Vintage Airplane - Jan 2005

I.
LI
<
..J
c::
VOL. 33, No. 1
2005
CONTENTS
Straight and Level
VAA News
Friends of the Red Barn
Vintage Hall of Fame

Espie "Butch " Joyce
by H.G. Frautschy
The Vintage Instructor

Winter Operations
by Doug Stewart
10
Reminiscing with Big Nick

The Model 18
by Nick Rezich
14
Not Just Another Cub Story

The Bair Wings J-3
by Budd Davisson
19
25
Type Club List

Mystery Plane
by H.G. Frautschy
26
30
COVERS
FRONT COVER: In 1940, The Wings cigarette brand

was advertised using a number of gimmicks, includ
ing a prize of a Piper Cub given away each week on
the radio program "Wings of Destiny. " Craig Bair's
awardwinning Cub is one of those very airplanes.
Read about it in Budd Davisson's story starting
on page 14. EM photo using Canon professional
photography products by EM Chief photographer Jim
Koepnick, EM photo plane flown by Bruce Moore.
BACK COVER: "Setting the Record " depicts the single
engine world speed recordsetting ftight by the late
Jim Wright in his amazing recreation of the Hughes
H1 racer. The FAI category C1.d record was set at
304.07 mph on September 13, 2002 at the Reno
Stead airport in Reno, Nevada. Thomas A. Smith,
a professional artist specializing in aviation, was
awarded an Honorable Mention ribbon by the jury of
the 2004 EM Sport Aviation Art Competition for his
acrylic/ airbrush on canvas work. You can reach Mr.
Smith in Tucson, Arizona at 52()'39&6429 .
STAFF
Publisher
Editor-in-Chief
Executive Director/Editor
Administrative Assistant
News Editor
Photography
Production Manager
Advertising Sales
Tom Poberezny
Scott Spangler
H.G. Frautschy
Theresa Books
Ric Reynolds
Jim Koepnick
Bonnie Bartel
Julie Russo
Loy Hickman
913-268-6646
Pass It To Buck
The Best of Buck
by Buck Hilbert
Classified Ad Manager
Copy Editor
Classified Ads
Graphic Design
Isabelle Wiske
Colleen Walsh
Kathleen Witman
Olivia Phillip
GEOFF ROBISON
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
Speaking up for your airport
'Tis the season when the inside of

the hangar feels colder than the out
side air, because in some cases, it is.
No one warned me that my blood
would thin over time to a point
where I just have so little tolerance
of the cold weather. It used to be an
acceptable notion to not hesitate in
getting the airplane out on a 30F day
and go somewhere. Now I shiver at
the thought of going out on a 40F
plus day. Yeah, yeah, I can hear all
you snowbirds chuckling at me all
the way from Florida ... or wherever
you're nesting this winter. I guess I'll
just have to wait out old man winter
at least one more year.
It seems of late that more and more
GA airports are being threatened by
local politicians and real estate mo
guls who envision a better use for our
valuable, not to mention irreplaceable,
aviation facilities. Nearly every avia
tion newsletter or website I read of late
has news of yet another airport on the
"targeted for closure" list. When is this
phenomenon going to stop? What can
or should be done? When one looks
closely at the efforts put forth by groups
such as Friends of Meigs Field and oth
ers, one can only wonder, "What else
could have possibly been done to save
that airfield?" I and many other ten
ants of historic Smith Field Airport in
Fort Wayne, Indiana, have recently ex
perienced just such a threat to our own
treasured airfield. More than two years
ago our local airport authority voted to
close this facility, and in the aftermath
of unrelenting efforts by hundreds of
supporters of this airfield, that vote was
eventually reversed. I firmly believe we
as aviators, enthusiasts, and supporters
need to do a better job of preserving,
promoting, and protecting all facilities
on a continual basis, -not just when

they are suddenly threatened with clo
sure. A continuous effort to keep your
aviation facility perceived in the com
munity as a valued asset, as well as a
safety asset, is absolutely crucial and al
ways the best approach to avoiding the
inevitable. We can all do more to assist
in educating the public and helping
to maintain a positive image of these
facilities.
I promised the membership last
month that I would keep you updated
on the business of your organization,
so here's the long and short of it. The
Board of Directors met in regular ses
sion on November 5. This meeting
served as an excellent exercise for me
to cut my teeth on, because an un
usual number of issues were at hand
for the Board of Directors to address.
As I previously alluded to, the Board
members have been paying close at
tention to our financial health.
We (the Board) are going to con
tinue to capitalize on another mem
bership drive and enhance our cur
rent fundraising efforts, such as the
Friends of the Red Barn campaign.
The membership drive is not just a
key initiative from a financial point
of view; it is all about our strength
as an association. Your former VAA
President Butch Joyce and the staff
were successful in earlier member
ship drives. The membership under
Butch's watch was easily doubled,
and at one time nearly tripled. Even
though EAA has always been helpful
with funding these direct-mail mem
bership initiatives, the age-old rule
of business always has an impact. "It
takes money to make money," and
that always means it's a bit of a roll
of the dice to sign onto this type of
initiative. You as a member can help

out by asking your friends to join up
with us. If we are still into black ink
at the end of the current fiscal year
(March I, 2005), be assured it will
be all about initiatives related to the
membership drive and all of you fine
folks who have graciously supported
the Friends of the Red Barn fund. As I
have mentioned in the past, the VAA
continues its sound financial status.
We will continue to look to the future
so that we are able to remain on firm
financial ground.
As mentioned in the December
issue of Vintage, you will see the en
hanced benefits of the 2005 Friends
of the Red Barn program in this issue
of Vintage. I am certain I speak for the
entire Board of Directors when I say
we all hope you will find these pro
gram enhancements beneficial and
of good value for your much-needed
contributions. Again, for those of you
who have supported this effort in the
past, you have our heartfelt gratitude.
And for those of you who have con
sidered supporting these efforts in the
past, we hope you find these new lev
els of giving appealing and reconsider
supporting your organization. Please
keep in mind that all contributions
to Friends of the Red Barn fund go di
rectly toward offsetting the expenses
involved in all the valued programs,
benefits, and exhibits offered in the
Vintage area during the annual EAA
AirVenture event.
Let's all pull in the same direction
for the good of aviation.
Remember, we are all better to
gether. Join us and have it all.
VINTAGE AIRPLANE
Start Your Virtual Visit Here

There's no waiting in line for the
EAA AirVenture Museum virtual tour.
Just click on The Virtual Museum head
ing on the left side of the home page at
www.airventuremuseum.org to see an ar
ray of virtual and interactive activities.
Sit inside the cockpit of the XP-51
Mustang. Watch a first-person oral his
tory Timeless Voices video. Or cruise
around the EM AirVenture Museum
and explore innovative airplanes,
such as the Aerocar, Loudenslager
Shark, and Rutan VariEze prototypes.
Missed some of the museum's web
cast presentations? You'll find them
archived there, too. See what's going
on at Pioneer Airport, using the live
webcam. Like the virtual museum, the
webcam runs 24/7 year-round. Note
some of these activities require the
latest version of the Apple QuickTime
player or Macromedia Flash player,
which are easy and free to download.
Joe Funk Passes Away

at Age 94
Joseph c. Funk of Coffeyville, Kan
sas, who with his twin brother,
Howard, built 365 Funk airplanes in
the 1930s and 1940s, passed away
on December 2 at the age of 94 in
Coffeyville, Kansas. Born in Akron,
Ohio, on September 17,1910, the
brothers built just over 330 Funk
airplanes in their factory that at
one time employed 100 people.
(EAA has a donated 1940 Funk B in
its collection.) As a side business,
they also created and produced for
the Ford tractor a power takeoff,
which sold well. When the bottom
fell out of the aircraft industry, they
switched to transmissions and be
came Funk Manufacturing, which
was later acquired by John Deere
and continues to be the largest em
ployer in the city of Coffeyville. Joe,
EAA #37967, continued flying until
the 1980s, and was often present at
the annual Funk Fly-in. His brother,
Howard, passed away in 1995.
2
JANUARY 2005
VAA Volunteers of the Year

Each year during EAA AirVenture Oshkosh two
special VAA volunteers are chosen: one as the Be
hind the Scenes Volunteer of the Year and the other
as Flightline Volunteer of the Year.
This year's recipient of the Behind the Scenes
Volunteer of the Year is Paul Kyle, of Germantown,
Wisconsin. Paul has been attending EAA AirVen
ture with his father, Leland, since he was a young
man, and started volunteering as soon as possible.
He 's become a real "jack of all trades" and has
been particularly active in the Tall Pines Cafe before
heading off to work a shift on the flightline. He's
also been busy on many of the weekend work par
ties we have during the spring and fall, helping keep
the VAA buildings in top shape.
Our Flightline Volunteer of the Year is Doug Mar
tel (right), of Littleton, Colorado. In his "real life"
Doug is a cardiologist, and he really looks forward
to spending a week away from it all and working the
flightline , directing and parking vintage airplanes in
our area. Doug so enjoys his time on the line that
there are times when it's hard to get him to quit at
the end of his shift!
The awards were presented during the fall VAA
Board Meeting, held the first weekend in November.
Our congratulations and thanks to Doug Martel and
Paul Kyle, our 2004 VAA Volunteers of the Year!
EAA Seeks Nominations for

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

pated that 15 Class I Directors
will be elected at the 2005 annual
business meeting held in Oshkosh.
This number includes current Class
I Directors, whose terms expire
during 2005, and additional Class
I Directors as necessary so they
collectively compose at least 51
percent of the Board. The current
Class I Directors whose terms do
not expire in 2005 will continue
to serve.
The terms of four Class I Direc
tors expire in 2005: John Beetham,
Mal Gross, Paul Poberezny, and Alan
Ritchie. The individuals elected to
fill these seats will serve for three
years, to expire in 2008. Class I Di
rectors may serve for an unlimited
number of successive terms.
To achieve a total of 26 Class I
Directors, an additional 11 Class

I Directors will be elected. Upon
election, initial term expiration
dates will be assigned to these 11
so their expirations are staggered
as required by the Association's Ar
ticles and Bylaws. Class I Directors
elected in 2006 and thereafter shall
serve for terms of three (3) years .
By this notice, nominations are
hereby solicited for the IS Class I
Director positions to be filled at the
2005 annual membership meeting.
Nominations for these positions
shall be made on officia l nomina
tion forms available bye-mailing
jreader@eaa.org or writing EAA, P.O.
Box 3086, Oshkosh, WI 54903
3086, Attn: Judy Reader.
Candidates must be current EAA
members, and the nomination
petition should include a recent
photo and a brief resume of the
individual's background and expe
rience. Each petition requires the
signatures of at least 25 EAA mem
bers, including their EAA numbers
and membership expiration dates.
Submit nomination petitions to
Nominating Committee Chairman
Ron Scott, EAA Aviation Center,
P.O. Box 3086, Oshkosh, WI 54903
3086, no later than March 1, 2005.
If insufficient nominations are
received, the board's Governance
Committee will make additional
nominations of its own.
The annual business meeting
will be held during EAA AirVen
ture Oshkosh, at the Theater in the
Woods, Wittman Regional Airport,
Oshkosh, Wisconsin at 10 a.m.
COT on Saturday, July 30, 2005.
Voting instructions and procedures
will be published in a forthcoming
issue of EAA Sport Aviation and EAA
Sport Pilot.
Alan Shackleton
Secretary
Experimental Aircraft Association Inc.
Mail Could Hold Your Winning

Ticket in EAA 2005 Sweepstakes
Watch your home mailbox this
month for a special delivery that
could ultimately result in your win
ning a better than new, totally re

furbished Piper Cherokee 140! The
EAA 200S Sweepstakes is under
way, and this year we're making it
easy to enter and become eligible
to win. Along with the Cherokee,
top prizes also include a brand new
2005 Harley-Davidson Sportster
motorcycle, aJohn Deere X475 trac
tor, and a Bose Aviation Headset x.
Winning entries will be drawn and
prizes delivered at the end of EAA
AirVenture Oshkosh 2005. Imag
ine flying home from Oshkosh in a
"new" airplane!
"This is the first time we're per
sonalizing the coupons and mailing
them separately from the magazine
directly to members," said Elissa
Lines, EAA vice president of devel
opment. "Entering the sweepstakes
is as easy as mailing them back." A
donation is not required to enter,
although a minimum amount of $1
per coupon is suggested. Donations
are tax-deductible to the extent al
lowed by law, and you can enter as
many times as you'd like.
The annual EAA sweepstakes
raises crucial dollars that allow the
association to continue its impor
tant work in all areas of its mission:
. preparing for aviation's future
creating and expanding youth
education programs like Young
Eagles; preserving aviation's rich
heritage-proceeds help maintain,
restore, and operate vintage air
craft that are part of EAA's flying
heritage program and golden age of
aviation at EAA's Pioneer Airport, the
sweepstakes program also provides
support for EAA AirVenture Museum
operations, exhibit development,
public programs, and other activities;
promoting access to the dream of
flight; and protecting the right to
fly by allowing EAA to continue
its advocacy mission on behalf of
the membership.
Not You r Father's Cherokee!
The slick, refurbished Piper in
cludes a number of enhancements
and upgrades that belie its 1969
pedigree. Start under the cowl,
where we've installed an over-
hauled-to-better-than-new 160-hp
Red Gold engine from Teledyne
Mattituck Services. The new pow
erplant turns a new prop from
Sensenich Propeller of Lititz, Penn
sylvania, speeding the airplane to
more than ISO mph.
Art Mattson's Aircraft Modifica
tions Research and Development
(AMR&D) of Woodstock, Illinois,
supplied the prop tip mods, vortex
generators, gap seals, and stabila
tor tips, while Met-Co-Aire of Ful
lerton, California, contributed the
wingtips, and LP Aero Plastics Inc.
supplied the windshield and win
dows. A King KLX-135A comm/
GPS and King KT-76A transpon
der by Bendix/King was purchased
from Airtronics. Engine instrumen
tation is by Mitchell Aircraft Prod
ucts, Lake Bluff, Illinois, while the
engine pre-oil pump comes from
George McCrillis of Oilamatic Inc.,
Englewood, Colorado.
Custom interior, including the
modified pilot and copilot seats,
were designed and installed by
Dennis Wolter of Air Mod, Batavia,
Ohio. Acoustical engineer Jon Tel
lock installed a Skandia EASE sound
control system. New interior plastic
by Heinol & Associates, Tyler, Texas,
and brand new seat belts by Aircraft
Belts Inc., Kemah, Texas, round out
the Piper's special modifications.
FSDOs Officially Authorized to

