
bushings on the axles.
"Finally, I ran across a crashed ings and used a set of Jahns pistons
ultralight that was using the exact along with new rods. There aren't
turnbuckl es, so I bought it, took new parts kits for th e Bendix mags,
off the turnbuckles, and burned but [ spent a lot of time looking for
the rest."
the best parts [ could find.
"[ flew 20 hours behind the work
The Heath B-4 that was originally
on the airplane was a composite en be nch engine befor e [ changed to
gine that mounted Heath-designed the rebuilt engine, which is running
and -manufactured cylinders on a great, although [ carry an extra A-6S
basically stock four-cylinder Hender coil with me. We all know how those
son motorcycle case. Heath also built things love to fail."
complete engines, which were what
Now that Chris ha s bee n fl ying
Chris had purchased at th e Gertler the Heath for a season, h e has
auction. In the interest of reliability, form ed some opinions about it.
however, he decided to stay with the
"For one thing , people t e nd to

want to lump it in with the C-3

Aeronca, but you only have to look
at that little wing, and yo u know
that there's no way it can be as slow
as a C-3. It ha s a higher wing load
ing, even thou g h it 's light as a
feather. [ come down final at 4S
miles an hour and stall at about 3S.
"You don't fly a power-off final
because it h as a fair amount of drag
and virtually no inertia. If you kill
the power, you're really nose-down
on final to maintain speed, but even
so, it still ha s plenty of elevator to
make the flare. Most of the time ['II
keep some power on it, cruise down
final, and slow down when close to
the runway.
"It'll cruise about 70 mil es an
hour at 2100 rpm, which is low for
the A-40, and will actually hit 8S
mph at full power o f 2300 rpm. Part
of that may be that I'm running a
pretty bi g prop-69-in ch diam eter
with a 33-inch pitch.
"It ha s an amazing ability to fly
with different weight pilots. I had a
6-foot tall fri e nd , who weighs 220
pounds, fly it, a nd not only did he
fit just fin e, but th e airplane didn't
seem to care that much.
"It couldn't be more docile. It's re
ally a kiddy-car even though it has a
tailskid and no brakes."
C hris works for an airline in
Chicago but lives in Brodhead, Wis
consin, where he has a hangar.
liMy goa l is to live between Brod
head and Sonoma. I love the grass at
Brodhead. Besides, I have a couple
other projects I'm working on."
The
couple other projects"
he 's talking about include an A"
model Taylorcraft, a Szekely-pow
ered C urti ss Junior (" ... an easy
resto , ju st hav e to build a new
wing"), an Eyerly Whiffle Hen (" .. .
sold for one year, second airplane to
use an A-40"), and a few others, all
of which fit the common definition
of "flivver"-small , light, and basi
cally around-the-patch airplanes.
"Yeah, I guess you really could say
that [' m a flivver kind of guy," and
he grins.
Poor kid , h e ju st didn't have a
chance.
.......
II

II

VINTAGE AIRPLANE

19

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OSHKOSH , W I 5490 3 - 3 08 6. OR E-MAIL IT TO vintage@eaa.org

Fearless Aeronca Aviators (f-AA)

Bellanca Champion Club

Cessna Owner Organization

JOHN RODKEY
280 BIG SUR DR.
GOLETA, CA 93117
805-968-1274
WEB : http://aeronca.westmont.edu
DUES : CONTRIBUTE WITH WEB DISCUSSION
NEWSLETTER: ELECTRONIC FORM ONLY

ROBERT SZEGO
P.O . Box 100
COXSACKI E, NY 12051-0100
518-731-6800

P.O. B ox 500 0

International Aeronca Association

robert@bellanca-championclub.com
WEB : www.be/lanca-championclub.com
DUES: $33/YR-$63/2 YRS;
FORE IGN $ 41 /1 YR- $68/2 YRS
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lOLA, W I 54945
888-692-3776, EXT. 118
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help@cessnaowner.org
www.cessnaowner.org

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Buzz WAGNER

Bird Airplane Club

Cessna Pilots Association

Box 3, 401 1ST STREET EAST

JEANN I E HILL
P.O . B ox 328
HARVARD, I L 60033-0328
815-943-72 0 5
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JOHN FRANK

American Bonanza Society

WEB:

CLARK, SD 57225
605-532-3862 ; FAX: 605-532-1305
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National Aeronca Association

JIM THOMPSON
P.o . Box 2219
TERRE HAUTE, IN 47802-0219
812-232-1491
WEB :

www.aeroncapilots .com

DUES : $251YR US ; $35/YR CANADA; $45/YR

FOREIGN ( US FUNDS)
MAGAZINE: QUARTERLY

Beech T-34 Association

DAN THOMAS, VICE PRESIDENT
751 CENTER DRIVE
PALO ALTO, CA 94301
650-494-6900, EXT. 115
EVENINGS: 650-324-9075

mentor441@aol.com
www.t-34.com

E-MAIL:
WEB:

DUES: $50 FIRST YR. , $45 THEREAFTER

NEWSLETTER: QUARTERLY

Twin Beech 18 Society

STAGGERWING MUSEUM FOUNDATION
P.o. Box 550
TULLAHOMA, TN 37388
931 - 455-1974
WEB : www.staggerwing.com
DUES: $40 PER YEAR
NEWSLETTER : QUARTERLY

World Beechcraft Society

WILLIAM J . ROB I NSON
500 S.E . EVERETT M ALL WAY, STE. A7
EVERETT, WA 982 0 8-8111
425-267-9235

bill@worldbeechcraft.com
www.worldbeechcraft.com

E-MAIL:
WEB :

DUES : $60/YR US;

$75/YR . CANADA & M EXICO; $90 FOREIGN
NEWSLETTER: B I-MONTHLY

20

FEBRUARY 2004

NANCY J OHNSON, EXEC . DIR

P.O. Box 12888
WICHITA, KS 67277
316-345-1700; FAX: 316 - 945-17 10
E- MAIL: bonanza2@bonanza.org
WEB : www.bonanza.org
DUES : $50 PER YEAR + CHAPTER DUES
MAGAZINE: MONTHLY

Classic Bonanza Association

PAUL WHITESELL
6355 STINSON STREET
P LANO, TX 750 93
972-380-5976

P.O . B ox 58 17
SANTA MARIA, CA 93456
805-922-2580; FAX: 805-922-7249

cpa@cessna.org
www.cessna.org

E-MAIL:

DUES: $45 US, CANADA, M EXICO;

$55 INTERNATIONAL

Cessna T-50 "Bamboo Bomber"

JIM ANDERSON
Box 269 SUNWOOD
MARINE ON ST. CROIX, MN 55047
612 .433.3 0 24 FAX 612.433 . 5691
E-MA I L: jja@wrmed.com
WEB:

www.cessnat50.org

D UES: CONTACT CLUB FOR I NFO

NEWSLETTER: QUARTERLY

pwhitesell@commreps.com

Int'l Bird Dog Assn. (Cessna L-19/0-l)

WEB: www.classicbonanza.com
DUES : $16 PER YEAR

JIM MULVIHILL

Twin Bonanza Association

R ICHARD I. WARD, DIRECTOR
19684 LAKESHORE DRIVE
THREE RIVERS, MI 49093
269-279-25 4 0 PHONE & FAX
E- MA I L: forward@net-link.net
WEB: www.twinbonanza.com
$35/YR US & CANADA; $451YR FOREIGN
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Bucker Club
GORDON CLEMENT
2225 PEACHFORD LANE
LAWRENCEV ILLE, GA 3004 3
770-9 95-1 7 98
E-MAIL: db52002@aol.com
DUES: $22 PER YEAR U .S. & CANADA, $27
FOREIGN
NEWSLETTER: 6 PER YEAR

National Bucker Jungmiester Club

( A MERICAN TIGER CLUB)
MRS . FRANK P RICE
300 ESTELLE RICE DRIVE
MOODY, TX 7 6557
254-853-90 67

46 EAGLES NEST
KERRVILLE , T X 78028
830-8 96-7604

N305AF@omniglobal.net
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DUES: $30 PER YEAR

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International Cessna 120/140 Assn.