Issue Sport Pilot Certificates
The FAA has released specific in
structions to its Flight Standards
District Offices (FSDOs) outlining
procedures for issuing student pilot
certificates to sport pilot candidates.
The document, N 8700.34, Is
suance of Student Pilot Certifi
cates to Sport Pilot Candidates,
should clear up any confusion
in the fie ld regarding issuance
of student pilot certificates, says
Martin Weaver, FAA's Light-Sport
Aviation Branch manager. Ques
tions regarding the notice should
be directed to the Certification
and Flight Training Branch, AFS
840, at 202-267-9374.
.....
VINTAGE AIRPLANE
The Vintage Aircraft Association levels entitles you to a certificate of

is a major participant in the world's appreciation along with a letter of
largest annual sport aviation event acknowledgement of your gift. The
EAA AirVenture Oshkosh! The Vin VAA is a nonprofit 501(c)3, so your
tage division hosts and parks more contribution to this fund is tax de
than 2,000 vintage airplanes each ductible to the extent allowed by law.
year from the Red Barn area
of Wittman Field south to
DIAMOND LEVEL
$1 ,000 GIFT
the perimeter of the airport.
PLATINUM LEVEL
$750 GIFT
Approximately 450 ded
icated volunteers from all
$500 GIFT
GOLD LEVEL
parts of the country, and
SILVER LEVEL
$250 GIFT
world, help make this an
$100 GIFT
BRONZE LEVEL
unforgettable time for
LOYAL SUPPORTER
$99 OR UNDER
our many EAA AirVenture
guests.
The financial support for
the various activities in connection Your name will be listed as a contrib
with the weeklong event in the VAA utor in Vintage Airplane magazine,
Red Barn area is underwritten by a on the Vintage Aircraft website, and
yearly special convention support on a special display at the VAA Red
fund. This effort is the VAA's Friends Barn. (Please let us know if you do
of the Red Barn program.
not want your name published.)
This fundraising program is an
BRONZE LEVEL ($100) and higher
annual affair, beginning each year donors will also be presented with a
on July 1 and ending June 30 of the special name badge recognizing your
following year. As noted above, there level of participation. During EAA
are six levels of gifts and gift recogni AirVenture, you'll have access to the
tion.
Red Barn Volunteer Center, a nice
Each contribution at one of these place to cool off.
4
JANUARY 2005
New for the current 2005

fundraising campaign . ..
SILVER LEVEL ($250) and higher
donors, in addition to the above
mentioned items, will receive two
passes to the VAA Volunteer Party
and a special Friends of the
Red Barn cap.
GOLD LEVEL ($500) con
tributors, in addition to the
above mentioned items, will
receive one certificate for
a flight on EAA's Ford TriMotor, redeemable during
GIFT
EAA AirVenture or during
the summer flying season at
Pioneer Airport. You'll also
receive one ticket for a free breakfast
at the Tall Pines Cafe for the full week
of EAA AirVenture.
PLATINUM LEVEL ($750) donors
will receive two certificates for a ride
on the Ford Tri-Motor redeemable
during EAA AirVenture or during the
summer flying season at Pioneer Air
port. You'll also receive two tickets for
a free breakfast at the Tall Pines Cafe
for the full week of EAA AirVenture.
As added thanks, you will receive two
tickets to the VAA Picnic during EAA
AirVenture, as well as a two-day auto

pass to park your automobile conve
niently close to the flightline.
DIAMOND LEVEL ($1,000) do
nors will also receive two certificates
for a ride on the Ford Tri-Motor re
deemable during EAA AirVenture or
during the summer flying season at
Pioneer Airport and two tickets for a
free breakfast at the Tall Pines Cafe
for the full week of EAA AirVenture.
As additional thanks, you'll receive
two tickets to the VAA Picnic during

EAA AirVenture, as well as a full-week
auto pass to park your automobile
closer to the flightline .
This is a grand opportunity for all
Vintage members to join together as
key financial supporters of the Vintage
division. It will be a truly rewarding
experience for each of us as individu
als to be a part of supporting the fin
est gathering of Antique, Classic, and
Contemporary airplanes in the world.
At whatever level is comfortable for

you, won't you please join those of
us who recognize the tremendously
valuable key role the Vintage Aircraft
Association has played in preserving
the irreplaceable grass-roots and gen
eral aviation airplanes of the last 100
years? Your participation in EAA's
Vintage Aircraft Association Friends
of the Red Barn will help ensure the
very finest in EAA AirVenture Osh
kosh Vintage Red Barn programs.
VAA Friends of the Red Barn
Name __________________________________________________________________________
EAA#______________________________VAA# ____________________________
Address_______________________________________________________________________
City /State/Zip ___________________________________________________________
Phone_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _E-Mail__________________
Please choose your level of participation:

___ Vintage Diamond Level Gift - $1,000.00
___ Vintage Platinum Level Gift - $750.00
___ Vintage Gold Level Gift - $500.00
___ Vintage Silver Level Gift - $250.00
Mail your contribution to:

EAA
VINTAGE AIRCRAFT ASSOC.
PO Box 3086
OSHKOSH, WI 549033086
___ Vintage Bronze Level Gift - $100.00

___ Vintage Loyal Supporter Gift - $99.00 or under
D Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.)

D Please Charge my credit card (below)
Credit Card Number _________________________ Expiration Date _____________
Signature.____________________________________
*Do you or your spouse work for a matching gift company? If so, this gift may qualify for a
matching donation. Please ask your Human Resources department for the appropriate form.
NameofCompany ________________________________________________________
The Vintage Aircraft Association is a non-profit educational organization under IRS SOlc3 rules. Under Federal Law, the deduc
tion from Federal Income tax for charitable contributions is limited to the amount by which any money (and the value of any
property other than money) contributed exceeds the value of the goods or services provided in exchange for the contribution. An
appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons.
VINTAGE AIRPLANE
VIN T AGE HALL OF FAME
Espie "Butch" Joyce

H.G.
Butch Joyce's first logbook entry for
a half-hour of dual instruction at age
10 in a]-3 Cub was made on Septem
ber 9, 1954, but his roots in aviation
go all the way back to his birth. His fa
ther, Espie Sr., was a pilot and owned
a variety of aircraft when his son was
growing up next to the local airport
near Mayodan, North Carolina.
While in college and serving in the
Army (where he served with the elite
Special Forces Green Berets), he built
a Pitts Special biplane and became an
EM member, serving as EM Chapter
8's president during the 1960s.
Later in that decade, Butch became
involved with an aircraft group whose
primary interest was older airplanes.
That group, now VAA Chapter 3, re
kindled his love for antique and classic
aircraft, and he would go on to own
and fly a Staggerwing Beech, Mono
coupe, UPF-7, Clipped Wing Cub, and
a Model 35 Bonanza, among others.
Starting on the Antique/Classic Board
as an advisor in 1981, he was elected
president in 1988, and held that posi
tion until 2004, a span of 16 years.
Butch says that he's most proud of
the fact that in 1991, in cooperation
with the Aviation Unlimited Agency,
he initiated the creation of the VAA
Aircraft Insurance program. He credits
his wife, Norma, for keeping the pro
gram running well in an ever-chang
ing insurance market. The program
has grown to become one of the VAA
division's most popular benefits, and
has helped create growth that has seen
the division's membership more than
double, from 3,200 to 8,400 members.
During that time he has also served
as the chairman of VAA's activities
during EAA AirVenture Oshkosh. He
was presented with the EAA Presi
dent's Award in 2004.
After stepping down as VM presi
dent in 2004, Butch was elected to
continue to serve on the VAA Board,
where he will continue to serve the
membership of the VAA.
6
JAN UARY 2005
FRAUTSCHY
Butch and his human powered

"flying" machine at the age of 3.
By age 5 he was allowed to walk
across the road and visit the small
airport adjacent to the homestead.
Butch's willingness to hop into
anyone's airplane to go for a ride
resulted in a couple of long "dis
cussions" with his mother! His pal
on many of his journeys across the
road was his dog, Studebaker.
1956-Butch's father, Espie Joyce Sr., with his

brand new Piper PA-22 Tri-Pacer. Butch would fly
this Tri-Pacer more than 1,000 hours and earn
his commercial pilot certificate in the airplane.
The Joyce Flying Service, circa 1956. The airport was on the Joyce family farm
property. As a young man Butch spent much of his time at the field, and was in
spired by many local pilots, including Charles Bailey, John Pace, and Ray Griffin,
who taught young Butch the Flying Fanner act Griffin performed at air shows.
ilPIPllt~O plenty
elbow grease (along with a
great paint job) to this early Bonanza during its res
toration. Later, Butch would fly a twin-engine Beech
Baron he had refinished in a similar color scheme.
Aircraft Association brought Butch in

contact with hundreds of volunteers.
Just one of the many is shown here re
ceiving her Behind the Scenes Volun
teer of the Year award, Sue Eichman.
The Monocoupe has been a fa

vorite for decades, and Butch
bought this 160-hp Monocoupe
90A in 1969 and flew it for a
number of years.
Below. Biplanes have always

been a favorite of Butch's
this UPF-7 was owned and
flown by him, and while in col
lege he built a Pitts Special.
Butch has served the VAA division since

the Antique/Classic days, starting in
1981 as an advisor. He began the Type
Club tent in 1982, and has served as
the chairman of convention activities.
He served as president from 1988 until
2004, a remarkable tenure unmatched
by any other VAA president.
In his early teens Butch started building a 1934

Ford hot rod, so he'd have something to drive
when he turned 16. Both the hot rod and air
planes competed for his interest that year, as
he soloed a J-3 Cub.
VINTAGE AIRPLANE
DOU G STEWART
Winter Operations
I was planning on leaving for the

airport early this morning to meet a
client for tailwheel training in my
1947 Piper Super Cruiser. The ther
mometer outside my window was
registering in the mid-30s (and this
was just the first week of Novem
ber), and the wind was making a
moaning sound as it blew the last of
the dying maple leaves around the
corners of my house. Looking up at
the dark gray clouds whipping past
overhead, I noticed that there were
snowflakes here and there.
How could this be? Just a few
weeks ago I was still wearing shorts
and a T-shirt, and now I had to
think about winter operations. It
seemed like only yesterday that I
was concerned about density alti
tude considerations, and watching
oil and cylinder head temperatures
on the climb out. Today I would
have to think about the possibility
of an engine preheat, and my own
body would need the extra warmth
of a pair of long johns for the cold
back seat of my PA-12.
There was no escaping the fact
that the time of year was here when
I would have to change my men
tality from warm-weather opera
tions to winter operations. There
are some pilots, like my friend
Tim, who, rather than deal with
the burdens of operating in cold
climes, move to southern locales .
In Tim's case I can hardly blame
him. If I think that the back seat
of my Super Cruiser is cold, it must
still feel tropical in comparison to
the back hole of his Stearman. But
those pilots who migrate to warmer
8
JANUARY 2005
climates in the winter don't often

get to experience the phenomenal
performance that only a cold, high
pressure day affords us in the win
tertime. They don't get to experi
ence the truly CAVU skies that can
only be found, at least up north, on
those mid-winter days. Winter fly
ing certainly has some wonderful
benefits, but it also has some spe
cial considerations. Let's take a look
at some of them.
The first consideration I'd like to
mention should be a no-brainer, yet
every year there are pilots who seem
oblivious to the fact that airplanes
will not fly very well, if at all, when
the lifting surfaces have been con
taminated with ice, snow, or frost.
They manage to ruin perfectly fine
airplanes when they crash as a result
of an attempted takeoff without re
moving the contamination. I saw a
pilot once, who started to taxi to the
runway with at least 2 inches of pow
der snow sitting on the wings and
tail of his airplane. He had thought
that the snow would "blow off the
wings" at the start of his takeoff roll.
Fly? "NOT," as one of my younger
sons might say.
So if upon your arrival at the air
port on a frosty winter's morn, you
find your wings, prop, and tail feath
ers coated with ice, snow, or even just
frost, the first order of business will
be to remove it. (Of course, if your
aircraft has been parked in a hangar,
there might be other considerations
if you find frozen contamination on
your airplane.) If the tops of your
wings are painted a dark color like the
Tennessee Red of my Super Cruiser,
and the sun is shining, even in the

depths of winter, it shouldn't take
too long for that passive solar heat
to do its thing. But if your wings are
a weather-beaten white, and haven't
seen a coat of wax in awhile, it could
be quite some time before they are rid
of their lift-defying contamination.
For many years, one of my win
tertime duties at the flight school
where I worked was the removal of
snow and ice from the tied-down
airplanes on the line. It didn't take
me too long to realize how dark
colors and smooth, waxed surfaces
aided me in my job. Those aircraft
were quickly and easily "de-iced."
But those aircraft that had old,
chalky, and faded finishes some
times had contamination stuck on
their surfaces until the tempera
tures rose above freezing. And there
were times when that might be
more than several days.
I do hope that you are also aware
that even a thin coat of rough frost
could have the potential to prevent
the wings from generating enough
lift to allow takeoff. So, if you find
your wings frost-covered, and the
sun and breeze don't have enough
strength to sublimate it (or you don't
have the time to wait for the sun to
do its thing), be prepared to remove
or polish the frost manually. At least
while you are vigorously rubbing the
wings down with an old towel, you'll
also be increasing your circulation,
raising your body heat, and getting a
wonderful red glow on your cheeks.
Now, if it has been cold enough
to leave frost, snow, or ice on
your airframe, then it is probably
cold enough to warrant the pre

heating of your engine. There are
some folks who advocate keeping
the engine preheating all the time
while parked, utilizing an electri
cal preheating device, and there
are others who insist it is better to
only preheat prior to each planned
flight. (If only the heat generated
by the arguments between these
two opposing factions could be
harnessed, I could easily reduce
the electric bill for preheating my
own airplane!) There are also those
folks who prefer to use some form
of forced hot air to preheat their
aircraft. I guess whatever melts
your candle .. .but regardless of how
you preheat, it should be done if
you care at all about extending the
life of your engine, instruments,
and avionics.
Your engine isn 't the only thing
that needs preheating; your instru
ments and avionics need that preheat
as well. Not only is the oil in your
engine sump thick, but also every
moving part in your airplane is going
to be sluggish. The gyros in your in
struments; the cables and linkages of
throttle; mixture and prop controls;
and the displays on your avionics all
need a preheat as well.
My personal way of taking care
of the preheating is to have a "Ta
nis" heater heating the oil sump
and cylinders of the engine. I also
have a small ceramic heater inside
the cockpit. These are both plugged
into an inexpensive 24-hour timer,
which I set to turn on about four
hours before my expected depar
ture time. In this way the airplane
is already warm when I get to the
airport. It is rare that I have a dif
ficult start this way.
The issues of getting our cranky
aviation engines started in the win
ter is worthy of a separate article,
so I'll deal with my techniques and
the dangers associated with those
techniques in the next article. In
the meantime I guess I'll go dig
those long johns out of their sum
mer storage. It's feeling like it might
be a long winter.
......
TAKE SOME OF THE EXPERIMENTING
OUT OF HOMEBUILDING
HANDS-ON
HOMEBUILDER WORKSHOP
SCHEDULE
Jan. 29-30
Denver, CO
Jan.
Oshkosh, WI
Griffin, GA
TIC Welding
29-30
Feb. 25 -27
Introduction to Aircraft Building