MAC & DONNA FORBES
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RICHARDSON, T X 75083-0092

mcforbes@be/lsouth.net
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West Coast Cessna 120/140 Club

CAL & CHERYL WESTRA
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LAKE ALMANOR , CA 96137
530-284-7790
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Cessna 150/152 Club

Culver PQ-14 Assoc.

ROYSON PARSONS
P.O. Box 1917

TED HEINEMAN
29621 KENSINGTON DRIVE
LAGUNA NIGUEL, CA 92677
949-495-4540

CAMERON PARK, CA 95682-1531

Ercoupe Owners Club

E-MAIL:

CAROLYN T. CARDEN , MEMBERSHIP

P.O . Box 71 17
SHALOTTE, NC 28470-7117
VOICE/FAX 9 10-575-2758
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WEB:

ATASCADERO , CA 93423-1917
805-461-1958; FAX : 805-46 1-1035

E: membership@cessna150-152.com
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International Cessna 170 Association, Inc.

VELVET FACKELDEY
P.O. Box 1667
LEBANON, MO 65536
417 - 532-4847

headquarters@cessna170.org
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Cessna 180/185 International Club

( OWNERSHIP REQUIRED)
DAVE HAYDEN
21910 S. GARDNER ROAD
SPRING H I LL, KS 66083
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DUES : $20 PER YEAR

Eastern 190/195 Association

CLIFF CRABS
25575 BUTTERNUT RIDGE ROAD
NORTH OLMSTED, OH 44070
440-777-4025

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Cessna 195 International Club

BOB REISS , PRESIDENT
9493 LA JOLLA FARMS ROAD
LA JOLLA, CA 92037
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Culver Aircraft Assoc.

DAN NICHOLSON
723 BAKER DR.
TOMBALL, TX 77375
281-351-0114
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THE CLUB.

Culver Club
LARRY Low
60 SKYWOOD WAY
WOODSIDE, CA 94062
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NEWSLTR: CULVER'S GOING PLACES ( 3 ) 16 PG

Culver Dart Club

LLOYD WASHBURN
2656 EAST SAND ROAD
POINT CLINTON , OH 43452-2741
419-734-6685
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The American Yankee Association

( GRUMMAN)
STEW WILSON
P.O. B ox 1531
530-676-4292

sec@aya.org
www.aya.org

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NEWSLETTER : 6 PER YEAR

Canadian Harvard Aircraft Association

GREG TYRELL, P RESIDENT
P.O. Box 774
WOODSTOCK, ON CANADA N4S 8A2
5 1 9-633-0053

g . tyrell@sympatico .co
www.chaa.ca/home.html

Ercoupe Owners Club-Wisconsin Wing

E-MAIL:

JUDI MATUSCAK

WEBSITE:

6262 BREVER ROAD

BURLINGTON, WI 53105-8915
262 - 539-2495
E-MAIL: bjmatus@speeddial.net

DUES: $35/YR

Fairchild Club
JOHN W. BERENDT, PRESIDENT
7645 ECHO POINT ROAD
CANNON FALLS, MN 55009
507-263-24 14
E-MAIL: fchld@rconnect.com
WEB: www.fairchildclub.com
DUES: $15 PER YEAR
NEWSLETTER: QUARTERLY

NEWSLETTER: QUARTERLY - THE "ROAR"

American Hatz Association, Inc.

CHUCK BROWNLOW, PRESIDENT
122 E. MAIN STREET, P.O. Box 10
WEYAUWEGA, WI 54983

brownlowod@aol.com
www.hatzbiplanes.org

E-MAIL:
WEB :

DUES: $20 PER YEAR

NEWSLETTER: QUARTERLY

Hatz Club
BARRY TAYLOR

Fairchild Fan Club

ROBERT TAYLOR
P. O. Box 127
BLAKESBURG, IA 52536
641-938 - 2773; FAX: 641-938-2093
E-MAIL: AintiqueAirfield@sirisonline.com
WEB : www.aaa-apm.org
DUES: $15/ THREE ISSUES
NEWSLETTER: FAIRCHILD FAN (3) 16 PG .

P.O. Box 127

BLAKESBURG, IA 52536
641-938-2773; FAX : 64 1-938-2093

AntiqueAirfield@sirisonline.com
www.aaa-apm.org

E-MAIL:
WEB :

DUES : $15/ THREE ISSUES

NEWSLETTER: HATZ HERALD ( 3) 16 PG.

Heath Parasol Club

International Fleet Club
SANDY BROWN
P. O . Box 511
MARLBOROUGH, CT 06447-0511
860-267-6562
E-MAIL: f1yboy@ntplx.net
WEB: www.users .ntplx.netj-f1yboy
DUES: CONTRIBUTIONS
NEWSLETTER: 3-4 PER YEAR, APPROX.

Funk Aircraft Owners Association

WILLIAM SCHLAPMAN
6431 PAULSON ROAD
WINNECONNE, WI 54986
920-582-4454

Howard Club
E-MAIL: HowardClub@aol.com
www.members.aol.com/HowardClub

Interstate Club

THAD SHELNUTT

BARRY TAYLOR

2836 CALIFORNIA Av.

CARMICHAEL, CA 95608
916-971-3452
E-MAIL: pilotthad@aol.com

P.O. Box 127

WEB:

www.funkflyers.org

DUES: $12 PER YEAR

NEWSLETTER: 10 PER YEAR

Great Lakes Club

BLAKESBURG, IA 52536
641-938-2773; FAX: 641-938-2093

AntiqueAirfield@serisonline.com
www_aaa-apm.org

E-MAIL:
WEB:

DUES: $15/ THREE ISSUES

NEWSLETTER : INTERSTATE INTERCOM

BRENT TAYLOR , EDITOR

Luscombe Association

P. O. Box 127

STEVE AND SHARON KROG

BLAKESBURG, IA 52536
641-938-2773 ; FAX : 641-938-2093

HARTFORD , WI 53027

1002 HEATHER LANE

E-MAIL: AntiqueAirfield@sirisonline.com
WEB : www.aaa-apm.org

262-966-7627; FAX : 262-966-9627

DUES: $15/ THREE ISSUES

DUES: $25 U.S . & CANADA, $30 FOREIGN

NEWSLETTER: GREAT LAKES LOG (3) 16 PG

NEWSLETTER: 6 PER YEAR

E-MAIL:

sskrog@aol.com

VINTAGE AIRPLANE

21

Continental Luscombe Association

Navion Skies Type Club

Short Wing Piper Club, Inc

JIM & PATTI SANI ,

PRESIDENT & SECRETARY(TREASURER
10251 E. CENTRAL AVE.
DEL REY, CA 93616
559-888-2745
E-MAIL: cla-jim-patti@pacbell.net
WEB : http:// www.luscombe-cla.org
DUES: U.S. $20 , CANADA $27 ( U .S . FUNDS),
FORE IGN $35 ( u.s . FUNDS )
NEWSLETTER : 6 PER YEAR

RALEIGH MORROW
P.O . Box 2678
LODI , CA 95241-2678
209-482-7754
E-MAIL: Navionl@inreach .com
WEB: www.navionskies.com
DUES: $45 PER YEAR
NEWSLETTER : MONTHLY, ALSO VIA E-MA I L

ELEANOR AND BOB MILLS, EDITORS

220 MAIN STREET
HALSTEAD, KS 67056
316-835-3650
FAX: 316-835-3357
E-MAIL: membership@shortwing.org
WEB: www.shortwing.org
DUES: $30 PER YEAR
NEWSLETTER: BIMONTHLY

Meyers Aircraft Owners Association

WILLIAM E. GAFFNEY, SECRETARY
24 RT . 17K
NEWBURGH , NY 12550
845-565-8005; FAX: 845-565-8039
DUES : POSTAGE FUND DONATION
NEWSLETTER : 5-6 PER YEAR

Monocoupe Club
FRANK & CAROL KERNER
1218 KINGSTOWNE PLACE
ST. CHAR LES, MO 63304-7776
636 - 939- 3322
E-MAIL: fwkerner@spcglobal .net
WEB: www.monocoupe.com
DUES: $25
NEWSLETTER : QUARTERLY

Mooney Aircraft Pilots Association

140 HEIMER RD ., SUITE 560
SAN ANTONIO , TX 78232
210-525-8008 ; FAX: 210-525-8085
E- MAIL: mapa@mooneypilots.com
WEB: www.mooneypilots.com
DUES : $44 . 50 US , $49 .50 FOREIGN
NEWSLETTER : MONTHLY

Brodhead Pietenpol Association

DON CAMPBELL
221 N . LASALLE ST , STE 3 11 7
CHICAGO , IL 60601
WEB: www.pietenpol.org
DUES: $16 PER YEAR US
NEWSLETTER: QUARTERLY

International Pietenpol Association

ROBERT TAYLOR
P. O. Box 127
BLAKESBURG, IA 52536
641-938-2773 ; FAX 641-938-2093

AntiqueAirfield@sirisonline.com
WEB : www.aaa-apm.org
DUES: $151 THREE ISSUES
NEWSLETTER : IPA NEWS (3) 16 PG.

Cherokee Pilots Assoc.

P. O . Box 1996
LUTZ, FL 33549
813-948-3616 OR 800-292 - 6003
E-MAIL: terry@piperowner.com
WEB: www.piperowner.com
DUES : $34 .00 U.S., $36 .00 CANADA & MEXICO,
$44.00 FOREIGN
MAGAZINE: 1 1 ISSUES PER YEAR

Supercub.org-Home of all things PAIS

STEVE JOHNSON
953 S. SHORE DRIVE
LAKE WAUKOMIS, MO 64151
816-741-1486; FAX: 816-741-5212
E-MAIL: 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 PER YEAR
NEWSLETTER: QUARTERLY

Rearwin Club
ROBERT TAYLOR, EDITOR
P.O . Box 127
BLAKESBURG, IA 52536
641-938-2773; FAX 641-938-2093
E-MAIL: AntiqueAirfield@sirisonline.com
WEB: www.aaa-apm.org
DUES: $151 THREE ISSUES
NEWSLETTER: REARWIN REGISTER

Cub Club
Western Association of Mooney Mites
(WAMM)
WM . L . VANDERSANDE
100 S. WESTWOOD ST. #2
PORTEVILLE, CA 93257 - 7704
559-782-1980
E-MAIL: t35f1yer@sosinet.net
WEB : www.mooneymite.com
DUES: NONE
NEWSLETTER: VIA E-MA I L

Parrakeet Pilot Club

BARRY TAYLOR, EDITOR
P.O. Box 127
BLAKESBURG, IA 52536
641-938-2773; FAX: 641-938-2093
WEB : www.aaa-apm.org
DUES : $151 THREE ISSUES
NEWSLTR : THE PARRAKEET PILOT (3) 16 PGS .

STEVE AND SHARON KROG

1002 HEATHER LANE
HARTFORD, WI 53027
262-966-7627; FAX : 262-966-9627
E-MAIL: sskrog@aol.com
WEB : www.cub-club.com/home.htm
DUES : $25 U.S.!CANADA, $30 FOREIGN
NEWSLETTER : 6 PER YEAR

Flying Apache Assoc. (Piper)

JOHN J . LUMLEY
6778 SKYLINE DRIVE
DE LRAY BEACH, FL 33446
561-499-1115
FAX : 561-495-7311
E-MAIL: mailto:flyingapache@cs.com
DUES: $25 PER YEAR
NEWSLETTER: QUARTERLY

International Comanche Society

N3N Restorers Association
H. RONALD KEMPKA
2380 COUNTRY ROAD #217
CHEYENNE, WY 82009
307-638-2210
E-MAIL: wyn3n@aol.com
DUES: $20 PER YEAR
NEWSLETTER : QUARTERLY

GAYNOR EKMAN
5604 PHILLIPS J. RHOADS AvE . , HANGAR 3
BETHANY, OK 73008
405-491-0321; FAX 405-491-0325
E-MAIL: icsadmin@sbcglobal.net
WEB : www.comancheflyer.com
DUES: $64 1 ST YEAR, THEN $60
NEWSLETTER: MONTHLY

American Navion Society

Piper Owner Society

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 IYR US, $54 CANADA,
$64 FOREIGN (US FUNDS)
NEWSLETTER: PERIODIC

P.O . Box 5000

lOLA, WI 54945
866-697-4737; 866-MYPIPER
FAX: 715-445-4053
E-MAIL: help@piperowner.org
WEB : www.piperowner.org
DUES: $44 PER YEAR
MAGAZINE: MONTHLY

22

FEBRUARY 2004

International Ryan Club

BILL HODGES, EDITOR AND HISTORIAN
19 STONEYBROOK LN.
SEARCY, AR 72143-6129
501-268-9875
E-MAIL : recruit@cswnet.com
DUES : $25 PER YEAR,
$30 CANADA & OVERSEAS AIRMAIL
NEWSLETTER: QUARTERLY

1-26 Association (Schweizer)

JAMES PHOENIX
6815 185TH AvE. E
BONNEY LAKE, WA 98390
203-894-8582
E- MAIL: jphoenix13@comcast.net
WEB : www.126association.org
DUES: $15 PER YEAR
NEWSLETTER: 6 PER YEAR (PLUS DIRECTORY )

Staggerwing Club
JIM GORMAN, PRESIDENT
P.O . Box 202
COLUMBIANA, OH 44408
419-529-3822
E-MAIL: sayork@csi.com (STAN YORK )
DUES: $251YR US
$30 FOREIGN (US FUNDS)

Stearman Restorers Association

7000 MERRILL AvE., Box 90
CHINO AIRPORT
CHINO, CA 91710-8800
WEB: www.stearman.net
DUES: $351YR US, $40 CANADA & MEXICO,
$45 FOREIGN ( US FUNDS)
NEWSLETTER: QUARTERLY

International Stinson Club

Travel Air Club

National Biplane Association

TONY WRIGHT

ROBERT TAYLOR, EDITOR

CHARLES W. HARRIS

2264 Los ROBLES ROAD

P. O. Box 127

MEADOW VISTA, CA 95722

BLAKESBURG, IA 52536

P.O. Box 470350

TULSA, OK 74147-0350
918-622-8400; FAX: 918-665-0039
E-MAIL: cwh@hvsu.com
WEB : www.nationalbiplaneassn.org
WEB: www.biplaneexpo.com
DUES : $25 INDIVIDUAL; $40 FAMILY; ADD
$10 FOREIGN
MAGAZINE: QUARTERLY

520-878-0219

stinson2@juno.com
www.aeromar.com/swsc.html

641-938-2773; FAX: 641-938-2093

AntiqueAirfield@sirisonline.com
www.aaa-apm.org

E-MAIL:

E- MAl L:

WEB:

WEB :

DUES: $25 PER YEAR

DUES: $15/ THREE ISSUES

NEWSLETTER : 11 PER YEAR

NEWSLETTER : TRAVEL AIR TAILS (3) 16 PG.