Sheet Metal Basics Fabric Coveri ng
Composite Construction
Electrical Systems and Avionics
Cas Welding. Test Flying your Project
(Atlanta Area)
Feb. 26-27
Lakeland, Fl
(Sun 'N Fu n
Campus)
March 5-6
March 19-20
Dallas, TX
Introduction to Aircraft Bu ilding

Sheet Metal Basics Fabric Covering
Com posite Construction
Electrical System s and Avionics
Introduction to Ai rcraft Building

Compos ite Construction
Electrical Systems and Avion ics
Cas Welding
Introduction to Aircraft Building

Electrical Systems and Avionics
.. ~" .' .~
__ a"" _
~~
1-800-WORKSHOP
1-800-967-5746
YOU CAN BUILD IT! LET EAA TEACH YOU HOW.
VINTAGE AIRPLANE
REMINISCING WITH BIG NICK
THE MODEL 18
Reprinted from Vintage Airplane August 1974
by Nick Rezich
All Photos Courtesy the Nick Rezich Collection
The Model 18, like the Howard

factory, got off to a bad start, and the
climb-out was slow. When the first
bids for CPTP and Army PT trainers
were let, Howard's Board of Direc
tors could not make up their minds
whether to get a piece of the action
or not. The issue at hand was money.
Mr. B.D. DeWeese, our new preSident,
finally convinced them we could and
should build the trainer.
When the Board finally decided to
go ahead with the new project, it was
too late. Fairchild, Ryan, Stearman,
and Waco all had airplanes ready
to go. Howard went ahead with the
project, and we built the new plane
to meet CAA certification require
ments and Army specs.
The first move by B.D. was to re
hire Gordon Israel as chief engineer.
Gordon was happy to return to How
ard and was eager to get the new air
plane designed and built.
It was just a week into the proj
10
JANUARY 2005
ect when the head-banging contest

started. First, it was B.D. trying to tell
Gordon what to design, and second
was the stingy Board of Directors dol
ing out a handful of chicken feed to
build it with.
With the money allotted, Gordon
designed the original 18 around a
16S-hp Warner engine. His new de
sign was a slick one. The fuselage
was steel tube with the rear-half fab
ric covered and the cockpit forward
section fitted with removable sheet
metal. The wings were two-piece
mono spar, all wood, full cantilever
panels. The tail group included steel
flippers and rudder and a wooden
stabilizer and fin. The final layout
looked great.
Ted Linnert designed a beautiful
control system-all needle bearings
and balanced 100 percent, aerody
namically and statically. The landing
gear was the pride of Gordon Israel
it was an anti-nose-over gear. It was
built so that when you jumped on

the binders, the nose would come up
instead of pitching you over on your
back. We had fun testing this gear! It
was an odd feeling going down the
ramp at 30 or 40 mph and being able
to jump on the binders without find
ing yourself on the nose.
Throughout the design process,
Gordon kept maintenance and ser
vice in mind (something today's
engineers don't do). The 18 was a
mechanic's dream and a builder's
delight. About halfway through the
preliminary stress analYSiS, word
came down that the prototype must
be in the air within 30 days! That
took care of the preliminaries ... now
it was full bore with everything be
ing right. Now! The main event of
the head-banging contest was to
emerge! Eli Newberger, our chief in
charge of stress (who is now with the
FAA), complained that he could not
finish the stress analysis in time to
release the prototype for flight. Gor

don told him not to worry about the
flying, that he and Walt Daiber, our
test pilot, would take care of meeting
the flight deadline. With Eli settled
down, Gordon released the primary
structure drawing . . . some com
plete and some incomplete.
To meet the 30-day time limit, it
was decided we would build tem
porary jigs for the wings and fuse
lage and that we would build two
airplanes from these jigs. The first
machine would be the flying pro
totype, and the second the static
load test machine. The two fuselages
were built in a wood jig, much the
same as EAA homebuilders use to
day. The wing jig was made of angle
iron bolted together. The later per
manent jigs were all welded. You
mayor may not believe the rest of
this story, but believe-you-me, it is
true. With only 30 days' time and no
additional help to build the first two
airplanes, the true Howard Aircraft
loyalty, craftsmanship, and ingenu
ity emerged.
All the available factory space was
being used to maintain a one-week
production schedule for the Model
IS, which we could not disturb. To
make room for the wing and fuse
lage jigs for the 18, we removed the
foreman's desks and the clothes lock
ers from the wood shop and welding
shop and doubled up with the paint
department and sheet metal depart
ment. The rest of the 18 was built in
corners . . . and at night.
The first to burn the midnight oil
was engineering. I can well remem
ber coming to work in the mornings
and finding Gordon Israel asleep
in his chair at a drafting table. B.D.
would tell Gordon to go home and
get some rest, but Gordon would stay
on until he finished what he was
working on so he could release it to
the shop for construction.
Mike Babco and Conrad Wayne
built the first fuselage in two days.
The fuselage was finished about 3:30
p.m. and went to the paint shop for
routine zinc chromate prime. The
cleaning, painting, and drying was
scheduled as a three-hour job. At
about 5:00 p.m., during a meeting, I

received a phone call from the paint
shop foreman informing me that the
primer would not dry. I told him to
give it another 30 minutes, and it
should be okay.
I CAN WELL REMEMBER

COMING TO WORK
IN THE MORNINGS
AND FINDING
GORDON ISRAEL
ASLEEP IN HIS
CHAIR AT A
DRAFTING TABLE.
Thirty minutes later he called again
and said it was still wet. I left the
meeting, and when I was 50 feet from
the paint booth, I got the word-or
should I say the smell? What I smelled
was not zinc chromate but enamel.
No wonder it wo uldn't dry! Tom
Handler, the painter, had grabbed a
5-gallon pail out of storage and did
not check what it was. He opened it
and it was yellow, so he dumped it
into the pressure pot and started to
spray. What he was spraying was road
marking enamel that we used to paint
the compass rose at the airport. Need
less to say, I got ugly with him-and it
cost him a 30-day suspension.
This little mistake cost us a whole
day. The paint shop stripped the
enamel, re-cleaned and re-etched the
tubing, and painted it that night
in zinc chromate this time-so it
was ready for subassembly the next
morning. The experimental assembly
department consisted of Mike Mol
berg, IISludge" Doyle, Frank Rezich,
Ted Linnert, and Gordon Israel. For
the next five days this bunch worked
16- and 24-hour shifts without any
breaks. When the gang was hungry,
Gordon would give Frank Rezich $10
and send him over to Monkey Faces,
a local gag and vomit shop, for a bag
ful of sandwiches and coffee, which
were eaten whenever a man had the

time to take a bite or two. The corker
came one night when Frank Rezich
fell asleep lying on a sawhorse. Ev
eryone was taking bets as to when
he was going to roll off. I went home
about midnight, and he was still on
dead center; as far as I know he never
rolled off!
After the tail group was fitted and
all controls checked out, the fuse
lage went back to the paint shop for
fabric covering. While the fuselage
was being covered, the stuff hit the
fan! B.D. DeWeese and the Board of
Directors switched engines on Gor
don. They said the 165-hp Warner
was too expensive and we were to
use the 125-hp Warner instead. Well,
Gordon promptly told them in what
particular part of their anatomies
they could insert the 125 Warner!
The head-banging ended with Gor
don losing the contest.
Using the small Warner meant all
new performance figures, new weight
and balance .. . in fact, new every
thing firewall forward and no place
to chop any weight other than in the
finish. The first set of wings was fin
ished by now, and the second set was
already started, so it was too late to
design or build a new, lighter wing.
When the smoke cleared, Gordon
jumped into his Dodge and headed
for Andy Kluck's II Barn li where he
could think in peace and settle down
with the aid of the spirits.
In the meantime, Eli Newberger,
Ted Linnert, and Wally French re
engineered the 18 to match the 125
Warner. They made some changes in
the Number 2 static test airplane, but
left Number 1 alone; it was still full
bore on the flight-test plane. Harold
Bates joined the experimental group
in charge of engine installation, and
the airplane was fully assembled at
the factory and checked out; then the
wings were removed, and the ship
was trucked to the airport for final as
sembly, taxi test, engine run, etc.
While all this was going on, Eli
and his gang were working around
the clock building the IIwhiffle tree"
for the wing static testing, building
the drop test rig for the landing gear,
V INTAGE AIRPLANE
11
A Model 18 with an NACA cowl.
and working out some final figures

before the first test flight. We still had
about five days left to meet the dead
line, and Walt Daiber was chomping
at the bit to fly the 18. He had been
running slow taxi tests, engine tests,
etc., plus test-flying the ISs. He had
been given instruction from Gordon
not to fly the plane until engineering
released it.
Well, 01' Walt was nothing but a
big kid who loved to fly. One after
noon after all the squawks had been
worked off, Walt asked to run some
high-speed, tail-up tests on the run
way. Gordon said okay, but don 't fly
it, and to make sure he wouldn't,
Gordon instructed the mechanics
not to put the rear engine cowl on
and one side panel. Walt jumped
into the cockpit, and my brother
Frank cranked him up. As Walt taxied
out, he had the grin of the cat that
just swallowed the canary. Yep, you
guessed it-when he got down to the
west end of the east/west runway, he
opened up the throttle, up came the
tail, and about 200 feet later the 18
12
JANUARY 2005
was in the air!

Walt climbed it out at max angle,
circled the field to about 3,000 feet,
and proceeded to run some stall
tests. After about 30 minutes of flying
around doing steep turns, dives, etc.,
he returned to the field, made a per
fect three-point landing, and taxied
in with that same $%#*-eating grin
on his face. Gordon was so happy to
see his new design fly, he forgot all
about his "no fly" order. He jumped
up on the wing, slapped Walt on the
back, and asked, "How was it?" Walt,
still smiling, said, "Build it-it flies
like a toy!"
The following weeks were spent on
the static load tests and keeping B.D.
DeWeese away from the airplane .
Walt was about three jumps ahead of
everyone in the flight tests, and again,
Gordon warned him not to spin or
dive the airplane until the wing tests
were complete. Unbeknown to Gor
don, Walt had already spun it. Walt
let the cat out of the bag when the en
gineers were installing the spin chute.
He told them, "Hell, you don't need
that; it spins nose down!" Walt was

skating on thin ice, however, because
a few days later the wing failed at the
torsion box with a lesser load than for
which it was designed.
This section was modi
fied, and the airplane
went through the cer
tification tests with no
other problems.
Our next problem
was production. We
had to rearrange the
factory to accommo
date both the 18 and
the 15. In the mean
time, the sales depart
ment had sold a mess
of 18s and wanted de
livery yesterday. Build
ing the first 10 18s
caused many red eyes;
it was common to work
three days straight! Yes,
I remember it well
going to work on Mon
day and going home
for the first time on
Wednesday smelling like a goat!