National Stinson Club

Travel Air Restorers Association (TARA)

GEORGE ALLEMAN

JERRY IMPELLEZZERI

North American Trainer Association

1229 RISING HILL ROAD WEST

4925 WILMA WAY

PLACERVILLE , CA 95667

SAN JOSE, CA 95124

PHONE & FAX : 530-622-4004

408-356-3407

(T6, T28, NA64, NA50, P51 , B25)

KATHY & STONEY STONICH
25801 NE H I NNESS ROAD
BRUSH PRAIRIE, WA 98606
360-256-0066; FAX: 360-896-5398
E-MAIL: NATrainer@aol.com

E-MAIL:

nscgeorge@internet49.com

DUES : $20 US & CANADA ; $25 FOREIGN

NEWSLETTER: 4 PER YEAR

clear_prop2003@yahoo.com
www.travelair.org

E-MAIL :
WEB:

DUES: $15 PER YEAR

NEWSLETTER: QUARTERLY

Stinson Historical and

Restoration Society
( STINSON 108, ANTIQUE AIRPLANE ASSN.)

Travel Air Div. of Staggerwing

Museum Foundation, Inc.

ROBERT TAYLOR

LORRAINE CARTER

P.O . Box 127

P. O. Box 550

BLAKESBURG, IA 52536

TULLAHOMA, TN 37388

641-938-2773; FAX: 641-938-2093

931-455-1974 ; FAX : 931-455-1994

AntiqueAirfield@sirisonline.com
www.aaa-apm.org

E-MAIL:

E-MAIL:

WEB:

WEB :

Staggerwing@bellsouth.net
www.staggerwing.com

DUES: $15/ THREE ISSUES

DUES: $40 PER YEAR

NEWSLETTER : SHARS

NEWSLETTER : QUARTERLY

Swift AssociationlSwift Museum Fdn., Inc.

CHARLIE NELSON
P. O. Box 644
ATHENS , TN 37371
423-745-9547 ; FAX : 423-745-9869

swiftlychs@aol.com
www.swiftparts.com
www.globetimcoswift.com

E-MAIL:
WEB:
OR

DUES: $30 PER YEAR

American Waco Club

PHIL COULSON
2815 SPRINGBROOK DR .
LAWTON, M I 49065

MARK KADRACH
2836 AUTUMN ESTATES
SAN HOSE , CA 95135
408-259-9971
E-MAIL: starwizz@pacbell.net
WEB: www.napanet.net/-arbeau/swift
DUES: $15 PER YEAR
NEWSLETTER: MONTHLY

Taylorcraft Owner's Club

BRUCE BIXLER , "
12809 GREEN BOWER, N.E.
ALLIANCE, OH 44601
330-823-9748
E-MAIL: tocprez@yahoo.com
WEB: www.taylorcraft.org
DUES : $12 PER YEAR
NEWSLETTER: QUARTERLY

rcoulson516@cs.com
www.americanwacoclub.com

E-MAIL:
WEB:

TOM PITTMAN
RT. 6 Box 189
APPOMATOX, VA 24522
434-352-5128
E-MAIL: vctoc6@juno.com
WEB : www.vctoc.org
DUES: $10 PER YEAR
NEWSLETTER: QUARTERLY

ASA DEAN
16216 N 34TH WAY
PHOENIX, AZ 85032-3119
CELL: 602-622-8335

asa@taildraggerclub.org
www.taildraggerclub.org/tdc

E-MAIL:

WWI Aeroplanes, Inc.

LEONARD OPDYCKE
15 CRESCENT ROAD
POUGHKEEPSIE, NY 12601
845-473-3679
JOURNALS WWI AERO AND SKYWAYS
PER QRTRLY JOURNAL $35IYR, $40 FOREIGN

ORGANIZATIONS

DUES: $35 PER YEAR, $45 FOREIGN

American Aviation Historical Society

NEWSLETTER : B I-MONTHLY

BRUCE CUNNINGHAM
2333 OTIS STREET
SANTA ANA, CA 92704
714-549-4818 ; FAX : 714-549-3657
E-MAIL: pres@aahs-online.org

National Waco Club

ANDY HEINS
2241 EQu ESTR IAN DR . 1 A
MIAMISBURG, OH 45342
937 - 312 - 0291
E-MAIL:

wacoaso@aol.com

WEBSITE : www.aahs.online.org
DUES: $39 US, $44 CANADA & MEXICO, $57
FOREIGN (U.S. FUNDS)
NEWSLETTER & JOURNAL: QUARTERLY

DUES: $20 PER YEAR, $25 FOREIGN

NEWSLETTER: BIMONTHLY

Cross & Cockade

Western Waco Association

BOB SHELDON, SECRETARY

14329 S. CALHOUN AVE .
BURNHAM, IL 60633
708-862-1014

BARRY F. BRANIN
1790 PANAY CIRCLE
COSTA MESA , CA 92626
714-920-9226
E-MAIL:

flywaco@juno .com

Du ES : $5 PER YEAR
NEWSLETTER: OCCASIONAL

MULTIPLE AIRCRAFTORGANIZATION S

Virginia/Carolinas Taylorcraft Owner's Club

Taildragger Club

269-624-6490

NEWSLETTER : MONTHLY

West Coast Swift Wing

WEBSITE : www.NorthAmericanTrainer.org
DUES: $45 US & CANADA; $55 FOREIGN
NEWSLETTER: QUARTERLY, "NATA SKYLINES"

Du ES: $15 PER YEAR

NEWSLETTER : EVERY OTHER MONTH

Eastern Reg. U.S. Air Racing Assoc.

JACK DIANISKA, PRESIDENT
26726 HENRY ROAD
BAY VILLAGE, OH 44140
440-871-3781
E-MAIL: svcs@aol.com

Florida Antique Biplane Assoc., Inc.

Flying Farmers, International

LARRY ROBINSON
10906 DENOEU ROAD

P.O. Box 9124

WICHITA KS 67277-0124
316-943-4234; FAX: 800-266-5415
E-MAIL: support@flyingfarmers.org
WEB: www.flyingfarmers.org
DUES : $60/YR
MAGAZINES : 6 MAGAZINES PER YEAR

BOYNTON BEACH, FL 33437

561-732-3250; FAX 561-732-2532
E-MAIL:

BeyeView@aol.com

DUES : $48 YEAR

THE FLYING WIRE NEWSLETTER

VINTAGE A IRPLANE

23

Flying Octogenarians
HERBERT SLOANE
P.O. Box 11114
MONTGOMERY, AL 36111-0114
334-832-2413
E-MAIL: pilotherb@yahoo.com
DUES : $12 PER YEAR
NEWSLETTER : 6 PER YEAR

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

International Women in Aviation

Deaf Pilots Association
CLYDE SMITH
1553 GRAVEL SPRINGS CIRCLE
JACKSONVILLE, IL 62650
E-MAIL: clymar@csj.net
WEB : www.deafpilots.org
DUES : $30 PER YEAR, ACTIVE PILOTS
NEWSLETTER: QUARTERLY

Int'l Fellowship of Flying Rotarians

TOM SUROWKA, WORLD SEcfTREAS.
203A RUBENS DRIVE
NOM IS, FL 34275-4211
941-966-6636; FAX: 941-966-9141
E-MAIL: surowka@iffr.org
WEBSITE : www.iffr.org

International Uaison Pilot &Aircraft Assoc.

BILL STRATTON
16518 LEDGESTONE
SAN ANTONIO, TX 78332-2406
210-490-4572 VOicE/FAx
E-MAIL: ILPA@STlC.NET

www.centercomp.com/ILPA/index.html
DUES: $29/YR US; $35 FOREIGN
NEWSLETTER: "LIAISON SPOKEN HERE"

EM,

in on agreement with

AeroPlanner.com, is pleased to announce on

EM
EAA Flight Planner. Toke

exciting new Membership benefit for

Members ...

advantage of the newest Member benefit by

heading over to www.eoa.org.Click on the
"Register Now" link, get registered, and log
onto Flight Planner to plan your next Right.

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Files, stores and
retrieves your
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View and print
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Displays your
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tional map
Provides a Right
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"Auto-route"
based on your
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Checks
NOTAMs, TFRs
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your route
Checks weather
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Calculates weight
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'-~FLIGHT
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24

FEBRUARY 2004

~M

Seaplane Pilots Association

MICHAEL VOLK
4315 HIGHLAND PARK BLVD , SUITE C
LAKELAND, FL 33813
863 - 701 - 7979; FAX : 863-701-7588
E- MAIL: spa@seaplanes.org
WEBSITE: www.seaplanes.org
DUES : $40 PER YEAR
MAGAZINE : BI-MONTHLY

Lake Amphibian Flyers Club

Sentimental Journey to Cub Haven, Inc.

MARK & JILL RODSTE IN

7188 MANDARIN DRIVE
BOCA RATON, FL 33433-7412
561-483-6566 ; FAX: 561 - 892-3128
E- MAIL: info@lakeflyers.com
DUES : $58 PER YEAR
NEWSLETTER : 6 PER YEAR"

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: Piper@cub.kcnet.org

National Air Racing Group

BETTY SHERMAN
1932 MAHAN AVENUE
RICHLAND , WA 99352-2121
509- 946-5690
E-MA IL: betty.sherman@verizon.net
WEBSITE: www.warbirdaeropress.com
DUES : $15 US/$20 OUTSIDE US
NEWSLETTER : MONTHLY

www.pipermuseum.com
DUES: $10 PER YEAR
NEWSLETTER : QUARTERLY

Silver Wings Fraternity

P.O. Box 44208
CINCINNATI, OH 45244
800-554-1437
E-MAIL: cardinaI5@msn.com
WEBSITE : www.silverwings.org
DUES : $20/1 ST YEAR, $10 RENEW
NEWSLETTER : QUARTERLY

Society of Air Racing Historians

MEL HEMANN
127 KASPEND PLACE
CEDAR FALLS, IA 50613-1683
319-266-3889
E-MAIL: n298mh@cfu.net
DUES : $20
NEWSLETTER: 6 PER YEAR

HERMAN SCHAUB
168 MAR ION LANE
BEREA, OH 44017
440- 234-2301
E- MAIL: herman@airrace.com
WEBSITE : www.airrace.com
DUES : $20/YR US - $23 OTHER S
NEWSLETTER : BI-MONTHLY

The 99's Women Pilots

Taylorcraft Foundation, Inc.

4300 AMELIA EARHART ROAD

OKLAHOMA CITY, OK 73159
800-994-1929 ; FAX: 405-685-7985
E-MAIL: IHQ99s@CS. COM
WEB: www.ninety-nines.org
DUES: $65 PER YEAR
NEWSLETTER: BI-MONTHLY

FORREST A. BARBER , EXEC . DIR .

13820 UN ION AVE . NE
ALLIANCE, OH 44601-9378
330-823-1168 ; FAX : 330-823 - 1138
E-MAIL: fbarber@alliancelink.com
WEBSITE: www.taylorcraft.org
DUES : $10 PER YEAR
NEWSLETTER : QUARTER LY

ox-s Aviation Pioneers

ELMER H. HANSEN , NAT'L SECRETARY
12220 N.E. 39TH STR EET
BELLEVUE, WA 98005-1217
425-885-0299
E-MAIL: elmer.hansen@verizon.net
WEB : www.ox5pioneers.org
DUES: $20 PER YEAR
NEWSLETTER : 6 PER YEAR

Piper Aviation Museum Foundation

Stores multiple
aircraft profiles

1528 S. KOELLER , PMB 111

OSHKO SH, WI 54902
E-MAIL: president@replicafighters.org
WEBSITE : www.replicafighters.org
DUES : $25/ YR, $30 FOREIGN ( US FUNDS )
NEWSLETTER : QUARTERLY

DR. PEGGY J . CHABRIAN

101 CORSAIR DRIVE
DAYTONA BEACH, FL 32114
386-226-7996 ; FAX : 386-226-7998
WEBSITE : www.wai.org
DUES : $39 PER YEAR - $29 STUDENTS
MAGAZINE: BI-MONTHLY

National Association of Priest Pilots

EAA Flight Planner

Replica Fighters Association

DAN SHOWAN
ONE PIPER WAY
LOCK HAVEN , PA 17745-0052
570-748-8283
FAX: 570-893-8357
E-MAIL: piper@cub.kcnet.org
WEBSITE: www.pipermuseum.com
DUES: $30 PER YEAR
NEWSLETTER : QUARTERLY

Vintage Sailplane Association

DAVID SCHUUR
1709 BARON COURT
DAYTONA BEACH , FL 32128
E-MAIL: dschuur@frtci.net
WEB : www.vintagesailplane.org
DUES: $15 PER YEAR
NEWSLETTER : QUARTERLY

Waco Historical Society, Inc.

WACO AIR CRAFT MUS EUM
MARLA BOONE, DIR . OF MEMBERSH I P
P. O. Box 62
TR OY, OH 45373-0062
937 - 335- WACO
E-MAI L: mSimonboone@yahoo.com
WEB : www.wacoairmuseum.org
1-5PM SAT.-SUN ., MAy-OCTOBER
DUES : $20/YR AND UP .
......
NEWSLETTER: QUARTERLY

FLY-IN CALENDAR

or j.~~~g!~-'-~ ..

"I..,NEWMAN

"f

The following list of coming events is furnished to our readers as a matter of information only
and does not constitute approval, sponsorship, involvement, control or direction ofany event (fly
in, seminars, fl y market, etc.) listed. To submit an event, please log on to
www.eaa .org/events/ events .asp . Only if Internet access is unavailable should you send
the information via mail to:, Att: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086.
Information should be received four months prior to the event date.

FEBRUARY 7-Tampa, FL-TGI

FLYIN "The Aerospace Rendz"

Gasparilla Airport aka Peter O.
Knight Airport.
MAY 7-9-Burlington, NC-VAA
Ch. 3 Annual Spring Fly-In, Ala
mance County Airport (BUY).
All Classes welcome. Info: Jim
843-753-7138 or
eiwilson@homeexpressway.net

MAY 16--Romeoville, IL-33rd

Annual EAA Ch. 15 Fly-In

Breakfast, 7am-Noon, Lewis
University Airport (LOT). Adults
$5, under twelve $3 . Info: 630
243-8213
JUNE 4-5-Bartlesville, OK-18th
Annual Biplane Expo. All air
craft and airplane enthusiasts
are welcome. Static displays,
forums, seminars, & exhibits.
Info: Charlie Harris 918
622-8400.
JUNE 4-6--Columbia, CA-Bel
lanca-Champion Club West
Coast Fly-In, (022). Camping,
hotel/motel facilities, Friday
BBQ Saturday steak dinner/
mtg. Advance registration
strongly encouraged.
Info: 518-731-6800,
Robert@bellanca-championclub.com
or www.bellanca-championcJub.com.

JUNE S-6--Washington, lA-Fly

Iowa 2004 & Diamond An

niversary of D-Day, usa

Show-Dance Evening of 5th.
All aircraft welcome.
Info:wwwflyiowa2004.com

JUNE 11-I3-Gainesville, TX

Texas Ch. Antique Airplane

Association 41st Annual Fly
In, Gainesville Municipal
Airport (GLE). Info: Jim 817
468-1571.

JUNE 16-19-Lock Haven, PA-19th

Annual Sentimental Journey to

Cub Haven 2004. Fly in, drive
in, camp. Info: 570-893-4200 or
j2cub@kcnet.org .

July 27-August 2-EAA AirVenture

Oshkosh (KOSH)
www.airventure.org

AUGUST 13-15-Alliance, OH-6th

Annual Ohio Aeronca Aviators

Fly-In, Alliance-Barber Airport
(201). Breakfast Sat & Sun. 7
llam by EAA Ch. 82. Primitive
camping on field, local lodging
available. All welcome. Info: 216
337-5643, bwmatzllac@yahoo.com,
or www.oaafly-in.com.