The 18, like the 15, was improved
and modified on the production line
by the mechanics, and it left the fac
tory in traditional D.G.A. form. The
first batch of 18s had an enamel fin
ish on the wings and stabilizer. We
used a process called "wipe-on," in
which we finished the wood like
furniture-sealer, filler, and color.
This was supposed to be quicker and
cheaper than the customary dope
and fabric and did, indeed, result
in a high-gloss finish. As it worked
out, this was more time-consuming,
expensive, and difficult to repair.
The high gloss was the only thing
the method had going for it. This
was later changed to a dope and
fabric finish. The wood covering
was applied with tacking strips in
place of permanently driven nails
such as in the 15. The leading edge
was a one-piece, curved section that
we formed ourselves with a steam
forming jig. We also added check
valves to the brake reservoir cans
to keep from bathing the pilot with
hydraulic oil.
The whole 18 program went well
The first Howard Model 18 at the factory test hangar.
until the airplanes and the summer

heat met in Georgia, Oklahoma, and
Texas . The operators complained
that the airplane would not perform
or climb in the 90F temperatures.
Gordon was well aware of this situa
tion and explained to the salespeople
that you couldn't build an airplane
that was designed for 165 hp and fly
it with 125 hp and expect anything
other than a pig.
It wasn't long before the sales
came to a grinding halt. C.w. "Slim"
Frietag, our vice president of sales,
an old-time pilot with many hours,
finally convinced B.D. DeWeese and
the Board of Directors of the need

to install the 165-hp engine if we
were to survive. Then it was back to
the head-banging contest! Gordon
came out of the contest with the
larger lumps-a Kinner engine was
purchased and work began immedi
ately on the new installation. This
program was a carbon copy of the 18
as Gordon had originally planned it.
Sales wanted the plane yesterday, so
it was back to working all hours of
the day and night.
Next month: The air show and
the 18 develops a bad case of the
spin shakes.
........
The Model 18 final assembly crew. In the center is Mike Molberg, the foreman who brought the wreckage of Mr. Mulligan back to
Chicago. To his left is my brother, Frank, who is with Rockwellintemational working on the 8-1 bomber program.
VI NTAGE AI R PLAN E
13
660b nol" ~~~:~~r:
is saying.
"No t another story about yet
another ridiculously expensive
j-3 Cub!"
Yes, we have to admit that this is
a story about a j-3 Cub, but hang in
there. It's not just any j-3 Cub, and
you might learn something. We
certainly did. Plus, we met some in
teresting folks, and you will, too.
Every airplane type in history
ha s a circle of enthusiasts around
it who know all the historical nit
noids about it. However, quite often
those of us outside the circle never
hear those tales, and that's the case
with the Bair Wings Cub. Not only
14
JANUARY 2005
is the airplane itself unique, but it

also brings up a subject not many of
us know much about: airplanes that
were produced for unusual purposes
and how those that have survived
compose an interesting collector's
area within vintage airplanes.
The Cub in question, NC37946,
is a 1941 model that came into the
Bair family's life in 1978, when jerry
Bair of York, Nebraska, bought the
airplane from its 19th owner. jerry
and his father, Don, were aviation
institutions in that part of the Plains
states, having been ag-operators
almost from the beginning of the
concept. In addition, they oper
ated an FBO and flight school on
the York Municipal Airport. jerry's
son, Craig, who now owns the air

plane, received a gift of 10 hours
of dual with his grandfather in the
airplane. So, to say this airplane has
been a part of the family for a long
time is an understatement.
In 1983 they decided to re-cover
the wings, but in the process discov
ered dry rot in all four spars, so the
wings needed a complete rebuild. Not
wanting to take time from their ag
operations to do the work themselves,
they farmed it out to a local mechanic
who took the airplane to his shop to
work on it. That turned out to be a
mistake; the mechanic moved to the
East Coast, and it was 10 years before
the Bairs were able to pry the airplane
loose and return it home.
Craig, who continued in the

family business and is now a third
generation ag-operator, took cus
tody of the airplane and in 1995
began to work on it. He has done
an excellent job of telling the Bair
Cub story on the signboard that
accompanies the airplane, and it's
well worth reading.
"I decided that I wanted the air
craft to be completely original, so
I began research on what a 1941
Piper Cub should look like. I had
heard about a pre-war program in
which one Piper dealer in each state
could acquire a Flit
!NUSIO'U
I;-;;IJ
fire. Those were Cubs
~M'I. O! "
~ painted silver with
Pipe, Cult Traine,
P,obobly
oWpione ho,
~ British markings. I
onjoy.d .... popularity of .... Pipe,
::;;
Cub ITolne,. h io ...,y to fty and
~ thought it would be
economical to maintain. Private
owners And it on ideal plone and it
~ pretty neat if my Cub
is IMino used extensively in .... pres
ent CfVil Aeronoutics
pro
~ was one of those Flit
gram. A var;.ty of
horsepower
engines contribut. to its perform

~ fires , but I couldn't
ance ond economy of operation.
__
figure out how to

two _ . . . _
...........
of
~
check on that.
I ae.....
110 _
~ght
tro~
~
Brown &Williamson Tobacco

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

Smith Jr. about what my Cub should
look like to be original. Clyde gave
me some very good information
but suggested I attend one of his
restoration workshops."
Smith runs a series of ragwing
Piper restoration clinics that take
place in various locations around
the country. They are considered a
"must do" for those serious about
that kind of restoration.
"I attended his workshop in
September of 1996 in Fort Collins,
Colorado. I told Clyde I wanted the
airplane to be absolutely original,
but he took that with a grain of salt
because he'd heard it many times
in the past, and people apparently
didn't follow through.
"I asked him about the pOSSibil
ity of my aircraft being a British
Flitfire, and he said he would look
into it when he got home after I
gave him my registration and se
rial numbers.
About two weeks went by, and
I got a call from Clyde. He said ,
' I have good news and bad news.
What do you want first?' I said,
'Give me the bad news.' He said the
Cub is not a Flitfire, but the good
news is that it is rarer than a Flitfire:
it is a Wings Cigarettes Cub. I asked
him how he knew this, and he said
it was written in the Remarks sec
tion in the original factory records.
"I asked him what he knew
about Wings Cigarettes Cubs, and
he said, 'No t much, other than
they were given away by the ciga
rette company in 1940 and 1941.'
He recommended that I call John
Stahly in Indiana because he had
done a lot of research on Wings
Cubs. I contacted John, and he said
he had a Wings Cub, but it wasn't
restored to original. He then sent
me copies of everything he had
on the promotional program that
was called Wings of Destiny by the
cigarette company."
Finding out he had a rather rare
airplane, Craig then became a real
Wings-aholic and started scratching
around for everything he could find
out about the Wings airplanes and
what he'd have to do to make his
absolutely authentic, right down
to the tiniest details. Then he got a
boost in the originality department
II
VINTAGE AIRPLANE
15
when Clyde Smith asked to hold one

of his workshops in Craig's facility in
York, Nebraska.
"While he was there we made a list
of everything I'd need to make the
Cub original. The biggest items I had
yet to locate where an original cowl
ing, carburetor airbox, three-piece
windshield, and the black-faced in
struments. We then discovered by
looking at other Cubs that this one
had the cathedral ceiling.
"I began looking
everywhere for any
original, pre-war
Cub parts. I found
the oil temperature
gauge and compass
in a friend's Cub
that was in the raf
ters of his hangar.
Clyde found an
oil pressure gauge.
I already had the
airspeed and altim
eter, and Keystone
Because
of
his
profession
as
an
agriculInstruments sup
Craig's meticulous work on the Continental engine is ap
tural
sprayer,
Craig
Bair
couldn
't
make
plied
me with the
parent in the fit of the cowling and the "eyebrows" above
the
trip
to
Oshkosh
for
EAA
AirVenture
Waltham
tach and
each bank of cylinders.
2004, so his friend Dan McNeill of Placer- 0 v e r h a u led the
ville, California, brought the Wings Cub to other instruments.
the convention.
"For a long time
I didn't have an
original primer, then found one just sitting on a bench
at another friend's shop in Missouri."
The search for parts for an airplane such as this often
takes weird and serendipitous turns. For instance, Craig
was asked to ferry a 1929 Great Lakes from New York
state to Kansas for a friend. While he was weathered-in in
New York, he called Mac MacVicor, who had been recom
mended to him as someone who might have Cub parts.
"I told Mac I needed a three-piece windshield, and I
could hardly believe it when he said he had a brand new,
60-year-old one that was still in its factory wrappings.
The Pyralin plastic was good only for patterns, but the
windshield strips were perfect.
"I also told him I needed original-type cables that had a
braided splice. Mac said he hadn't done the five-tuck splices
he thought they needed for years and recommended I
contact Ken Cassens at [Old] Rhinebeck Aerodrome about
it. Ken in turn recommended I call Andrew King.
"We called King's father, who said that Andrew was
out of town for about a week and to call back. So, that
was that for the time being. The weather was lifting, and
I headed west.
"I stopped in Kankakee, Illinois, for fuel and was at
the counter paying for my fuel when a gentleman came
16
JANUARY 2005
Clyde Smith Jr., lagwing Detective
Noted restorer Andrew King was enlisted

to create a set of accurate control cables,
complete with Roebling roll splices.
up and asked me if I was the one

flying the Great Lakes and wanted
to know who I was delivering the
airplane to. It turned out he knew
both the seller and the purchaser. I
about fell over when he introduced
himself as Andrew King.
"I told him he was just the guy
I'd been looking for and had been
told he could splice up cables for
my Cub. He said he would be happy
to and corrected me and said the
original cables were not five-tuck
spliced, but Piper used the Roebling
roll splice. I sent him myoid cables
for patterns, and a month later I
had a beautiful set of brand new
control cables just like they had
been made in 1941."
In the course of trying for origi
nality, Craig wanted to re-cover the
airplane in Grade A cotton, but was
unsuccessful in finding a supplier.
Then in a chance conversation
with Dip Davis at Superflite, Davis
said he'd gotten a brochure from
someone who was making certified
cotton, but he'd thrown it away.
Sensing Craig's concern, however,
Davis went through the garbage,
found the brochure, and the Bair
Wings Cub now had a bolt of air
craft cotton on the way.
Besides scrounging around for
Wings Cub parts, Craig was constantly
doing the same for Wings Cigarettes
memorabilia.
"I was at a flea market in Lincoln,
Clyde Smith Jr. provides a service analogous to being a genealogist: he has

all the Piper records for al l ragwing Pipers and can tell you things about your
airplane you never suspected . He can also pOint out special models many of us
never knew existed.
For a pa ltry $15 he can supply you with such obscure information as the se
rial number of the prop that was originally on your airplane when it rolled out of
the factory. Or the engine's original make, model, and serial number. He can
also tel l when it was manufactured and when it actually rolied out the door,
which are sometimes quite different. He can also verify the original color, the
color scheme, and how the airplane was originally equipped.
One of the most important services , however, is in the records column
marked Remarks. This is where factory personnel recorded anything unusual
about the airplane. This is where it indicated that the Bair's Cub had been built
for the Wings Cigarettes Company to be used in its Wings of Destiny program.
Clyde said, "What I need to work from is the airplane's N number and the serial
number. However, people should know that the serial number and the fuselage
number aren 't the same thing. Often, people call all panicked because their fuse
lage doesn 't match the seria l number, and they think they have a problem when
they don't. The serial number is on the dataplate, while the fuselage number could
be a number of places, depending on the model and age of the airplane."
What kinds of things does Clyde sometimes ferret out for his customers?
"In checking this one particu lar J-4, I found it had been built specifically for
the CAA with a full electrical system, IFR instrumentation, and radios. I some
times theorize it was headed for the Forestry Service or something, but don't
know that for a fact. "The airplane was painted orange with black trim and had
the CM logo on the door. "
Some of the better-known Cub variants like the Flitfires pop up from time
to time.
"I show eight Flitfires still on the registry and just recently had the fun of tell
ing a lady in Seattle that her Cub was an original Flitfire. At this point, I think I've
located all the Flitfires. "
A Cub variant that is practically unknown was identified by Piper as a Cub Sport.
"These airplanes were produced in 1938, '39, and '40 and were greatly
upgraded airplanes. They had red leather interiors, spinners , strut cuffs, and
wheelpants. Considering that 6,600 out of the original 14,000 Cubs built are
still registered, there are probably a lot of undiscovered Sports out there .
"There are also a bunch of TG-8 gliders around that have been converted with
the addition of an engine. They are easily identified because the fuselage num
ber, not the serial number, starts with a G. I know of only four TG-8s left in their
original configuration. "
Another rare variation is the HE-l, an ambulance model based on the J-5/
PA-12 airframe .
"There were 100 HE-ls built, but I know of only eight left. But who knows what
may turn up in a barn somewhere."
So, do you have a specia l airframe hiding under that fabric you fly around on
weekends? Call Clyde and find out.
Clyde Smith Jr.
570/748-7975
Box 721
Lock Haven, PA 17745
E-mail: cubdr@chilitech .net
VINTAGE AIRPLANE
17
Nebraska, and found a

Wings Cigarette poster
and asked the dealer if he
had anything else hav
ing to do with Wings. He
asked why, and I told him
about the Cub . A lady in
the booth behind us asked
me if it would be okay if
she tried to find the fam
ily who had won the Cub
in 1941.
"It was only a few days later
when I got a call from the nice lady
who was really excited. She had
found the Nivers family, and Rich
ard Nivers had been the winner. His
brother, Robert, was still living in
Omaha . The family couldn't be
lieve the airplane had survived all
these years and were very excited
to hear from me. They said Richard
was still alive, but in a rest home in
Burbank, California, suffering from
Alzheimer's disease.
"Robert collected everything he
could find about the Cub and sent
copies to me. He said that he re
membered the day of the Cub give
away vividly because he sat in his
parent's 1938 Buick and listened to
the news about the attack on Pearl
Harbor: the presentation giving the
Cub to Nivers took place the morn
ing of December 7, 1941."
While researching the screws and
bolts for the airplane, Craig had been
told by reliable sources that all of the
screws were slotted, not Phillips, and
of course it was all Type One cad
plated, not Type Two. So, he bought
enough bolts and screws to do the
entire airplane and sent them all to
United Plating in Tulsa, Oklahoma,
to be re-plated in Type One.
"Clyde Smith overhauled the
engine for me in Lock Haven and
had a new nose bowl made by Free
man Aviation. He was almost done
with the engine when a friend and
I drove over to help him finish.
While there, I went through the
literally tons of Cub pictures Clyde
has. While doing that, I found an
original picture of a 1941 instru
ment panel and noticed that Piper
18
JAN UARY 2005
used Phillips screws on the instru

ments and to fasten the panel to
the boot cowl. The photo also
clearly shows black wrinkle finish
paint on the instrument panel, car
buretor heat well, throttle plates,
and fuel shutoff well. We would
have never known that without
that photograph.
"When finishing the airplane,
we followed Piper Report 381 with
two exceptions: we didn't use ni
trate dope, and we painted all metal
parts with Air-Tech poly paint."
The Wings Cubs were clearly
identified by a distinctive Wings of
Destiny logo on the side, and that
had to be duplicated exactly.
"Clyde had an original photo
graph of a Wings Cub, and between
that one, others supplied by the
Nivers, and my original posters, we
had solid references to work from.
My helper's brother, Greg Elliott,
is a professional sign painter, and
he said he really wanted to paint
the sign on the Cub. Greg made up
a full-size drawing from the post
ers and pictures and sent it over for
us to proof. It looked identical to
the originals. In December of 2003,
Greg drove over from western Ne
braska on a Friday and began to
hand-paint the sign on each side
of the Cub. By Sunday morning,
we had two exact duplicates of the
Wings of Destiny signs on 37946."
According to Craig, the reassembly
after painting was easy because they
had completely assembled the entire
airplane before it was covered, so all
the fairings had been trimmed and
drilled and the rigging was done.
"The first test flight was on March
20, 2004, and went without a hitch.
We only had to
adjust the right
rear strut to correct
for a slight wing
heavy condition.
I have test-flown
many aircraft, but
this one meant the
most to me. It was
just like my first
solo flight. Flying
around in this airplane reminds me
why I learned to fly.
"In June of 2004, Mr. and Mrs.
Robert Nivers drove over to see
the airplane for the first time since
1941. Robert even went for a ride.
He also brought along several pic
tures and other bits of memorabilia
about 37946 for me to keep. It was
quite a thrill for us."
The story of the Bair Wings Cub
shows that many threads of history
can weave themselves together into
an artifact that simply can't be du
plicated: the Pearl Harbor connec
tion, the fact that the Nivers sur
vived along with the airplane, the
discovery that the Bair's family Cub
was a rarity, those first 10 hours of
flight with granddad.
These kinds of things can't be
orchestrated. Fate somehow made
a series of decisions that com
bined to say that this airplane and
these people should survive, and
they would find their way into the
hands of someone like Craig Bair,
who wanted to see that those bits
of history should be treated with
the care and respect they deserve.
Like we said, this isn't just an
other J-3 Cub story.
P.S.
Did we mention that the Bair
Cub tied for Antique Reserve Grand
Champion and won a Silver Lindy
at EAA AirVenture Oshkosh 2004?
Not too shabby! And did we mention
that in the course of the interview
it was discovered that Craig's father
gave this writer his first three hours
of dual instruction in the late 1950s?
The threads of aviation history often
cross in unexpected places.
....
TYPE CLUB LIST
This information is listed on our website, www.