SEPTEMBER 4-Marion, IN-14th

Annual Fly-In Cruise-In, Marion

Municipal Airport. Event fea
tures antique, classic,
contemporary, homebuilt,
ultralight, & warbird aircraft
and vintage cars, trucks,
motorcycles, and tractors.
Pancake Breakfast. Info:
rayjohnson@FlylnCruiseln.com or

JUNE 28-27

Rocky Mountain fAA Regional Fly-In

l ongmont, CO (2V2)
www.rmrfi.org

JUlY 7-11
Northwest EAA Fly-In
Arlington, WA (AWO)
www.nweaa.org

JULY 27-AUGUST 2
EM AirVenture Oshkosh
Oshkosh, WI (OSH)
www.airventure.org

AUGUST 27-29
Mid-Eastern EAA Fly-In
Marion, OH (MNN)
www.eaa.org/ communications/
eaanews/ 030522_merfi.html

SEP1t:MBER 18-19
Virginia State EAA Fly-In
Petersburg, VA (PTB)
www.vaeaa.org

OCTOBER 1-3
Southeast EAA Regional Fly-In
Evergreen, AL (GZH)
www.serfi.org

OCTOBER 7-10
Copperstate EAA Regional Fly-In
Phoenix, AZ (A39)
www.copperstate.org

EAA VINTAGE

AIRCRAFT ASSOCIATION

www.FlylnCruiseIn.com

SEPTEMBER I S-Bartlesville, OK

48th Annual Tulsa Regional

Fly-In. Info: Charlie Harris 918
622-8400.
OCTOBER 1-3-Pottstown, PA-Bel
lanca-Champion Club East
Coast Fly-In, Pottstown Munici
pal Airport (N47). Info:
518-731-6800,
Robert@bellanca-championcJub.com,
or www.bellanca-championcJub.com.

OCTOBER 2-3-Midland, TX-AIR

SHO 2004, Midland Int'l

Airport, Commemorative Air
Force HQ. Info: 432-563-1000,
est. 2231 or
publicrelations@cafhqorg.

HARE YOUR INTEREST IN PRESERVI NG

AND PROTECTIN G OUR AVIATI ON HERITAGE.
BECOME A PART OF VAA AND RE CEIV E

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VINTAGE AIRPLANE S ANYWHERE .
DUES ARE O NLY $36 PER YEAR IF
YOU ' RE ALREADY AN EAA MEMBER OR AS
LOW AS $46 TO J O IN BOTH EAA AND VAA.

JOIN TODAY!

800-322-2412
VINTAGE A I RPLANE

25

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NICK REZICH

continued from page 5

to Rockford, Ill inois, just as EAA share his love of aviation with
had done with its fly-in. In Rock
young people. One of the young
ford, he flew for many years for the sters he helped was his son, Jim ,
Atwood Vacuum Machine Co. Over who would solo a J-3 at age 16, and
the co u rse of his career h e flew move on to both A&P/IA and ATP
ratings. Under his father's tutelage,
nearly 35,000 accident-free hours.
He loved t o fly for fun, and to he soloed the family Travel Air 0
. - - - - - - - - - - - - - - - - - - - - , 4000.
Nick helped found
EAA's Antique/Classic
division in the 1970s,
served as its first
treasurer, and wrote a
monthly column ,
"Reminiscing With
Big Nick," for the
magazine. Nick per
The second airplane owned by the brothers was this ox- formed ro les at EAA
5 powered Travel Air 2000, NC661H. Frank's in the
continuously from
cockpit. The silver with red trim airplane was bought for 1956 until the early
$400 in Washington, D.C., by Mike, and sold in 1942 to '80s, when throat
the U.S. Navy for use as a training airplane for mechan- cancer finally qui
ics. WhentheNavy wasdonewithit,theyputitona
eted the "Voice of
barge and pushed it overboard into Lake Michigan.
EAA" in 1981. . . . .

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26

FEBRUARY 2004

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VAA NEWS
continued from page 2

early 2004, with a final approved AC available as early

as the end of 2004.

Decals
A couple of our members are searching for art
work and/or decals to help add finishing touches to
their restorations. The first is the older Sensenich
Brothers logo that features the initials S. B., a circle,
and a pair of wings. It was used on early Sensenich
propellers prior to World War II.
The second logo would, at first glance, seem like a
simple request, but the artwork is proving to be elu
sive. On pre-war Aeronca airplanes like the C-3, a
full-color Aeronca winged logo decal was applied to
the vertical fin. There have been a few variations of
the artwork, but the one our fellow restorer cur
rently needs is the one used on the C-3, which has a
white background with red and blue highlights
added over the white. The red has a decidedly "air
brushed" look to it.
If you can help us with the artwork and/or de
cals (not stickers) for either of these two items, call
us at VAA headquarters, 920-426-4825 or e-mail us
at vintage@eaa.01g.

Calendar of Events
If you have a fly-in you'd like included in the

Vintage Airplane Calendar of Events, please email a notice of it to us

at vintage@eaa.org. You
can also fax it to us at
920-426-6865. No phone
calls, please.
Due to the sheer vol
ume of items sent, we ask that you please include
the following information, in this order:
Date, location (city/state), airport name and
identifier, event name, a short description of the
event, and contact information (including fax, e
mail, and phone numbers, as appropriate).
All items sent to us for use in the Vintage Air
plane Calendar of Events will be included in the
calendar published within the VAA website at

www.vintageaircra{t.org.
If you'd like your event to be added to the EAA
website Calendar of Events, you can do so at
www.eaa.org/events. To be published in both EAA
and VAA locations, a message must be sent to VAA
as noted above, as well as being entered on the
EAA website.
Due to space limitations, only EAA Chapter
events can be listed in the EAA Sport Aviation Cal
endar of Events.

'~?

g TM

NEW MEMBERS

Phillip Usher .............. Concord West Sydney, Australia

Clarence Olsen .................... Air Ronge, SK, Canada

Stephen P. Taylor ............ Crediton, Devon, Great Britain

Wayne Affleck .................. Invercargill, New Zealand

Vincent Ashley ......... .. ... .. .. ...... .... Glendale, AZ

Donald Snyder ....... .. . .. . ..... . ........... Tucson, AZ

Ken Hawes . ........... .... ..... ..... Shingle Springs, CA

Steven A. Kairys ............................. Encino, CA

John Norberg ........................... Long Beach, CA

Thomas Reeves . . ... . ..... .... ............. San Jose, CA

Richard A. Rezabek .. . ............... Canyon Country, CA

Bill Silzle ...... .... .. ........... San Juan Capistrano, CA

Mark Sundermeyer ....... .... ........ Rancho Murieta, CA

Stephen Young ............ .. ......... ...... Weston, CT

Jeffrey M. Vadakin ..... .. .. ........ . ... . ...... Dover, DE

John D. Neff ... ........ . .... . ..... ...... . .. . Venice, FL

Joe Papasso ....... ... ........ .. .. ...... . Lake Worth, FL

Ronald J. Williams ................. . ......... Tucker, GA

Dana Greeno .... ............................. Salix, IA

Van J. Winegarden ...................... Cedar Rapids, IA

Jay Akely ............................. Garden Prairie, IL

Erick J. Runge ..... ... ...... ... . ......... Sugar Grove, IL

Ginger Gordon............................. Hanover, IN

Joe Nania ............. . ...... ... . . . . .. .. Mishawaka, IN

John J. Stroud .......................... Indianapolis, IN

John A. Cramer .......... . ............... Covington, LA

Daniel E. Marino . .. ......... ...... ...... .... Carver, MA

Walter C. Smythe ....... ................... Standish, ME

Yankee Air Force Library .................... Belleville, MI

Randy C. Rentz ..... ... ...... . . ... ............ Niles, MI

Mark W. Staudacher ........................ Bay City, MI

Stephen D. Halby . .. ...... ... . ... . . .... Minneapolis, MN

George Alexander .... .. ..... .... . ...... Chesterfield, MO

Robert Liebe ....... . ......... . . ........ Chesterfield, MO

Russell H. Olsen ..... ... ................... Kalispell, MT

C raig Craft ............................... Hertford, NC

Eugene Kearns ............................ Reidsville, NC

Charlie Wayne Kiser ........ .. .. . . ...... Wi limington, NC

Joseph Robbins .......... ................. Reidsville, NC

Kenny Welch .......... . .... ..... .... ..... Concord, NC

Michael R. Juliano ......... . ............. Queensbury, NY

Arthur G. Kollen ......................... Levittown, NY

Terry Brown . . . . .. ....... . .. . ... . ...... . .... Eaton, OH

Dr. Richard S. Cremisio .................... Hamilton, OH

Peter L. DiRenzo ......................... Gates Mills, OH

George T. Gilby ...................... North Olmsted, OH

John Beattie .............................. Norman, OK

Marshall Settle ........................... Chickasha, OK

John W. Cox .. . ....................... Lake Oswego, OR

David A. Folker .................... ... Cranberry TWP, PA

Earl M. Yerrick ........ ...... .. . . ...... .... Columbia, SC

James Woodward ..... .... .. .......... Hendersonville, TN

George Bryant ........... .... .... ....... . Gainesville, TX

Robert DeShazer .......................... ... Spring, TX

Dennis L. Mioduski . ............... . ......... Schertz, TX

Roy Scott. .............. .... . ... ... .... San Antonio, TX

Shelly Tumbleson ... . . ........... .. .. . . . San Antonio, TX

Carol D. Yocum...... . .......... ..... ...... Leesburg, VA

Oistein Andresen .............. .. ........ Gig Harbor, WA

Gary L. Fasnacht ....... . ..... ............. Olympia, WA

James H. Ylvisaker ............................ Kelso, WA

PatrickJ. Finan ..................... Port Washington, WI

Gary Gritt ....... ... . . .... ... ....... Sheboygan Falls, WI

Allan Janes ................... .. ........... . Berlin, WI

Douglas Lanz ....... . . .. ... . ............ Turtle Lake, WI

Mark R. Schultze ......... . ..... ..... ..... Cedarburg, WI

Anthony J. Van Kampen . ...... . . .... .... New London, WI

VINTAGE AIRPLANE

27

VINTAGE

TRADER

Something to buy, sell or trade?

TAKE SOME OF THE EXPERIMENTING

OUT OF HOMEBUILDING

Feb 20-22
Feb 21-22

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Electrical Systems, Wiring, & Avionics
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Introduction to Aircraft Building Gas Welding

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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 .187 inches) by 1, 2, or 3 inches high at $20
per inch. Black and white only, and no fre
quency discounts.
Advertising Closing Dates: 10th of second
month prior to desired issue date ~.e. , January 10
is the closing date for the March issue). VAA re
serves the right to reject any advertising in conflict
with its policies. Rates cover one insertion per is
sue. Classified ads are not accepted via phone.
Payment must accompany order. Word ads may
be sent via fax (920-426-4828) or e-mail (c1as
sads@eaa.org) using credit card payment (all cards
accepted). Include name on card , complete ad
dress, type of card , card number, and expiration
date. Make checks payable to EM. Address ad
vertising 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@ao/.com Website www.ramengine.com
VINTAGE ENGINE MACHINE WORKS, N. 604
FREYA ST., SPOKANE, WA 99202.
Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE!

www.airpianetshirls.com
1-800-645-7739
THERE'S JUST NOTHING LIKE IT

ON THE WEB!!

www.aviation-giftshop.com
A Website With The Pilot In Mind
(and those who love airplanes)
Warner engines. Two 165s, one fresh O.H.,
one low time on Fairchild 24 mount with all
accessories. Also a fresh O.H. 145, 1938
Fleet 10F, Helton Lark, and Aeronca C-3.
Find my name and address in the Officers
and Directors listing and call evenings. E.
E. "Buck" Hilbert.
Flying w i res available. 1994 pricing . Visit
www.f/yingwires.com or call 800-517-9278.
For Sale - 1939 Spartan Executive, 3500TT,
10 SMOH. 214-354-6418.

WORKSHOPS

---~---

1-800-WORKSHOP
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YOU CAN BUILD IT! LET EAA TEACH YOU HOW.

28

FEBRUARY 2004

TOMMY COME HOMEI EAA Chapter 811 is

looking for a Thomas Morse Scout to bring home
to where it was made, in Ithaca, NY. Please send
any leads (and an indication of condition) to David
Flinn, 866 Ridge Rd ., Lansing, NY 14882-8603,
email Dave@starflinn.com

Membership Services
VINTAGE

AIRCRAFT
ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION
,A SSOCIATION

Directory-

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

OFFICERS
President

Vice-President

Espie 'Butch' Joyce

704 N. Regional Rd.
Greensboro, NC 27409
336-668-3650
windsock@aol.eom

2448 Lough lane

Hartford, WI 53027
262-673-5885

S<cretary

Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674

stnes@deskmedia.com

George Daubner

vaaflyboy@msn.com

Treasurer
Charles W. Harris
7215 East 46th SI.
Tulsa, OK 74147
9 18-622-8400

cwh@hv5u.com

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

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

sstlO@comcast.net

dalefaye@msn.com

David Bennett
P.O. Box 1188
Roseville, CA 95678
916-645-8370

Jeannie Hill
P.o. Box 328
Harvard, IL 60033-0328
815-943-7205

antiquer@inreach.com

dinghao@owc.net

John Berendt
7645 Echo Point Rd.
Cannon Falls, MN 55009
507-263-24 14
fchld@roonnect.com

1002 Heather Ln.

Hartford, WI 53027

262-966-7627

sskrog@aol.com

Robert C. "Bob" Brauer

9345 S. H0J3:;e
Chicago, It
20
773-779-2105
photopilot@aoLcom

Robert D. "Bob" Lumley

1265 South 124th St.
Brookfield, WI 53005
262-782-2633
lumper@execpc.eorn

Dave Clark

Gene Morris
5936 Steve Court
Roanoke, TX 76262
8 17-49 1-9 110
n03capt@nash.net

Steve Bender

Phone (920) 426-4800 Fax (920) 426-4873

E-Mail: vintage @ eaa.org
Web Site: http://www.eaa.org and http://www.airtJenture.org

Steve Krog

EAA and Division Membership Services

800-843-3612 ___ .. . ...... . FAX 920-426-6761
(8:00 AM-7:00 PM
Monday-Friday CSn
New/ renew memberships: EAA, Divisions
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Hight Instructors
(NAFI)
Address changes
Merchandise sales
Gift m emberships

Programs and Activities

EAA AirVenture Fax-On-Demand Directory
......... ........ ...... ___ . 732-885-67 11
Auto Fuel STCs ............. __ 920-426-4843
Build/restore information ... _. _920-426-4821
Chapters: locating/ organizing _. 920-426-4876
Education . _. . ...... . . . ...... 920-426-6815
EAA Air Academy
EAA Scholarships

EAA

Dean Richardson

North~~~~~4~t5 01532

1429 KingsvV;nn Rd
Stoughton,
53589
608-877-8485

copelandl@juno.com

dar@aprilaire.com

VINTAGE AIRCRAFT ASSOCIATION

PhU Coulson
284 I 5 Springbrook Dr.
lawton, MI 49065
269-624-6490

rcoulsonSl6@cs.com

Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
chiel7025@aol.com

Roger GomoU
8891 Airport Rd, Box C2
Blaine, MN 55449
763-786-3342
pledgedrive@msncom

S.H. "'Wes" Schmid

2359 Lefeber Avenue
Wauwatosa, WI 53213
414-771-1545
shschmid@milwpc.eom

John S. Copeland
IA Deacon Street

Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904
920-231-5002
GRCHA@charter.net

Current EAA members may join the Vintage

Aircraft A5sociaton and receive VINTAGE A IR
PLANE magazine for an additional $36 per year.
EAA Membership, VINTAGE AIRPLANE
magaZine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magaZine not in
cluded). (Add $7 for Foreign Postage_)

lAC

DIRECTORS

EMERITUS

E.E. "Buck" Hilbert

P.O. Box 424
Union, IL 60180
8 15-923-4591

buck7ac@mc.net

EAA Aviation Foundation

Artifact Donations ........... 920-426-4877
Financial Support .......... _. 800-236-1025

MEMBERSHIP INFORMATION

Membership in the Experimental Aircraft Associ

ation, Inc. is $40 for one year, including 12 issues of
SPORT AVIATION. Family membership is available
for an additional $10 annually. Junior Membership
(under 19 years of age) is available at $23 annually.
All major credit cards accepted for membership.
(Add $16 for Foreign Postage_)

635 Vestal lane

Plainfield, IN 46168
317-839-4500
davecpd@iquesl.net

Hight Advisors information . ... 920-426-6522

Hight Instructor infonnation ... 920-426-6801
Hying Start Program ... . . ..... 920-426-6847
Library Services/ Research ...... 920-426-4848
Medical Questions ............ 920-426-4821
Techn ical Counselors .......... 920-426-4821
Young Eagles .. _.... .......... 920-426-4831
Benefits
AUA ...... _. ..... .... __ . _. . 800-727-3823
EAA Aircraft Insurance Plan ... 866-647-4322
Term Life and Accidental .... _.800-241 -6103
Death Insurance (Harvey Watt & Company)
Editorial .................... 920-426-4825
.. ..... . ...... . . . ....... FAX 920-426-4828

Submitting article/ photo

Advertising information

Current EAA members may join the Interna

tional Aerobatic Club, Inc. Division and receive
SPORT AEROBATICS magazine for an addi
tional $45 per year.
EAA Membership, SPORT AEROBATICS
magazine and one year membership in the lAC
Division is ava ilabl e for $55 per year (SPORT

AVIATION magazine not included). (Add $15

for Foreign Postage_)

WARBIRDS
Current EAA members may join the EAA War
birds of America Division and receive WARBlRDS
magazine for an additional $40 per year.
EAA Membership, WARBIRDS magazine
and one year membership in the Warbirds Divi
sion is available for $50 per yea r (SPORT
AVIATION magaZine not included). (A dd $7 for
Foreign Postage_)

EAA EXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTER magaZine for an addi
tional $20 per year.
EAA Membership and EAA EXPERIMENTER
magaZine is available for $30 per year (SPORT
AVIATION magazine not included). (A dd $8 for
Foreign Postage.)

FOREIGN MEMBERSHIPS
Please submit your remittance with a check or
draft drawn on a United States bank payable in
Uni t ed St ates dollars . Add required Foreign
Postage amount for each membership.

Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

Copyright 2004 by the EAA Vintage Aircraft Association

All rights reserved.
VINTAGE AIRPlANE (ISSN 0091-6943) IPM 40032445 is published and owned exclusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EM Aviation
Center, 3000 Poberezny Rd.. P.O. 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, P.O. Box 3088. Oshkosh, WI 54903-3088. Return Canadian issues to Station A, PO Box 54, Windsor. ON N9A 6.15. FOREIGN AND APO ADDRESSES - Please allow at least two months
for delivery of VINTAGE AIRPlANE to loreign 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 wekx>me any report of inferior merchandise obtained through our advertising SO that corrective measures can be taken.
EDITORIAl POLICY: Readers are encouraged to subm~ stooes and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the
contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPlANE, P.O. Box 3086. Oshkosh, WI 54903-3086. Phone 920/426-4800.
EMf) and SPORT AVIATIONfJ, the EM Logof) and Aeronautica ~ are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service
marks without the permission of the Experimental Aircraft Association. Inc. is strictly prohibited.
The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation. Inc. The use of this trademark without the permission of the EAA Aviation Foundation, Inc. is strictly prohibited.

VINTAGE AIRPLANE

29

- ...... ~

Order Online:
http://shop.eaa.org

Forest
Navy MA-1 Jacket
Stay warm in this great looking
jacket with the Vintage logo.
This jacket has a bright orange
lining and comes in youth and
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Adult 19
Adult xl
Adult 2x

Vl0l02 .. $42.95
V10103
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Youth
Youth
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sm
md
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xl

Polo ..... $21.95

This 100% cotton polo with a tone

on-tone VAA logo is so versatile it
can be worn for business casual
or just plain fun.

Sm ................... V11442
Md ................... V07041
Lg . ... ... . . .... .. . .. V07042
Xl . . . . . . . . . . . .
. . . V07043

V00605 .. $38.95
V00606
V00607
V00608

Pilot Bear Bank .... $12.95

There is no doubt that this cute resin bear is an aviation buff. He sits approxi
mately 6inches high holding his favorite toy.

Bank

V51479

Weather Vane
Handcrafted using 14 gauge solid
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The textured finish gives the
appearace of hammered copper.
State garden or house mount

Black Polo .......... $39.95

This black pocket polo has a tan
bird's-eye trim and the Vintage
logo in tone-on-tone.

sm ... ..... ...... .....

md . ....... ....... ....
19 .. ............. .. ..
xl ....... .... . .. . ....

Picture Frame
Weather Vane .. V00711

$45.95

Beautifully crafted wooden

frame in three sizes.
4x6 .. .. . V01207 ... . . $23.99
5x7 .... . V01220 ..... $24.99
8xl0 ... .. V01222 ..... $28.99

Vl1438
V07044
V07045
V07046

Traveler Print Bag ........ $39.95

Take your essentials or throw
together a days necessities
into this 12x14 travel companion.
Choose a vertical bag
~1IIIIiiijiiiii;i"'..4-~__.,.J.:...~
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or a horizontal bag
with black handles.

Bag . .......... VOl168

~
Three-piece Baby Outfit
~
Set includes a soft t-shirt appliqued
with an airplane, pants and hat.
State color choice of blues or pinks.

6 month size . .... V03130

12 month size .... V03131

Blue Trim Polo . ....... $39.95

Butter cream in color with two blue
stripes on the collar and sleeve
edge, this polo is made of 100%
combed cotton.

Sm . ................... Vl1437
Md . ................... V07027
19 ....................
V07028
Xl .................... V07029

Induction 01 Thomas H.
Davis info the Hall 01 Fame

- December J7, J998

From left: (kneeling) Mark Allen,
Carolinas Historic Aviation
Commission; Jim Taylor
(standing) Floyd Wilson, CHAC;
Jack Frye, CHAC; Frank Davis,
Billy Barber, Eddie Culler,
Howard Cartwright, Egbert
Davis, Thomas H. Davis,
Howard Miller, Russ Ferris,
Bill McGee, Robert Northington

"Nineteen good years with AU A, Inc.

Their knowledge of insuring the museum
type aircraft has been very helpfuL"

- Howard Miller

AUA is Vintage Aircraft Association approvec/o To become a member 01 VAA call 8008433612.

The best is affordable. Give AUA a call - it's FREE!

800727
Fly with the pros... fly with AUA

Inc.

Not A. The.

As a word, "The" is singular. And definitive and apart and absolute in every way. All of wh ich makes it perfect. The Range Rover.

RANGE ROVER

@)
THE LAND ROVER EXPERIENCE

f;d~~

Vehicle Discount