vintageaircraft.org, throughtout the year. Anytime you
have changes related to your listing, drop a note in the
mail detailing the changes (use the format you seen on
these pages). Send your note to: Editor, Vintage Airplane;
Vintage Aircraft Association; P.O. Box 3086; Oshkosh,
WI 54903-3086 or e-mail it to vintage@eaa.org.
Aeronca Aviators Club
Bellanca-Champion Club
Cessna 150/ 152 Club
Robert Szego
P.O. Box 66
Coxsackie, NY 12051
518-731-3131
E-mail: robert@aeronca.org
Web: www.aeronca.org
Dues: $29/yr, $37 Canada & Foreign
Publication: Quarterly, Aeronca Aviator
Robert Szego
P.O. Box 100
Coxsackie, NY 12051-0100
518-731-6800
robert@bellanca-championclub.com
www.bellanca-championclub.com
Dues: $35/1st yr, $63/-yrs;
Foreign $41/1st yr, $68/-yrs
Publication: Quarterly, B-C Contact!
Royson Parsons
P.O. Box 1917
Atascadero, CA 93423-1917
805-461-1958
membership@cessna150-152.com
Web: www.cessna150-152.com
Dues: $35 US,Canada, Mexico
$49 Foreign
Publication: Bi-monthly
Bird Airplane Club
Cessna International Bird Dog Association

(L-19/ 0 -1)
Fearless Aeronca Aviators (f-AA)
John Rodkey
280 Big Sur Dr.
Goleta, CA 93117
805-968-1274
E-mail: poobah@westmont.edu
Web: http://aeronca.westmont.edu
Dues: None, contribute with discussion at e-mail
Publication: Electronic form only
International Aeronca Association
Buzz Wagner
Box 3, 4011st Street East
Clark, SO 57225
605-532-3862
Fax: 605-532-1305
Dues: $20/yr.
Publication: Quarterly
T-34 Association, Inc.
Charles H. Nogle
P.O. Box 925
Champaign, IL 61824-0925
217-356-3063
Staggerwing Club
P.O. Box 550

Tullahoma, TN 37388
931-455-1974
Fax: 931-455-1994
E-mail: museuminfo@staggerwing.com
Web: www.staggerwing.com
Dues: $25/yr. US, $30/yr. Foreign
Twin Beech 18 Society
Lorraine Carter
P.O. Box 550
Tullahoma, TN 37388
931-455-1974
E-mail: staggerwing@bellsouth.net
Dues: $50/yr.
Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
815-943-7205 Dues: Postage Donation
American Bonanza Society
Nancy Johnson
P.O. Box 12888
Wichita, KS 67277
316-945-1700; Fax: 316-945-1710
E-mail: bonanza2@bonanza.org
Web: http://www.bonanza.org
Dues: $50/yr.
Publication: Monthly
Twin Bonanza Association
Richard I. Ward
19684 Lakeshore Drive
Three Rivers, MI 49093
269-279-2540; Cell: 269-251-2636
Hangar: 269-279-7616
Fax: 269-279-2540
E-mail: forward@net-Iink.net
Web: www.twinbonanza.com
Dues: $35/yr US & Canada; $45/yr Foreign
Bucker Club
A. Gordon Clement
2225 Peachford Lane
Lawrenceville, GA 30043
770-995-1798
E-mail: bucker131@adelphia.net
Dues: $22/yr US & Canada
$27 Foreign in US Funds
Publication: 6/yr
Cessna Airmaster Club
Gar Williams
9 So. 135 Aero Drive
Naperville, IL 60564
630-904-8416
E-mail: aerocraft@aol.com
Jim Mulvihill
46 Eagles Nest
Kerrville, TX 78028
830-896-7604
E-mail: N305AF@omniglobal.net
Web: www.I-19bowwow.com
Dues: $30/yr US; $35/yr Canada;
$45/yr Int'l
Publication: Quarterly Magazine; Monthly
Email Newsletter
Cessna 180/ 185 International Club
(ownership required)
Dave Hayden
21910 S. Gardner Road
Spring Hill, KS 66083
913-884-2187; Fax: 913-884-2167
E-mail: dave@kingsavionics.net
Dues: $25/yr.
Cessna 195 International Club
Bob Reiss, President

9493 La Jolla Farms Road
La Jolla, CA 92037
858-457-5987
Fax: 858-552-8453
E-mail: bobreiss@lajollafarms.com
Web: www.cessna195.org
Dues: $25 to join, future assessments as
required, won't exceed $25 in any yr.
Publication : Quarterly
Cessna Owner Organization
Randy Augustinak
P.O. Box 5000
lola, WI 54945
715-445-4053, ext 118
888-MY-CESSNA
E-mail: help@cessnaowner.org
Web: www.cessnaowner.org
Dues: $48/yr.
World Beechcraft Society
Steve Oxman
8609 S. 212th
Kent, WA 98031
866-732-3927
Fax: 253-395-3354
E-mail: admin@worldbeechcraft.com
Web: www.worldbeechcraft.com
Dues: $60/yr. US
Publication: 6/yr
Cessna T-50 "Bamboo Bomber"
Cessna Pilots Association
Paul Anderson
1210 Highway 35
Hudson, WI 54016
715-549-6327; Fax: 715-549-6328
E-mail: pjander@earthlink.net
Web: www.cessnat50.org
Dues: Call Club for Info
P.O Box 5817

Santa Maria, CA 93456
805-922-2580
Fax: 805-922-7249
E-mail: info@cessna.org
Web: www.cessna.org
Dues: $45 US, Canada, Mexico; $55 Int'I
VINTAGE AIRPLANE
19
Eastern 190/ 195 Association
Culver Dart Club
Great Lakes Club
Cliff Crabs
25575 Butternut Ridge Road
North Olmsted, OH 44070
440-777-4025
E-mail : ccrabs@aol.com or
classic195@aol.com
Dues: $15 initial , then as required
Publ ication : 4/ yr, approx.
Lloyd Washburn
2656 East Sand Road
Port Clinton, OH 43452-2741
419-734-6685
E-mail : washlloydburn@cros.net
Brent L. Taylor, Editor

P. O. Box 127
Blakesburg, IA 52536
641-938-2773, Fax: 641-938-2093
antiqueairfield@sirisonline.com
Web: www.aaa-apm.org
Dues: $15
Publication : (3) 16 pg. Newsletter
International Cessna 120/ 140 Association

Mac & Donna Forbes , President
P.O. Box 669

Alamance, NC 27201-0669
336-226-4582
E-mail : mcforbes55@bellsouth.net
Web: www.cessna120-140.org
Dues: $25/ yr; $35/ yr. Overseas
Publication: Bi-monthly. Annual Calendar
Issue & Membership Handbook/ Directory
International Cessna 170 Association , Inc.
Velvet Fackeldey
P.O. Box 1667
Lebanon, MO 65536
417-532-4847
headquarters@cessna170.org
Web : www.cessna170.org
Dues: $35/ yr.
Publication : Flypaper-monthly; The 170
News-quarterly
West Coast Cessna 120/ 140 Club
Randy Thompson
4379 Hwy 147
Lake Almanor, CA 96137
530-357-5440
thompsonsair@northvalley.net
Dues: $20/ yr.
Culver PQ-14 Assoc.
Ted Heineman
29621 Kensington Drive
Laguna Niguel, CA 92677
949-495-4540
Ercoupe Owners Club
Carolyn T. Carden
P.O. Box 7117
So. Brunswick Station , NC 28469-7117
910-575-2758
E-mail: coupecaper@aol.com
Web: www.ercoupe.org
Dues : $30/ yr.
Publication: Monthly, Coupe Capers
Ercoupe Owners Club - Wisconsin Wing
Judi Matuscak
6262 Brever Road
Burlington, WI 53105-8915
262-539-2495
E-mail: bjmatus@speeddial.net
Fairchild Club
John W. Berendt, President

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

Corben Club
Robert Taylor
P.O. Box 127
641-938-2773; Fax: 641-938-2093
Dues: $15/ yr.
Publication: 3
Robert L. Taylor
P. O. Box 127
641-938-2773
Fax: 641-938-2093
E-mail : antiqueairfield@sirisonline.com
Dues: $15
Publication: (3) 16 pg.
Culver Aircraft Assoc .
International Fleet Club
Dan Nicholson
723 Baker Dr.
Tomball , TX 77375
281-351-0114
E-mail : dann@gie.com
Dues: Contact Club
Publication: Contact
Sandy Brown
P. O. Box 511
Marlborough, CT 06447-0511
860-267-6562
E-mail: flyboy@ntplx.net
Web: http://users.ntplx.netj-flyboy/
Dues: Contributions
Publication: 3-4/ yr, approx.
The American Yankee Association

(Grumman)
Stew Wilson
P.O. Box 1531
Cameron Park, CA 95682-1531
530-676-4292
E-mail: sec@aya.org
Web: www.aya.org
Dues: $40/ yr.
American Hatz Association, Inc.
Chuck Brownlow
P.O. Box 10
Weyauwega, WI 54983-0010
E-mail: brownlowod@aol.com
Web: www.weebeastie.com/ hatzcbl/
Dues: $20/ yr.
Hatz Club
Robert L. Taylor
P. O. Box 127
641-938-2773
Fax: 641-938-2093
Dues : $15/ yr.
Publication: (3) Hatz Herald
Canadian Harvard Aircraft Association
Greg Burnard
Tillsonburg Municipal Airport
244411 Airport Road
Tillsonburg, OntariO, Canada N4G 4Hl
519-842-9922; Fax: 519-842-3292
E-mail: harvardpilot@hotmail.com
Web: www.harvards.com
Dues: $50/ yr.
Heath Parasol Club
William Schlapman
6431 Paulson Road
Winneconne, WI 54986
920-582-4454
Howard Club
Edward R. Moore
P.O. Box 50
West Mystic, CT 06388
386-760-8766 Jan .l-May 15
E-mai l: ebdgaI5p@aol.com
Dues: $30/ yr.
Culver Club
Brent Taylor
P.O. Box 127
641-938-2773
Fax: 641-938-2093
Dues: $15/yr.
Publication: (3) 16 pg.
20
JANUARY 2005
Funk Aircraft Owners Association
Interstate Club
Thad Shelnutt
2836 California Av.
Carmichael, CA 95808
916-971-3452
E-mail : pilotthad@aol.com
Web: www.funkflyers .org
Dues: $12 j yr.
Publication: 10/ yr.
Brent Taylor
P.O. Box 127
641-938-2773, Fax: 641-938-2093
Dues: $15/ yr.
Publication: (3) Interstate Intercom
Continental Luscombe Association
American Navion Society
International Comanche Society
Jim & Patti Sani, President & Secretary/

Treasurer
10251 E. Central Ave .
Del Rey, CA 93616
559-888-2745
E-mail: c/ajim-patti@pacbell.net
Web: www.luscombe-cla.org
Dues: $20 US, $27 Canada
$35 Foreign. US Funds
Publication: 6/ yr
16420 SE McGillivray #103

Vancouver, WA 98683-3461
360-833-9921, Fax: 360-833-1074
E-mail: Flynavion@yahoo.com
Web: www.navionsociety.org
Dues: $50/ yr.
Skip Dykema
5604 Phillip J. Rhoads Ave. ,
Hangar 3, Suite 4
Bethany, OK 73008
954-661-1454
Fax: 405-491-0325
skipsouthernsky@bellsouth.net
Web: www.comancheflyer.com
Dues: $64/ 1st yr. , $60 add 'i yrs.
Publication: Monthly, 50 pages
Luscombe Association
Steve and Sharon Krog

1002 Heather Lane
Hartford, WI 53027
262-966-7627
E-mail: sskrog@aol.com
Dues: $25 US & Canada
$30 Foreign
Publication : 6/ yr
Luscombe Endowment
Doug Combs
15815 E. Melrose St.
Gilbert, AZ. 85296
480-650-0883
dcombs@luscombesilvaire.info
Web: www.luscombes.org
Publication: Electronic
Meyers Aircraft Owners Association
William E. Gaffney, Secretary

24Rt.17K
Newburgh, NY 12550
845-565-8005
Fax: 845-565-8039
Dues: Postage Fund Donation
Publication: 5-6 per year
Monocoupe Club
Frank and Carol Kerner

1218 Kingstowne Place
St. Charles, MO 63304
636-939-3322
monocoupe@sbcglobel.net
Web: www.monocoupe.com
Dues: $25/ yr.
Publication : website
Navion Type Club at Navion Skies
Raleigh Morrow
P.O. Box 2678
Lodi , CA 95241-2678
209-367-9390
E-mail: Navionl@inreach.com
Web: www.navionskies.com
Dues: $45/ yr.
Publication: Monthly, & via e-mail.
Parrakeet Pilot Club
Barry Taylor
Box 127
641-938-2773, Fax: 641-938-2093
E-mail : antiqueairfield@sirisonline.com
Dues: $15
Publication: (3) The Parrakeet Pilot
Brodhead Pietenpol Association
Donald Campbell
221 N. LaSalle St, Ste 3117
Chicago , IL 60601
Web: http://www.pietenpol.org
Dues: $10/ yr. US
International Pietenpol Association
Robert L. Taylor
P. O. Box 127
641-938-2773, Fax: 641-938-2093
Dues: $15
Publication : (3) 16 pg.
Cherokee Pilots Association
P.O. Box 1996

Lutz, FL 33548
813-948-3616, 800-292-6003
Dues: $34 US, $36 Canada & Mexico,
$44 Foreign
Publication: 11/ yr.
Western Association of Mooney Mites

(WAMM )
Cub Club
Wm. L. Vandersande
100 S. Westwood st. #2
Porterville, CA 93257-7704
559-782-1980
E-mail: t35f1yer@sosinet.net
Web: www.mooneymite.com
Dues : None
Publication: Via e-mail
Steve and Sharon Krog

1002 Heather Lane
Hartford , WI 53027-9045
262-966-7627 , Fax: 262-966-9627
E-mail: sskrog@aol.com
Web: www.cub-club.com/ home.htm
Dues : $30 US/ Canada, $35 Foreign
Publication: 6/yr.
H. Ronald Kempka
2380 Country Road #217
Cheyenne , WY 82009
307-638-2210
E-mail: wyn3n@aol.com
Dues: $20/ yr.
Short Wing Piper Club, Inc
Eleanor and Bob Mills

309 Main Street, Suite 4
Halstead, KS 67056
316-835-3650 (0); 316-835-3307 (H)
membership@shortwing.org
Web: http://www.shortwing. org
Dues: $30/ yr.
Publication : Bi-monthly
Supercub.org
Steve Johnson
P.O. Box 901465
Kansas City, MO 64190
816-741-1486
Fax: 816-741-5212
E-mail : steve@supercub.org
Web: www.supercub.org
Dues: Donations
Porterfield Airplane Club
Chuck Lebrecht
91 Hickory Loop
Ocala, FL 34472
352-687-4859
Dues: $5/ yr.
Rearwin Club
Robert L. Taylor
P. O. Box 127
641-938-2773
Fax: 641-938-2093
Dues: $15
Publication: Rearwin Register
International Ryan Club
Piper Apache Club

N3 N Owners and Restorers Association
Piper Owner Society
P.O. Box 5000

lola, WI 54945
866-MY-PIPER
Fax: 715-445-4053
E-mail : help@piperowner.org
Web: www.piperowner.org
Dues : $48/ yr.
Publication : Monthly
John J. Lumley
6778 Skyline Drive
Delray Beach, FL 33446
561-499-1115
E-mail: jckllum@cs.com
Web: www.piperapache.com
Dues: $35/ yr.
Publication: Bi-monthly on web
John R. Hodges
6749 Sproul Lane
Colorado Springs, CO 80918
719-637-0978
E-mail: editor@ryanclub.org
Web: www.ryanclub.org
Dues: $15 electronic subscription, $20 print
(U.S.); $25 print (International )
VINTAGE AIRPLANE
21
1-26 Association (Schweizer)
Taylorcraft Owner's Club
Western Waco Association
Lisa Sergent
7100 Christy Creek
Morehead, KY 40351
606-780-4953
Fax: 606-780-0196
E-mail: lisasergent@aol.com
Web: www.126association.org
Dues: $15/yr. Regular; $25/yr. Sustaining;
$300 life membership
Bruce Bixler, II
12809 Green Bower, N.E.
Alliance, OH 44601
330-823-9748
E-mail: tocprez@yahoo.com
Web: www.taylorcraft.org
Dues: $12/yr.
Barry R. Branin
PO Box 706
Groveland, CA 95321
209-962-6121
E-mail: f1ywaco@juno.com
Dues : $5/yr.
Publication: Occasional
Virginia/ Carolinas Taylorcraft Owner's Club

Stearman Restorers Association
Jack Davis
7000 Merrill Ave.
Box 90, Chino Airport
Chino, CA 91710
E-mail: davco@stearman.net
Web: www.stearman.net
Dues: $35/yr. US, $45 Overseas
Publication: 4/yr.
International Stinson Club
Tony Wright
2264 Los Robles Road
Meadow Vista, CA 95722
530-878-0219
E-mail: stinson2@juno.com
Web: www.aeromar.com/swsc.html
Dues: $30/yr.
Publication: 11/yr.
Tom Pittman
Rt. 6 Box 189
Appomatox, VA 24522
434-352-5128
E-mail: vctoc6@juno.com
Web: www.vctoc.org/
Dues: $10/yr.
Travel Air Club
Robert L. Taylor
P. O. Box 127
641-938-2773
Fax: 641-938-2093
Dues: $15
Publication: (3) Travel air Talks
National Stinson Club
George Alleman
1229 Rising Hill Road West
Placerville, CA 95667
530-622-4004 voice & fax
E-mail: nscgeorge@internet49.com
Dues: $20 US & Canada; $25 Foreign
Publication: 4/yr.
St inson Historical and Restoration Society
(or Stinson 108, Antique Airplane
Association)
Robert Taylor
P.O. Box 127
641-938-2773
Fax: 641-938-2093
E-mail: antiqueairfield@sirisonline.com
Dues: $24/yr.
Publication : (3) SHARS
Swift Museum Foundation, Inc. (Swift
Association)
Charlie Nelson
P. O. Box 644
Athens, TN 37371
423-745-9547
E-mail: swiftlychs@aol.com
Web: www.swiftparts.com
Dues: $35/yr.
Travel Air Div. of Staggerwing Museum

Foundation, Inc
Karen Garrick
P. O. Box 550
Tullahoma, TN 37388
931-455-1974
museuminfo@staggerwing.com
Dues: $40/yr.
Publication: 4-5 per yr.
Travel Air Restorer's Association (TARA)
Jerry Impellezzeri
4925 Wilma Way
San Jose, CA 95124
408-356-3407
E-mail: clear_prop2003@yahoo.com
Web: www.travelair.org
Dues: $15/yr.
Florida Antique Biplane Association, Inc.
Larry Robinson
10906 Denoeu Road
Boynton Beach, FL 33437
561-732-3250
Fax: 561-732-2532
E-mail: BeyeView@aol.com
Dues: $48/yr.
Publication: The Flying Wire
National Biplane Association
Charles W. Harris
P.O. Box 470350
Tulsa, OK 74147-0350
918-622-8400
Fax: 918-665-0039
E-mail: cwh@hvsu.com
www.nationalbiplaneassn.org
www.biplaneexpo.com
Dues: $25 individual ; $40 family;
add $10 foreign
North American Trainer Association (T6 ,
T28 , NA64, NA50, P51, B25)
Kathy & Stoney Stonich
25801 NE Hinness Road

Brush Prairie, WA 98606
360-256-0066 or 360-896-5398
E-mail: natrainer@aol.com
Web: www.NorthAmericanTrainer.org
Dues: $45 US & Canada; $55 Foreign
Publication: Quarterly, "NATA Skylines"
Talldragger Club
Asa Dean
16216 N 34th Way
Phoenix, AZ 85032-3119
602-622-8335
E-mail: asa@taildraggerclub.org
Web: www.taildraggerclub.orgjtdc
American Waco Club
Phil Coulson
2815 Springbrook Dr.
Lawton, MI 49065
269-624-6490
E-mail: rcoulson516@cs.com
www.americanwacoclub.com
Dues: $35 US, $45 Foreign
West Coast Swift Wing
Mark Kadrich
2836 Autumn Estates
San Jose, CA 95135
408-313-6263
E-mail: starwizz@pacbell.net
Web: www.napanet.net/-arbeau/swift
Dues: $15/yr.
22 JANU A RY 2005
MULTIPLE AIRCRAFT ORGANIZATIONS
WWI Aeroplanes, Inc.
Leonard Opdycke
15 Crescent Road
Poughkeepsie, NY 12601
845-473-3679
Dues: $42/yr, $47 Foreign
Publication: 2 Journals, each 4/yr.
American Aviation Historical Society
National Waco Club
Andy Heins
50 La Belle St.
Dayton, OH 45403
937-227-1326
E-mail: wacoaso@aol.com
Dues: $20/yr., $25 Foreign
Bruce Cunningham
2333 Otis Street
Santa Ana, CA 92704
714-549-4818
E-mail: pres@aahs-online.org
Web: www.aahs-online.org
Dues: $39/yr. US
Cross & Cockade

Bob Sheldon , Secretary
14329 S. Calhoun Ave
Burnham, IL 60633
708-862-1014
Dues: $15/ yr.
Eastern Reg. U.S. Air Racing Association
Jack Dianiska, President
26726 Henry Road
Bay Village , OH 44140
440-871-3781
Flying Farmers International
Kathy Marsh
P.O. Box 9124
Wichita, KS 67277-0124
316-943-4234, Fax: 800-266-5415
E-mail : Support@flyingfarmer.org
Web: www.flyingfarmers.org
Dues: $25/ yr.
Publication: 6 / yr.
United Aying Octogenarians
Herbert Sloane
P.O. Box 11114
Montgomery, AL 36111-0114
334-832-2413
E-mail: pilotherb@yahoo.com
Dues: Dues: $12/ yr.
International Deaf Pilots Association
Jeff Willoughby
13 Fox Valley Drive
O'Fallon , MO 63366
Web: www.deafpilots.com
Dues: $35/ yr, active pilots
Publication: yes
Int'l Fellowship of Flying Rotarians
Tom Surowka, World Sec.jTreasurer
203A Rubens Drive
Nokomis, FL 34275-4211
941-966-6636, Fax: 941-966-9141
E-mail: surowka@iffr.org
Web: www.iffr.org
International Liaison Pilot & Aircraft
Assoc. (ILPA)
Bill Stratton
16518 Ledgestone
San Antonio, TX 78232
210-490-4572, Fax: 210-490-4572
www.centercomp.com/ ILPA/ index.html
Dues: $29/ yr US
Publication: Liaison Spoken Here
International Wheelchair Aviators
P.O. Box 2799
Big Bear City, CA 92314
909-585-9663, Fax: 909-585-7156
E-mail : iwaviators@aol.com
Web: www.wheelchairaviators.org
Lake Amphibian Flyers Club
Marc & Jill Rodstein
7188 Mandarin Drive
Boca Raton , FL 33433-7412
561-483-6566
Fax: 240-376-4875
E-mail: business@lakefiyers.com
Dues: $56/ yr.
Publication: Newsletter: "Lake Flyer"
National Air Racing Group

Betty Sherman
1932 Mahan Avenue
Richland , WA 99352-2121
509-946-5690
E-mail : betty.sherman@verizon.net
Web: www.pylon1.com; www.aafo.com
Dues: $15 US, $20 outside US
National Association of Priest Pilots
(NAPP)
Mel Hemann
127 Kaspend Place
Cedar Falls, IA 50613-1683
319-266-3889
Dues: $20
Publication: NAPP
OX-5 Aviation Pioneers
Elmer H. Hansen
12220 N.E. 39th Street
Bellevue, WA 98005-1217
425-885-0299
E-mail: elmer.Hansen@gte.net
Web: http://ox5pioneers.org
Dues: $20/ yr.
Publication: 6/ yr.
Piper Aviation Museum Foundation
Russell C. Nelson
One Piper Way
Lock Haven , PA 17745-0052
570-748-8283
Fax: 570-893-8357
E-mail : piper@cub.kcnet.org
Web: www.pipermuseum.com
Dues: $30 per year
Seaplane Pilots Association
Michael Yolk
4315 Highland Park Blvd, Suite C
Lakeland, FL 33813
863-701-7979
Fax: 863-701-7588
E-mail: spa@seaplanes.org
Web: www.seaplanes.org
Dues: $40/ yr.
Sentimental Journey to Cub Haven, Inc.
John L. Buchan, Fly-In Director
P.O. Box J-3
Lock Haven, PA 17745-0496
570-893-4200
Fax: 570-893-4218
E-mail: j3cub@kcnet.org
www.sentimentaljourneyflyin.com
Dues: $12 single, $17 family
Silver Wings Fraternity
Bud O'Brien
820 Harper Dr.
Algonquin, IL 60102
847-658-6934
E-mail: obconsults@aol.com
Web: www.silverwings.org
Dues: $25/ 1st year, $15 renew
Society of Air Racing Historians

Herman Schaub
168 Marion Lane
Berea, OH 44017
440-234-2301
Web: www.airrace.com
Dues: $20/ yr US - $23 others
Taylorcraft Foundation, Inc.

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

Edward R. Moore
P.O. Box 50
West Mystic, CT 06388
386-760-8766
E-mail: ebdga15p@aol.com
Dues: $30/ yr.
Ninety-Nines, Inc.,
Women Pilots Organization
Elizabeth Lundin
4300 Amelia Earhart Road
Oklahoma City, OK 73159
405-685-7969
Fax: 405-685-7985
E-mail: ihq99s@cs.com
Web: www.ninety-nines.org
Dues: $65/ yr.
Vintage Sailplane Association

George Nuse
4310 River Bottom Drive
Norcross, GA 30092
770-446-5533
Dues : $15/ yr.
Waco Historical Society, Inc.Waco Aircraft
Museum
Marla Boone, Dir. of Membership
P. O. Box 62
Troy, OH 45373-0062
937-335-WACO; 1-5 pm Sat.-Sun.
E-mail: msimonboone@yahoo.com
Web: wacoairmuseum.org
Dues: $20/ yr.
Publication: 4/ yr.
Women in Aviation, International
Dr. Peggy J. Chabrian
101 Corsair Drive
Daytona Beach, FL 32114
386-226-7996
Fax: 386-226-7998
Web: www.wai.org
Dues: $39/ yr., $29 students
VINTAGE AIRPLANE
23
"Great Program! I bought

a Ford at a great price, no
sales games. Keep up the
good work EAA!"
EM Members
on your next vehicle purchase
You can save hundreds, even thousands of dollars

:
As a partner with Ford Motor Company, EAA is proud to offer their
members the opportunity to save on the purchase or lease of For
partner.
recognition
VEHICLE PURCHASE PLAN
Lincoln , Mercury, Mazda, Volvo , Land Rover and Jaguar vehicles.

In more ways than one, it pays to be an EAA member. Take
advantage of the Ford Partner Recognition Vehicle Purchase Plan.
The simple way to save money on your next vehicle purchase.
Get your personal identification number (PIN) from the EAA website
(www.eaa.org) by clicking on the EAA/Ford Program logo. You must be
an EM Member for 1 year to be eligible. This offer is available to
residents of the United States and Canada. Certain restrictions apply.
Please refer to www.eaa.org or call 800-843-3612
VOLVO
S mazoa
~
LINCOLN
MERCURY
JAGUAR
BY H.G. FRAUTSCHY
THIS MONTH'S MYSTERY PLANE
COMES TO US FROM THE EAA BOEING AERONAUTICAL LIBRARY.
Send your answer to

EAA, Vintage Airplane, P.O.
Box 3086, Oshkosh, WI
54903-3086. Your answer
needs to be in no later than
February 10 for inclusion
in the April 2005 issue of
Vintage Airplane.
You can also send
your response via e-mail.
Send your answer to
mysteryplane@eaa.org. Be
sure to include your name,
city, and state in the body
of your note, and put
"(Month) Mystery Plane"
in the subject line.
O C TOBER ' S
MYSTERY
The October Mystery Plane came to

us from the collection of Edward Beatty
of Ruskin, Florida. Longtime members
might remember Ed and his wife
when they were co-chairs of the Flying
Cinema at EAA Oshkosh a number of
years ago.
No one sent us an e-mail on this
Mystery Plane, and none of our regular
mail-in contributors sent in a note
either. I'll leave it to Edward to fill us in
on this biplane'S identity:
"The plane is the Woodson Express.
I think it was built in Defiance, Ohio,
sometime in the late '20s or early '30s.
A local pilot from my hometown of Huntington,
Indiana, was a test pilot for Woodson during that time,
and this picture was among some of his possessions
when he passed away. There were several aircraft built
in the Defiance area during that time, and I think some
of them were built in Bryan, Ohio, which is only a
short distance from Defiance."
ANSWER
It appears that only one was built , since both

registrations that appear within the database on Aerofiles.
com, based on the work of the late Lennart Johnsson
with data compiled by Vincent J. Berinati, show only
one serial number for both aircraft registrations.
Woodson Express 2A, sin 11
Woodson Express 2-A, sin 11
VINTAGE AIRPLANE
25
E.E. "BUCK" HILBERT
The Best of Buck

Reprinted from December 1988 Vintage Airplane
Hand propping!
I just finished another of my VFR,
1,OOO-feet-above-ground-level, no nav,
no comm cross-countr ie s. It was
fraught with the usual weather
and servicing inconve
niences, and the open
cockpit was pretty co ld,
but it was fun. There was
one thing common to all
my stops, though, that re
quires comment. Finding
someone to hand-prop
my airplane when it was
time to leave.
All of the insurance
policies have hand-prop
ping clauses in them.
Usually they don't abso
lutely forbid the practice;
they just won't cover you
if a qualified person isn't
at the controls. I find
that the qualified person
at the controls is not the
problem-it is the person
at the propeller that gives
me fits!
Trying to get someone
to prop usually goes like
this, "Can you prop me?"
"Well, I did it once when
I was in college. Guess I
can do it." Or, "Way sure! I've been
around all kinds of airplanes all
my life! Pawnees, Cherokees, and
Tri-Pacers, I can do it!" And then
he grabs the prop about 3 inches
from the tip and promptly sticks
his head into the plane of rotation.
And I cringe.
Propping an airplane is practi
cally a lost art, and I'm glad. Those
26
JANUARY 2005
blades snapping unexpectedly

can catch even the most experi
enced once in a while. Recently, at
Oshkosh as a matter of fact, Mike
Wilson from Cedar Rapids, Iowa,
showed up with hi s hand in a cast.

Now, here is the PT-22 "king" of
Iowa and half of the rest of the
country. His Kinner bit him! Since
then, he has been bugging me for a
starter installation (tha t I keep tell
ing him I don 't have). A moment
of inattention, and he caught it.
Fortunately the broken thumb and
badly bruised hand wi ll be okay,
but it wasn't a fun experience.

I almost got my head knocked
off about 10 years ago at Osh
kosh, not by a prop but by Bill
Haselton, who was propping my
Fleet. Bill swore I "did
it" to him . Here is the
most experienced person
I'd ever hoped to find,
but because of an im
pulse-coupling malfunc
tion, there he was with a
busted hand.
The lesson here: Never,
ever ass ume that all is safe
when you are at the busi
ness end of a prop. Be
fore you even touch the
thing, go to the cockpit
and look at the switches
and the engine controls
for placement and posi
tion. Brief the cockpit
person on exactly what
you and he want to do,
and establish communi
cation that assures both
of you know exactly what
your and his intentions
are . Make commands to
each other loud and clear
so statements are heard
and understood. Then do
the job correctly.
Don't ever, as I like to term it,
"make love" to a propeller. Treat it
like it's hot, always! Never assume
that the throttle, the switch, and
the mixture are in a safe position .
Make sure they are!
Don't be timid or afraid of the
prop. Grasp it firmly about halfway
out from the hub, and use your
body weight to pull it through

while you step back as you pull.
(You step back so you are out of
the way as you swing it.) For
get that old Hollywood stance of
swinging your leg up and under
the plane of rotation. That stuff
went out with the battery ignition
engines of World War 1. Also make
sure the area behind where you are
going to step is clear and that the
ground is firm and clear of slippery
mud or ice patches-and specta
tors. More than once I've had to
caution bystanders to stand clear.
"If this thing starts, I'm going to
run right over you getting out of
the way."
Another oft overlooked point:
Most engines are eqUipped with an
impulse coupling for easier start
ing. It retards the spark for starting
or anytime the engine is turned
at slow speeds, usually below 400
rpm . By swinging the prop hard
enough to exceed the rpm limit
of the impulse, you negate its
purpose. If you hear that impulse
click, its working. If you don't hear
it, there is a good chance you'll get
a kickback. So, the best method of
propping is to pull that prop so
you get the best effect from that
impulse. Firmly, but not too fast.
InCidentally, that impulse
coupled magneto is the only one
that is firing when the key is in
the "start" position on most mag
swi tches. In the start position the
non-impulse mag is not operat
ing until you release it back to the
"both" position.
Find out which mag has the
impulse, and then put the switch
on that magneto for the hand
prop start.
I could go into great d e tail as
to how many lucky escapes and
some of the weird experiences I've
had over the years propping air
planes, but I'll spare you by men
tioning only a few. My first learn
ing experience was about a week
after getting my first job at the
old Elmhurst Airport in Illinois.
There had been a sudden summer
storm, and our students came
running for home. One woman

had tried to take a shortcut taxi
route and wound up in a shallow
ditch. The two of us hung onto
the her aircraft's wing struts in
the rain and lightning and wind
until it passed over, and then we
pushed the Cub up onto the taxi
strip; she got in while I waited
at the business end to prop it . I
called, "Switch off," and she re
plied, "Switch off," and promptly
turned it to "both." I carelessly
grabbed the prop with two hands
and almost immediately got
whacked across the back of both
hands with the advancing blade.
Man, oh, man, did that hurt. For
a week I couldn't even unbutton a
button, and that, friends, is why I
respect the propeller end as I do.
I could confess to the couple of
times that the Swallow chased me
across the airport because I had
the throttle open when it started,
and I could also tell some more
tales of defective ignition switches
that in effect were on "both" when
they said "off." There was an airworthiness directive note on the
old A- 7 ignition switches in the
early Champs and T-Crafts back in
1946 and '47 where the brass con
tacts wore and bridged all the posi
tions together. Anytime the switch
was out of any detent, both mags
were hot. I still see these swi tches
being used in restorations today.
Watch out for them. They've been
in the junk box for years and have
been resurrected because they are
neat-and authentic for sure. But
they can be dangerous.
Things are lookin ' up. I've been
getting phone calls from some of
the members who either have com
ments to make about the column
or would like information. One
call was to ask why an antiquer
would pose beside an ultralight.
Another was to ask some advice on
a Fleet restoration, and a couple
more were for little details and just
to talk. Keep 'em coming.
Over to you,
~/1 L
Buck
tfL/1ACJG-
Flight Control Cables

Custom Manufactured!
Each Cable is Proof Load Tested

and Prestretched for Stability
*Quick Delivery
*Reaso nable Prices
*Certification to MIL-T-6117
& MIL-C-5688A
*1 / 16" to 1/ 4"
*Certified Bulk Cable and
Fittings are Available
"'-McFarlane
Aviat ion Products
McFarlane Aviation, Inc.
696 E . 1700 Road
Baldwin City, KS 66006
800-544-8594
Fax 785-594 -3922
www.mcfarlane-aviation.com
sales@ mcfarlane-aviation.com
i . ~ :!
I~~~~--~ ~~~
' ' ~~__
I
VISA
'
MIL SPEC and RFI SHIELDING

CONDUIT ASSEMBLIES custom made
per your specifications
Original equipment style Braided
Conduits in Aluminum. Brass or
Stainless Steel
We carry a complete line of AN - MS
Electrical Fittings. Backshell Adapters
and Specialty Fittings
We also have full machine shop
capabilities for any custom
applications you may require.
Rebuild your Warbird back to
Original!
AIR/FLEX INDUSTRIES
2538 SUPPLY STREET, POMONA , CA 91767
Tel. 909-392-8474
AI RFLEXIN DUSTRI ES .COM
VINTAGE AIRPLANE
27
The following list of coming events is furnish ed to our readers as

a matter of information only and does not constitute approval,
sponsorship, involvement, control or direction of any event (fly-in,
seminars, fly market, etc.) listed. To submit an event, send the in
formation via mail to: Vintage Ai/plane, P.O. Box 3086, Oshkosh,
WI 54903-3086. Or e-mail the information to: vintage@eaa.org.
Information should be received four months prior to the event date.
FEBRUARY 5-Brodhead, WI-Ground Hog/Chi li Fly-In,
JULY 22.25-Waupaca, WI-Waupaca Airport (PCZ). 2005
11-2pm. Note that they do not plow their runways.

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

Info: 888-692-3776 ext. 118 or www.cessnaowner.org
or www.piperowner.org.
APRIL 24-Half Moon Bay, CA-l 5 th Annual Pacific Coast
Dream Machines Show. 10 am - 4 pm . Hundreds of

aviation wonders will be on display. Fly-ins welcome.
Spectator admission: Adults $15; 5-14 yrs and 65+
$5; Kids 4 and under free. Info: 650-726-2328 or
www.miramarevents.com.
MAY 6-8--Burlington, NC-Alamance County Airport (BUY) .
Carolinas-Virginia VAA Chapter 3 Spring Fly-In. BB! On

the field Friday Evening, judging in all classes Saturday.
Awards Banquet Sat. Night. Everyone welcome. Info:
843-753-7138 or eiwilson@homexpressway.net.
AUGUST 67-Santa Pa ula, CA-(SZP) Santa Paula 75 th An
n iversary Air Fair. Exhibits, vintage and experimen

tal aircraft displays, flybys, hangar displays, vendor
booths, dinner-dance, and other community activi
ties. Info: 805-642-3315.
SEPTEMBER 3-Marion, IN-(MZZ) Fly/In Cruise/In. Info:
www.FlyJnCruiseJn.com.
'*7
0:
COMING AT YOU!
Two Quality Journals
THE JOURNAL Of
THE EARLY AEROPLANE
Leonard E. ~, Editor
S\l\~W~rs
THE JOURNAL OF
THE AIRPLANE 1920-1940
Featuring:
Airplane restoratior.s &
reproductions
Indepth articles on historic
aircraft
Great photos including
details & cockpits
Scale & flying models
.J
.J
.J
28
David 0str0wsJti. Editor
Accurate, detailed drawings

Paint. colors, markings
Museums & events
Aircraft. engines, parts
for sale
Book & literature reviews
Your wants & disposals
Send a sample copy at $4+ $3pp:

WWl AERO
SKYWAYS
JAN U ARY 2005
both
FREE ISSUE FOR NEW SUBSCRIBERS:
MENTION THIS AD!
Published by WORLD WAR 1 ~, INC.

15 Crescent Road, Poughkeepsie, NY 12601, USA (845) 473-36n
A NON-PROFIT. MEMBER-ORIENTED SERVICE ORGANIZATION
Mike & Pattie Hargrave

Gladwin, MI
Owned 1940 Navy N3N3

for three years
Mike has flown for 30 years
fAA and VAA member
"In about 15 minutes the AUA representative called and gave me the
insurance quote. I couldn't believe my ears. The quote, which included
hull liability and a sightseeing rider was the most reasonable and
lowest one I had received. I would encourage everyone who needs
aircraft insurance to contact AUA, Inc."
- Mike Hargrave
AUA's Exclus!ve EAA Vintage Aircraft Association Insurance Program lower liability and hull premiums
Medical payme
incl
'e d
Fleet discounts for multiple aircraft carrying all risk coverages'
No compo en! parts endorsements'
Discounts for claim-free renewals carrying all risk coverages
The best is affordable. Give AUA a call - it's FREE!
800-727-3823
Fly with the pros... fly with AUA Inc.
www.ouoonline .com
hand-propping exclusi n
Something to
buy,
sell
or trade?
Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in
on first line.
Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at
$20 per inch. Black and white only, and no frequency discounts.
Advertising Closing Dates: 10th of second month prior to desired issue date (i.e.,
January 10 is the closing date for the March issue). VAA reserves the right to reject any
advertising in conflict with its pOlicies. Rates cover one insertion per issue. Classified
ads are not accepted via phone. Payment must accompany order. Word ads may be
sent via fax (920-426-4828) or e-mail (classads@eaa.org) using credit card payment (all
cards accepted). Include name on card, complete address, type of card, card number,
and expiration date. Make checks payable to EAA. Address advertising correspondence
to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086
BABBITT BEARING SERVICE - rod
bearings, main bearings, bushings,
master rods , valves, piston rings .
Call us Toll Free 1-800-233-6934,
e-mail ramremfg@aol.com Website
www.ramengine .com VINTAGE
ENGINE MACHINE WORKS, N. 604
FREYA ST. , SPOKANE, WA 99202
Warner engines. Two 165s, one fresh

O.H. , one low time on Fairchild 24
mount with all accessories . Also
Helton Lark and Aeronca C-3 project.
Find my name and address in the
Officers and Directors listing and call
evenings. E. E. "Buck" Hilbert.
Airplane T-Shirts
150 Different Airplanes Available
WE PROBABLY HAVE YOUR
AIRPLANE!
www.airplanetshirts.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)
Flying wires available. 1994 pricing.
Visit www.flyingwires.com or call
800-517 -9278.
For Sale - 1939 Spartan Executive,
35OOTT, 10 SMOH. 214-354-6418.
A&P LA.: Annual, 100 hr. inspections.
Wayne Forshey 614-476-9150
Ohio - statewide.
AERO CLASSIC
"COLLECTOR SERIES"
Vintage Tires
New USA Production
Show off your pride and joy with a
fresh set of Vintage Rubber. These
newly minted tires are FAA-TSO'd
and speed rated to 120 MPH. Some
things are better left the way they
were, and in the 40's and 50's, these tires were perfectly in
tune to the exciting times in aviation.
Not only do these tires set your vintage plane apart from
the rest, but also look exceptional on all General Aviation
aircraft. Deep 8/32nd tread depth offers above average
tread life and UV treated rubber resists aging.
First impressions last a lifetime, so put these
bring back the good times .....
New General Aviation Sizes Available:
500 X 5, 600
6, 700 X 8
Desser has the largest stock and

selection of Vintage and Warbird
tires in the world. Contact us
with
Just like in the Good Old Days

AD the Randolph products, aD the Randolph
colors, aD the Randolph quality. An aviation
icon is back on the market again... to stay.
800-362-3490 ~
Or e-mail us at info@
randolphaircraft.com
30
JANUARY 2005
~;{
~~
Tone on Tone
Logo Sweatshirts .. . .$18.99
2X _$22.99
Ladies' Blouse.. $32.99

Wear this blouse to work for a
great business look and after
work go casual by rolling up the
sleeves. Great for a busy day.
Light blue with blue embroidered
Vintage logo.
Small ........ .. ...... V03542
Medium. .... . ......... V03543
Large .... . . . ........ V03544
X-Large. . . . . . . . . . . . . . . V03545
Medium Navy .. V03976

Large Navy . .. . V04237
X-Large Navy .. V04238
2X Navy . ..... V03977
Ladies' Chambray Shirt. $31.95

Stone washed for soft comfort in any
season will look great at all aviation
activities.
Medium. . ......... . ..... .. . Vlll48
Large . ... . . ............... Vll149
X-Large . .... . ..... .. ....... Vlll60
Ladies' Sweater..... $24.99

Love to travel? Love to fly? Here
is the sweater for you! Airplane
trinkets dazzle this sweater with
clouds and travel bag motif. Boat
neck and a longer length make
a comfortable sweater for most
any occasion.
Red
Small . .....V02929
Medium . ...V02930
Large . .... .V02931
White
Small . . . . . .V02932
Medium ... .V02933
Large . .....V02934
1-800-843-3612
us
Navy
Small . .. . ..V02935
Medium . ...V02936
Large . . . ...V02937
or http://shop.eaa.org
from
and Canada
All others 920-426-5912
Check out the web for a view

of the items in color
Membershi~ Services
VINTAGE
AIRCRAFT
ENJOY THE MANY BENEFITS OF EAA AND

ASSOCIATION
THE EAA VINTAGE AIRCRAFT ASSOCIATION
OFFICERS
Preside nt
Geoff Robison
152 1 E. Ma cG rego r Dr.
New Haven, I 46 77 4
260-493-4724
chie{7025@ao/.c0111
Vice-Preside nt
George Daubner
2448 Lough Lane
Hartford, WI 53027
262-673-5885
vaaf1yboy@msll.com
Treasurer
Charles W. Harris
72 I S !;.1St 46th SI.
Tulsa, OK 74147
918-622-8400
cwh@hvsll .com
Secretary
Steve Nesse
2009 Highl and Ave.
Albert Lea, MN 56007
507-373-1674
stllfs@desk" ledia. rom
DIRECTORS
Steve Bender
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317 -293-4430
ss tJO@comm st.net
dale(a),c@rnsn.com
David Bennett
P.O. Box 11 88
Roseville, CA 95678
916-645-8370
Jeannie Hi ll
P.O. Box 328
Harvard, IL 60033 -0328
8 15-943-7205
(lntiqlfeNPimeach. com
dingllao(liowc. llet
John Berendt
7645 Echo Point Rd.
Cannon Falls, MN 55009
507 -263-2414
Espie "But ch" Joyce

704 N. Regional Rd.
Greensboro, NC 27409
336-668-3650
Phone (920) 426-4800

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

EAA AirVenture Fax-O n-Demand Directo ry
.... _ . _.. . .............. 732-88S-67 11
Auto Fuel STCs ..... ____ .. . 920-426-4843
Build/ resto re informatio n ... 920-426-4821
Chapters: locating/organizing920-426-4876
Ed ucatio n . .......... _ . ___ 888-322-3229
- EAA Air Academy
- EAA Schola rs hips
wimlsock@aoi.com
Steve Krog
1002 Heather Ln.
Hartford, WI 53027
262-966-7627
pllotop i/ot@llo/.com
Hkrug@aol. co",
EAA
Dave Clark
Plainfield, IN 46168
317-839-4500
Robert D. "Bob" Lumley

1265 South 124th St.
Brookfield, WI 5J005
262-782-2633
dllvecpli@iqut'st.l1t'l
IUlllp('f@eXecpc.com
John S. Copeland
1A Deacon Street
Northborough, MA 01532
508-393-4775
Gene Morris
5936 Steve Court
Roanoke, TX 76262
8 17-49 1-9 11 0
copeland J@jllllO.com
genemorris@evJ.I1('t
Membership in the Experimental Aircraft

Association, Inc. is $40 for one yea r, includ
ing 12 issues of SPORT AVIATION. Fa mily
membership is an additio nal $10 annually.
Junior Membership (under 19 years of age)
is available at $23 annually. All major credit
ca rds accepted for membership. (Add $16 for
Foreign Postage.)
Ph il Coulson
28415 Springbrook Dr.
Lawton, M I 49065
269-624-6490
Dean Ri chardson
1429 Kings Lynn Rd
Stoughton, WI 53589
608-877-8485
dn r@nprilaire.com
Roger Gomoll
R89 1 Airport Rd, Box C2

Blaine, MN 55449
763-786-3:142
S.H. "Wes" Schmid

2359 Le febe r Aven ue
Vvauwatosa, WI 53213
414-771 - 1545
pledgedriw@msllcOfn
sllscllmid@mi/wpr.c01l1
DIRECTORS
EMERITUS
Gene Chase
2159 Cariton lId.
Oshkosh, WI 54904
920-231-5002
E.F.. "Buck" Hilbert

P.O. Box 424
Un ion, IL 60 180
8 15-923-4S91
GRCHA @cllnrter. tlet
b7ac@m c. llet
Ronald C. Fritz
1540 1 Sparta Ave.
Kent City, MI 49330
616-678-50 12
Fax (920) 426-4873
E-Mail: vintage@eaa.arg
Web Site: http://www,eaa.arg and http://www.airventure.arg
mjblch/d@rcollnfct .com
rcollison516@cs .com
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
Robert C. "Bob" Brauer

9345 S. Hoyne
Chicago, Ii. 6D620
773-779-2105
635 Vestal L:1I1C
Directory
Flight Advisors information .. 920-426-6864

Flight Instructor info rm atio n 920-426-680 1
Flying Start Program ....... 920-426-6847
Library Se rvices/ Resea rch ... . 920-426-4848
Medica l Questions . .. .. . . .. 920-426-6112
Technical Co un selors ....... 920-426-6864
Young Eagles ... ....... . . _ 877-806-8902
Benefits
AUA Vintage Insurance Plan . 800-727-3823
EAA Aircraft Insurance Plan . 866-647-4322
Term Li fe and Accidental. _.. 800-241-6103
Dea th Insurance (Harvey Wa tt & Co mpa ny)
Edito ri al. . . . . . .
. .. ___ 920-426-4825
..... _.... .... _. _... FAX 920-426-4828
- Submitting article/p hoto
- Adverti sing info rmation
EAA Aviatio n Foundatio n
Artifact Donations .... __ _. 920-426-4877
Fin ancial Support .. . . . . .... 800-236-1 025
MEMBERSHIP INFORMATION
EAA SPORT PILOT

Current EA A m emb ers ma y add EAA
SPORT PILOT magaZine for an additional
$20 per year.
EAA Memb e rship and EAA SPORT
PILOT magazin e is available fo r $40 per
year (SPORT AVIATION magaZine n o t in
cluded). (Add $16 far Foreign Postage.)
VINTAGE AIRCRAFf ASSOCIATION

Current EAA m emb ers m ay jo in the
Vintage Aircraft Association and receive
VINTAGE AIRPLANE magazine fo r an ad
ditional $36 per year.
EAA Memb ership, VINTAGE AIRPLANE
magaZine and one year membership in the EAA
Vintage Aircraft Association is available fo r $46
per yea r (SPORT AVIATION magaz ine not in
cluded). (Add $7 for Foreign Postage,)
lAC
Current EAA m embers may join th e

Internatio nal Aerobatic Club, Inc. Di vi
sio n and receive SPORT AEROBATICS
magaZine for an additio n al $45 per year.
EAA Membership, SPORT AEROBAT
ICS m agazine and one year membersh ip
in the lAC Division is available fo r $5 5
per ye ar (SPORT AVIATION ma gazine
n o t include d ) . (Add $15 for Foreign
Postage.)
WARBIRDS
Current EAA members may join the EAA
Warbirds of America Divisio n and receive
WARBIRDS magazine for an additional $40
per year.
EAA Membership, WARBIRDS m aga
zine a nd on e year memb ership in th e
Warbirds Division is available fo r $50 per
yea r (SPORT AVIATION magazine n o t in
cluded). (Add $7 for Foreign Postage,)
FOREIGN MEMBERSHIPS
Please submit yo ur remittan ce with a
ch ec k o r draft drawn o n a United States
bank payable in United States dollars. Add
required Fo reign Postage am o unt fo r each
m embership.
rFrj t Z@P(lthWl1),lIet.colll
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright 2005 by the EM Vintage Aircraft Association
All rights reserved.
VINTAGE AIRPLANE (ISSN 0091-6943) IPM 40032445 is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM Aviation
Center, 3000 Poberezny Rd., 1'0. Box 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM
Vintage Aircraft Association, 1'0. Box 3086, Oshkosh, WI 54903-3086. Return Canadian issues to Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES - Please allow at least two months
for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite
constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLlCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with
the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, 1'0. Box 3086. Oshkosh, WI 54903-3086. Phone 920-426-4800.
EM and SPORT AViATION, the EM Logo and AeronautK:a are registered trademarks, trademarks, and service marks of the Experimenlal Aircraft Association, Inc. The use of Ihese trademarks and s"",ice
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 EM Aviation Foundation, Inc. is strictly prohibited.
32
JANUARY 2005

Vintage Airplane - Jan 2005

Загружено:

Сведения о документе

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

Vintage Airplane - Jan 2005

Загружено:

Авторское право:

Доступные форматы

I.

VOL. 33, No. 1

Straight and Level

Friends of the Red Barn

Vintage Hall of Fame

The Vintage Instructor

Reminiscing with Big Nick

Not Just Another Cub Story

Type Club List

FRONT COVER: In 1940, The Wings cigarette brand

Speaking up for your airport

'Tis the season when the inside of

on a continual basis, -not just when

initiative. You as a member can help

Start Your Virtual Visit Here

Joe Funk Passes Away

VAA Volunteers of the Year

special VAA volunteers are chosen: one as the Be

hind the Scenes Volunteer of the Year and the other

as Flightline Volunteer of the Year.

This year's recipient of the Behind the Scenes

Volunteer of the Year is Paul Kyle, of Germantown,

Wisconsin. Paul has been attending EAA AirVen

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

man, and started volunteering as soon as possible.

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

been particularly active in the Tall Pines Cafe before

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

also been busy on many of the weekend work par

ties we have during the spring and fall, helping keep

the VAA buildings in top shape.

Our Flightline Volunteer of the Year is Doug Mar

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

Doug is a cardiologist, and he really looks forward

to spending a week away from it all and working the

flightline , directing and parking vintage airplanes in

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

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

the end of his shift!

The awards were presented during the fall VAA

Board Meeting, held the first weekend in November.

Our congratulations and thanks to Doug Martel and

Paul Kyle, our 2004 VAA Volunteers of the Year!

EAA Seeks Nominations for

by the membership, it is antici

Directors, an additional 11 Class

Mail Could Hold Your Winning

ning a better than new, totally re

FSDOs Officially Authorized to

The Vintage Aircraft Association levels entitles you to a certificate of

New for the current 2005

AirVenture, as well as a two-day auto

two tickets to the VAA Picnic during

At whatever level is comfortable for

VAA Friends of the Red Barn

Please choose your level of participation:

Mail your contribution to:

___ Vintage Bronze Level Gift - $100.00

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

VIN T AGE HALL OF FAME

Espie "Butch" Joyce

JAN UARY 2005

Butch and his human powered

1956-Butch's father, Espie Joyce Sr., with his

660b nol" ~:r: