FEBRUARY 2004
VOL. 32, No. 2
2 VAA NEWS IH.G. Frautschy
4 2004 HALL OF FAME- NICK REZICH
6
PASS IT TO BUCK/Buck Hilbert
7 MYSTERY PLANE/H.G. Frautschy
8 THE VINTAGE INSTRUCTOR
CHARTING A COURSE /Doug St ewart
10 193 1 SECOND-HAND AIRPLANE
Budd Davisson
15
JUST A FLIVVER KINDA GUY
CHRIS PRICE AND HIS HEATH PARASOUBu dd Davisson
20
2004 TYPE CLUB LIST
25
CALENDAR
2 7 NEW MEMBERS
28 CLASSIFIED ADS
§)J ~\ IF::F
EAA PUBLICATIONS
Publisher
Ed itor-in-Chief
Executive Editor
New s Ed itor
Photography Staff
Advertising Coordinator
Advertising Sales
TOM POBEREZNY
SPANGLER
scon
MIKE DIFRISCO
RIC REYNOLDS
JIM KOEPNICK
JULIE RUSSO
LOY HICKMAN
913-268-6646
Advertising/Editorial Assistant
Copy Editing
ISABELLE WISKE
COLLEEN WALSH
Front Cover: Chris Price leans into a gentle turn with his colorful Heath
KATHLEEN WITMAN
Parasol, powered by a Continental A-40 engine . EAA photo by Alex Brown . EAA
photo plane flown by Bruce Moore.
HENRY G. FRAUTSCHY
THERESA BOOKS
BUDD DAVISSON
DOUG STEWART
JOHN MILLER
Back Cover: Can you imagine being only the third owner of an antique airplane
that was once owned by it's designer? Jim Hammond can - his Aeronca C-3 was
once owned by Jean Roche, the original creator of the Aeronca light plane. EAA
photo by Jim Koepnick , EAA photo plane flown by Janet Davidson.
VINTAGE AIRPLANE
Executive Director, Ed i tor
VAA Administrative Assistant
Contributi ng Edi tors
STRAIGHT Be LEVEL
ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE ASSOCIATION
Feeling honored
rity. Sure, it slowed us down, but nobody
It's been chilly or downright cold in the
I'm fortunate I have a second airplane
states north of us, and the Carolinas
to fly, my Contemporary category Beech
around us seemed to mind too much. I felt
have been seeing a bit more colder
Baron. It's doing well, and really is a won
much more secure after getting through the
weather than we 've had in the last couple
of years. We've been Sitting a bit closer
derful tool. I can leave my home and be in
St. Petersburg, Florida, in less than three
Secret Service security check.
While listening to the various speakers
to the fire until the weather breaks. It's
making it a bit more of a challenge to
and-a-half hours . That's less time than it
takes me to drive to the Greensboro air
before the president's arrival , the feeling
of being honored to be in Kitty Hawk at
meet my completion date for the new in
strument panel in the Luscombe. I've
port, check in, wait for the airplane, fly to
another airport for my flight to Tampa, and
this time came over me. It had started to
rain not too long after we sat down, and
really been pushing to get it done by the
then finally get a ride to my destination af
ter I get off the airliner. Sure, when you
end of April or early May.
Since the windshield and the engine
are removed, I thought it would be a good
time to strip the interior and repaint it. Oh
no, you can see where this is heading! The
skylight and side window plastic will be re
placed, and it will look so good when it's
done. To get it completed, I've been watch
ing the thermometer. Every day the
by the time the large Marine CH-53E heli
have to go across the country to Phoenix
copters arrived in advance of the
president, it was coming down hard. The
or Los Angeles, it makes sense to fly the
airlines, but not for shorter trips up and
rotors were whipping the rain around in
great sheets. Just a minute later, a pair of
down the East Coast. The more time
added for security checks and other parts
of the "airline experience, " the longer my
white-topped Sikorsky SH-3s appeared be
Iowa very low ceiling. After a quick
Baron trips can be, and still be a better
landing, the president stepped out into a
rain shower, and you could watch his ar
rival on the large video screens set up on
temperature has gone above 50 degrees,
deal as far as time is concerned. Just as it
is for many of you, my Luscombe is my fun
I've headed out to the airport so I could
airplane . I can fly around to all of the small
use the paint stripper and water to clean it
up. All those little miscellaneous pieces
airports, some public, and many private,
and visit friends . It's been so long since
like the rudder pedals have been stripped
and cleaned, the brace tubes from the top
I've had the Luscombe in the air, I wonder
if they'll remember me. I suppose I should
of the cabin to the engine mount have
been cleaned and painted, and the engine
mount has been cleaned, inspected and
n't change the exterior color just yet!
As I mentioned in previous columns, I
the Wrights as great Americans. He didn't
have any political agenda items in his
speech, and as a fellow aviator you got
was at the centennial celebration at the
Wright Brothers National Memorial. It was
the impression he was happy to be there,
just like the rest of us. It didn't hurt that
repainted. Since I had to remove some of
the cabane structure in the cabin, I will re
place the aileron cable pulleys with new
ball-bearing pulleys.
It 's exciting to see the project moving
forward, and now that I'm in the "putting
parts back on" mode, I get even more mo
tivated. A number of rivets were drilled
out, and as the new or replacement items
are installed, the replacement rivets will
be bucked .
I just keep moving along, looking for a
stopping place. In a couple of months I
hope to give you an update of my progress.
Committing to giving my fellow members a
progress report means I have to keep at
it, and I can stay focused on getting
N2628K back on flying status.
the memorial grounds. When he stood on
the steps of the Sikorsky and waved , the
hair on the back of my neck stood on end.
Driven to the stage in a big GMC SUV,
he gave a 20-minute speech that honored
a remarkable event, even with the uncoop
he stood on that stage in the rain and saw
erative weather. Now that I've been home
for a month, I've read a number of ac
more than 40,000 aviators standing in the
counts of the event in a few other
publications, including some comments re
garding the president's attendance, and
the temporary flight restriction over the
event during his speech. We live in differ
ent times, and I won't comment further on
that aspect of the celebration.
I WOUld, however, like to express a few
of my feelings about the president's visit.
Norma and I arrived early that morning,
knowing that there would be extra security
in place for those of us who would be in the
area closest to the stage . Even the press
had to go through this second level of secu
rain and mUd.
He wasn ' t able to stay for the first
flight attempt, but he did come back in Air
Force One, with the 747 making a slow
flyby of the memorial grounds as he
headed back to Washington.
It looks like the temperature is getting
up to the point where I can get some work
done. I should head out to the airport.
Do yourself a favor and ask your friend
to join up with us . Let's all pull in the
same direction for the good of aviation.
Remember, we are better together. Join us
and have it all.
Butch
VINTAGE AIRPLANE
VAA NEWS
EAA Critical of 'Air Tour' NPRM
Under pressure from EAA and
other industry representatives, the
FAA has extended the comment pe
riod on its potentially devastating
National Air Tour Safety Standards
notice of proposed rulemaking
(NPRM) 90 days to April 19, 2004.
Published in late October, in the
name of safety the NPRM imposes
restrictive regulations on the air tour
industry that the provided data do
not support. In preparing its official
comments, EAA is calling on FAA to
recall the NPRM and propose a new
one that incorporates the comments
and concerns of the operators and
public. If enacted as now proposed,
the regulations would force a signif
ic a nt number of owners and
operators out of business and would
ground historically significant air
craft because their owners couldn't
comply with them.
"The proposed rule is incomplete
in that it fails to define many terms
or incorporate fully all information
needed to make the proposed rules
valid for use, " EAA summarized. The
NPRM would place new, prohibitive
restrictions on private pilots prOVid
ing charitable or community event
flights. "There is little supporting
data to justify the proposed wide
sweeping changes," said Earl
Lawrence, EAA vice president for in
dustry and regulatory affairs.
For example, the proposed rule
would require a 1920s-era airplan e
operated at a Midwestern nontow
ered airport to comply with the
same operational and documenta
tion requirements as a helicopter
constructed under current require
ments and operated in continuous
service over the Grand Canyon Na
tional Park. "That indicates that the
authors didn't follow past regulatory
practice of producing regulations that
are responsive to the wide variety of
aircraft and operations conducted in
the U.S.," EAA summarized.
EAA is not insensitive to the con
cerns over air tour operation safety
2
FEBRUARY 2004
The world's greatest general aviation event,
EAA AirVenture Oshkosh, is launching the next
century of flight at EAA AirVenture 2004 July 27
August 2 at Wittman Regional Airport in Oshkosh,
Wisconsin. The 52nd annual EAA gathering will
o S H K a
pay special attention to what lies ahead for the
~-world of flight, along with recognizing the innova
tions that have led aviation to today's achievements.
"Over the past decade we have recognized the aviators and aircraft that
changed the world over the past 100 years," said EAA President and AirVenture
Chairman Tom Poberezny. "This year EAA AirVenture is 'Launching the Next Cen
tury of Flight' by looking ahead to the innovations that build on this legacy. Some of
this new thinking is already becoming reality, assuring that the next century of
flight will be as remarkable as the first 100 years."
EAA AirVenture Oshkosh has always been a home for aviation innovation and
serves as an inspiration for those who see untapped potential in personal flight and
in aviation in general. Through the years, many unique designs have debuted at the
event. In addition, the people behind the advancements have been welcomed to
share their knowledge and inspire others.
Most of this knowledge exchange occurs in the more than 500 educational fo
rums , seminars, and workshops held during the week that cover the entire
spectrum of flight. Add the more than 700 exhibitors displaying their latest innova
tions, and more than 10,000 airplanes, including the nearly 1,000 vintage
showplanes that dot the south end of Wittman Field, and EAA AirVenture partici
pants have an unlimited source of aviation inspiration.
Details on specific EAA AirVenture activities, as well as aircraft arrival and de
parture procedures, will be announced as they are finalized. For the latest
information, visit www.airventure.org. Housing information is available through the
Oshkosh Housing Hotline at 920/235-3007 (Monday-Friday, 8:30 a.m. to 5 p.m.
Central time).
AIRVEN14
voiced by both Congress and the
NTSB, prompted by a series of
crashes involving air tour operation,
many of which occurred in Hawaii.
However, EAA does object to the
added restrictions proposed, the lack
of supportive data for those addi
tional restrictions, and the confusing
format in which the new restrictions
were incorporated into the FARs in
this NPRM.
EAA Leads Aging Aircraft
Discussion
Work on an FAA Advisory Circular
(AC) for documenting approved sub
stitute standard parts and materials
was conducted at a December meet
ing of the FAA Aging Aircraft Ad Hoc
Committee held in Kansas City, Mis
souri. Representing EAA were Vice
President of Government and Regula
tory Affairs Earl Lawrence and
Director of Aircraft Maintenance
Daryl Lenz. VAA Executive Director
H.G. Frautschy is working with Lenz
and Lawrence on developing the list
of approved substitutes.
The committee works with the
FAA Small Airplane Directorate to de
velop materials that help small
aircraft owners maintain and restore
their aircraft.
Discussion centered on developing
an AC that will provide aircraft own
ers with a common-sense document
that will make it easier to obtain ap
provals for replacement parts while
they are maintaining their aircraft.
The committee hopes to develop a
draft AC for FAA internal review in
continued on page 27
VAA's "Friends of The Red Barn"
VAA Convention Fund Raising Program
The Vintage Aircraft Associa
tion is a major participant in the
World's Largest Annual Sport Avi
ation Event - EAA AirVenture
Oshkosh! The Vintage Division
hosts and parks over 2,000 vin
tage airplanes each year from the
Red Barn area of Wittman Field south to the perimeter
of the airport.
The financial support for the various activities in
connection with the weeklong event in the VAA Red
Barn area is principally derived from the Vintage Air
craft Association's "Friends of the Red Barn" program.
This fund raising program is an annual affair, begin
ning each year on July 1 and end ing J u ne 30 of the
fo llowing year. This year's campaign is well underway,
with contributions already arriving here at VAA HQ.
Our thanks to those of you who have already sent in
your 2004 contributions.
You can join in as well. There will be three levels of
gifts and gift recognition:
Vintage Gold Level - $600.00 and above gift
Vintage Silver Level - $300.00 gift
Vintage Bronze Level - $100.00 gift
Each contribution at one of these levels entitles
you to a Certificate of Appreciation from the Divi
sion. Your name will be listed as a contributor in
Vintage Airplane magazine, on the VAA website,
and on a special display at the VAA Red Barn
during AirVenture . You will also be presented with a
special name badge recognizing
your level of participation. During
AirVenture, you'll have access to
the Red Barn Volunteer Cen
ter, a nice place to cool off.
Gold Level contributors
will also r ecei v e a pair of cer
tificates each good for a flight on EAA's Ford
Trimotor redeemable during AirVenture or during
the summer flying season at Pioneer Airport. Silv er
Level contributors will receive one certificate
for a flighat on EAA's Ford Trimotor.
This is a grand opportunity for all Vintage members
to join together as key financial supporters of the Vin
tage Division. It will be a truly rewarding experience
for each of us as individ uals to be part of supporting
the finest gathering of Antique, Classic, and Contem
porary airplanes in the world.
Won't you please join those of us who recognize the
tremendously valuable key role the Vintage Aircraft Asso
ciation has played in preserving the great grass roots and
general aviation airplanes of the last 100 years? Your
participation in EAA's Vintage Aircraft Associa
tion Friends of the Red Barn will help insure the
very finest in AirVenture Oshkosh Vintage Red
Barn programs.
For those of you who wish to contribute, we've
included a copy of the contribution form. Feel free
to copy it and mail it to VAA headquarters with
your donation. Thank you.
--~-- - ------- - --- -- ----------------- - - - ----- -- - - - -- -- - - - - ----- --- - --- - - - ---- - ---------- - --- - - - ----- - ------
VAA Friends of the Red Barn
Name______________________________________________ EAA#_______________VAA# ______________
Address____________________________________________________________________________________
City/State!Zip_______________________________________________________________________________
Phone_____________________________________E-Mail_________________________________________
Please choose your level of participation:
_
Vintage Gold Level Gift - $600.00
_
Vintage Silver Level Gift - $300.00
_
Vintage Bronze Level Gift - $100.00
o Payment Enclosed
o Please Charge my credit card (below)
Credit Card Number ______________________ Expiration Date ___________
Signature______________________________
Mail your contribution to:
EM
VINTAGE AIRCRAFT ASSOC.
PO Box 3086
OSHKOSH , WI 54903-3086
*00 you or your spouse work for a matching gift company? If so, this gift may qualify for a matching donation. Please ask your Human Re
sources department for th e appropriate form .
Name of Company __________________________
The Vintage Aircraft Association is a non-profit educational organization under IRS SOlc3 rules. Under Federal Law, th e deduction from Federal In
come tax for charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed
exceeds the value of the goods or services provided in eXChange for the contribution. An approp riate receipt acknowledgi ng your gift will be sent to
you for IRS gift reporting reasons.
VINTAGE AIRPLANE
3
2003 VINTAGE
HALL OF FAME
NICK REZICH
A
viation is often a fam
ily interest, and that
was certainly true on
the south side of
Chicago, where the Rezich family
was living during the golden age of
aviation. The boys, Frank, Nick,
and Mike, haunted the nearby
Chicago Municipal Airport (later
Midway Airport) and built rubber
powered models of many of the
airplanes of the day.
Nick Rezich soloed a Waco RNF
in 1933, at age 14, beginning a
lifelong career in-and love of
full-size aviation. He worked for
Benny Howard at Howard Aircraft
in Chicago, and attained the posi
tion of plant manager before being
pressed into military service in
World War II.
Following the war, he founded
Nick's other passion in life besides
airpLanes was playing the drums . His
role model was Gene Krupa. All the
brothers were musically inclined,
with Mike playing trumpet and Frank
playing the saxophone. In high
school, they were known as the
"Rezich Orchestra."
The voice ofEAA at the 1970 Joliet
air show, sponsored by EAA Chapters
15, 101, and 75. The "Voice ofEAA"
was silenced a decade later in 1981,
after a battle with throat cancer.
L __
4
Nick's love ofmusic heLped him
when he opened the Pylon Club on
63rd Street on the south side of
Chicago. Its aviation decor and prox
imity to Midway
MEMBERS/ilP CARD
Airport made it
a favorite oflo
cals and visiting
o.
aviators for
Z nearly a decade
--..:!~_~~~~=::Jr__.....:::.:.::.:::====:::::::~ after WWII.
FEBRUARY 2004
Nick and his wife, Joanne, in front of the family Travel Air D-4-D used
for Nick's air show act and for skywriting. Joanne and Nick were mar
ried in 19S0.
The very first airplane owned by the Rezich family was
this Piper E-2 Cub, which was purchased by Mike and
based at the Ashburn airport in 1936. Since 1936, the
family has owned 26 different airplanes.
and operated the famous aviation
themed tavern near Midway
Airport, the Pylon Club.
With his brother Frank, he de
signed and built the Rezich
Brothers Special, a Goodyear-class
racer, in the late 1940s . The air
plane would be one of the first
donations to the EAA Museum, in
Hales Corners.
Nick continued to build on his
flying skills, and flew charter for
Bluebird Air Service at Midway in
various planes, including a Wasp
powered Bellanca and a Lockheed
Seven-year-old Frank, lO-year-old Nick
(mugging for the camera), and lS-year-old
Mike Rezich behind the family home on
Laflin Avenue in Chicago, circa 1930. The
model on the ground in front of the boys is
the Spirit ofst. Louis.
By the time it was possible for Nick to buy an airplane in
1940, World War II was on the horizon. Here 's Nick's fa
vorite airplane, his brand-new Culver Cadet at Howell
airport. It's blue and silver.
12. He also did barnstorming with
his brothers in the family Travel
Air and Pitcairn.
After the war, he also flew for
Morton Salt and International Har
vester, and began taking on
skywriting jobs.
He served as the president of the
OX-5 Aviation Pioneers, and Nick
(EAA 225) was a strong supporter
of EAA during its early days, pro
moting the organization at the
Pylon Club and participating in
early fly-ins and air shows . He of
ten flew and announced for free,
since early EAA Chapter budgets
were so lean that it was hard to
even come up with the funds to
buy awards for the participants.
He also used his booming voice
over the public address system to
describe the maneuvers the pilots
were flying, and soon became
known as the "Voice of EAA. " He
was also the master of ceremonies
for many of the early EAA evening
programs, especially during the
Rockford era.
In the early 1950s, Nick moved
continued on page 26
VINTAGE AIRPLANE
5
PASS
IT TO BUCK
BY E.E. "BUCK" HILBERT, EAA #21 VAA #5
P.O. Box 424, UNION, IL 60180
Aging aircraft as well as
aging pilots and mechanics
I'm beginning to feel like an
ancient, out-of-touch, left-out
something or other.
Every time I pick up an aviation
magazine, it's full of hi-tech write
ups that I have a hard time
understanding. Modern instrumen
tation, glass panels, sophisticated
navigation and collision avoidance
systems, engine monitors, fuel flow,
in-flight entertainment systems, au
topilots, you name it!
These all have nothing to do
with the flivvers and the fun flyin'
depicted in this issue. Where is the
"fun" and the "enjoyment"-the
sense of adventure, the thrill of
flying that got me into this to be
gin with?
Well, in our Vintage organiza
tion , it's still there! There is still a
core group out there that feels a
sense of adventure, the thrill of
pure flying, that is so enjoyable
and a delight to the senses. They,
as I do, only want release from the
hi-tech world, and enjoy the sim
plicity of turning a switch to get
things going.
No programming . No perusing
the book to find coordinates . Just
light the fire and go.
There is a downside to this sim
plicity, though. The "moderns" are
sometimes very tolerant of we
"grandfathers," surprisingly so.
Sometimes I relish the "pipe and
slippers" treatment, and the resig
nation they show this old man
when 'l don't understand all the
things they talk about. On the other
hand, I feel left out, confused, and
as a stranger in my own backyard.
6
FEBRUARY 2004
When the current owner of a
neat old Cessna 180 calls and asks
what shape my airstrip is in, how
long, what the coordinates are,
and then tells me a 10-knot cross
wind is a problem for him, and
elects to drive in, I can't but won
der. He oohs and aahs over my C-3
and the Fleet, and then shakes his
head in amazement that there are
no electrical systems and nothing
in the panel.
"How can I possibly go any
where without anything like that,"
he wonders?
Well, I have no intention of "go
ing" anywhere. I fly for the fun
and the pleasure of just being air
borne, looking at the local
territory, waving at my neighbors
and friends, and maybe taking
someone for a ride.
My "Model T" of an airplane
gives me all that I want. That first
takeoff is really all the reward I
need, but the subsequent landing
and the pure pleasure of what I just
accomplished is "heaven" in itself.
Lately too, I find myself sitting in
the recliner with more than 30 years
of the EAA Vintage publications at
my side, feet up, thumbing through
the old articles. Re-reading long ago
written articles, some written by
long-departed enthusiasts, trying to
pass on their wisdom and experi
ence to others who might have a
similar interest.
I've often felt that man's great
est invention was the printing
press. With that invention it was
possible to record and pass on for
posterity a man's experiences. I'm
taking advantage of this when I sit
in my recliner and go through the
collections of the past 30-plus years.
I start with the stack on one side,
and as I read through, I stack them
on the other side. When I complete
the transfer from the one side to
the other, I start in all over again.
If it were possible for the neo
phyte Vintage member to push
away from his computer with all
its pop-ups and nonsensical adver
tising, and take time to read
through this collection of lore and
knowledge, his reward would be
the assimilation of what was
learned the hard way, by a lot of
people who wanted to pass on
their experience. It would satisfy
the "thirst" that I hear every day
in phone calls from people calling
for information.
I know many of you are not privy
to this collection as I am, but we do
have our EAA Library and, lately, a
CD with all the EAA Sport Aviation
articles on it, some of which pertain
to our kind of activities. It is my
hope that one day, and soon, a sim
ilar CD for the Vintage publications
will exist.
Meanwhile though, on occasion,
your editor, H.G., the staff, and I
will select one of these "old" arti
cles we feel might be of interest and
republish it.
I'm asking for your comments
on this. Do you feel this would be a
worthwhile effort?
With that,
It's over to you,
I(
((
~ti.rJ,
early/mid '20s. My granddad said it
was quite a performer, especially
when you adjusted the valves on the
old OX to "0" clearance to get an ex
tra 100 rpm. Wow, can you imagine,
1500 rpm?
Joe Maguire
Canton, Ohio
BY
H.G.
FRAUTSCHY
NOVEMBER'S MYSTERY ANSWER
Our November Mystery Plane,
supplied by Jim Haynes, was a
fairly common airplane in its day,
but this one was a bit different
than the rest. As a few of our mem
bers noted, it had both the wings
and fuselage modified:
The November Mystery Plane is a
J-1 Standard, with the fuselage short
ened and the wings clipped. A frontal
view of it would reveal the upper and
lower wings are of equal length, and
the airfoil was also modified with
more camber for a "high lift" airfoil.
This was a very popular mod in the
Richard S. Allen of Lewiston,
Idaho, looked up the abstract on
the airplane, and came up with
the following details:
The Standard J-1 was Serial No.
N-109, powered by a Curtiss OX-5,
Serial Number 3972. It didn't last
long in civilian hands . Sold by the
Nicholas-Beazley Airplane Co. of
Marshall, Missouri, on March 20,
1927, it was sold on June 27 to a
partnership of George Kimball and
Glen Sayers of Adair, Illinois. [In his
correspondence, member Lynn Towns
of Holt, Michigan, adds the name of
Herman Chenoweth of Table Grove,
Illinois, to the partnership.} It was
reported that not even a month later,
on July 13, 1927, that it was "com
pletely destroyed a few days ago, tied
to a fence and hit by a strong wind
storm, turned over and completely
destroyed. "
Other correct answers were re
ceived from Thomas Lymburn,
Princeton, Minnesota, and John
Rowles, Bemidji, Minnesota. ......
THIS MONTH'S MYSTERY
PLANE COMES TO US FROM
LOUIS P. KING OF HOUSTON,
TEXAS. BE CAREFUL, IT'S
NOT EXACTLY WHAT YOU
THINK IT IS.
SEND YOUR ANSWER TO: EAA, VINTAGE AIR
PLANE, P.O. Box 308 6, OSHKOSH, WI
54903-3086.
YOUR ANSWER NEEDS TO BE IN
10,2004, FOR INCLU
2004 ISSUE OF Vintage
NO LATER THAN MARCH
SION IN THE MAY
Airplane.
YOU CAN ALSO SEND YOUR RESPONSE
VIA E-MAI L . SEND YOUR ANSWER TO
[email protected] .
BE SURE TO INCLUDE BOTH YOUR NAME
AND ADDRESS (ESPECIALLY YOUR CITY
AND STATE!) IN THE BODY OF YOUR NOTE
AND PUT "(MONTH) MYSTERY PLANE" IN
THE SUBJECT LINE.
VINTAGE AIRPLANE
7
THE VINTAGE INSTRU
Charting a Course
Keeping oriented in the digital world
DOUG STEWART
s an ardent supporter of the FAA Wings pro
gram of recurrent training, I feel that it is
important that I not only give safety seminars
and flight training in support of the program,
but that I undergo the training myself. I de
cided therefore to stop in North Carolina (on a flight to
Florida) to fly the three hours of training required for
the Wings program with Guy Maher, whom I consider
the foremost instructor for the Cessna Cardinal. I was
flying my 1974 Cardinal RG to Florida (for a Thanksgiv
ing celebration with two of my sons) rather than my
PA-12 because I wanted to still be a "vintage" instructor
when I reached Florida and not an "antique" instructor.
After a great deal of creative scheduling adjustments,
Guy and I were able to come up with a workable plan. I
would depart early on a Tuesday morning and get to Sal
isbury, North Carolina, with sufficient time to complete
the training before his prior commitments kicked in
later in the afternoon.
Of course this was all dependent upon decent VFR
weather in North Carolina. The week prior to Thanks
giving the prog charts were not promising. A cold front
was taking its time traveling across the country. On
Sunday I was not too expectant of making the stop in
North Carolina, and was thus starting to firm up Plan B
of a direct flight to Florida on Wednesday. But 10 and
behold, on Monday the front hurried up. We were get
ting rain in New England, and it looked as if the flight
the next day would be in severe clear, although some
what bumpy, air.
Arising early Tuesday morning, I got my briefing,
which confirmed the previous day's prediction. It
would be CAVU (ceiling and visibility unlimited) all
the way with some moderate turbulence, particularly
as I paralleled the lee side of the Appalachians. The
temperatures reflected the cold front's passage. It was
in the low 20s. Then, in the dawn's early light, I could
see something white all over my car in the yard. Uh oh
. .. the Cardinal is tied down and not hangared. When
did the rain turn to snow, and how quickly? We might
have a problem here, I thought to myself, as I drove to
the airport where the Cardinal is based.
Unfortunately the problem was much worse than I
A
8
FEBRUARY 2004
had thought. As I
drove west across
the Taconic ridge
that separates my
home from my air
plane, the snow
depth got deeper
rather than shal
lower. Arriving at
the airport I realized that my Cardinal was covered with
1.S inches of frozen snow. The kind that doesn't brush
off. The kind that doesn't bang off. The kind that stays
stuck until the temperature raises enough for it to melt.
There was no way this stuff was going to come off unless
I could get the airplane in a heated hangar. After an
hour and a half of struggling to de-ice the airplane, the
owner of the heated hangar at the airport showed up.
Moving the Cardinal into the hangar yielded an ice-free
aircraft in less than another half-hour.
But now I was two hours behind schedule. I had
planned to fly IFR, even though VFR conditions pre
vailed. That way I wouldn't have to worry about any
temporary flight restrictions (TFRs), in particular the
presidential retreat at Camp David, which I knew lay
close to my route. Flying IFR on cross-country flights is
the easiest way to pass the burden of airspace incursion
on to Air Traffic Control, relieving the pilot of that
chore. If I were to fly the IFR routing, it took me west of
Camp David, and what with the head winds I would be
encountering, it was doubtful that I would get to Guy in
time to complete the training before he ran out of time.
There was only one solution ... GPS direct. My Cardi
nal is equipped with a panel-mounted Garmin GNS 430
and a yoke-mounted 196. I will typically keep the 430
on the primary navigation page, and the 196 on a page
that is split with a moving map and a horizontal situa
tion indicator (HSI). As the engine warmed up I
programmed the two GPS units. I scrolled the map just
far enough to see that Camp David would indeed be a
concern, warning me of the need to be extra careful
when I got west of Baltimore. In my operational error of
being in a hurry I was also beginning to forge the chain
of what could become a bad situation. I was behind
chart in my lap!) I Circumnavigated the arc until I could
schedule, and fixating on avoiding Camp David.
As I leveled off at 4,500 feet for my southwesterly fly in a straight line on to my destination, arriving there
route, the prediction of slow ground speeds was holding with just minutes to spare before my appOintment.
There were many lessons to be learned on this flight!
true, but at least the turbulence was nothing more than
light chop most of the time, with just an occasional Perhaps the most important one is that we should never
"moderate bump. The visibility was that wonderful se
be in a hurry. The minute we get behind schedule, it be
vere clear that often follows a cold front passage. Reaching comes too easy to overlook or disregard important bits
southeastern Pennsylvania I scrolled my moving map out of information. There is a reason for the saying: "Time
and saw that r would pass just far enough east of Camp to spare ... go by air." If we can't accept that mentality,
then we are setting the stage for disaster. We should
David so as to not violate that Prohibited airspace. Check
ing my ETA on the GPS showed that I'd barely have time never allow an appointment, or an expected time of ar
to "drain my sumps" before my appointment with Guy, rival to dictate the flight. We have to have the flexibility
but at least I would be on time. I had yet to realize that in our planning to allow us to either cancel the appoint
complacency, another one of those operational errors, ment we are trying to make, or cancel the flight .
Another lesson has to do with
was at work strengthening the chain.
•
the "traps" that reliance on GPS
r typically fly with the moving
navigation have for us. Although I
map on my GPS set to a 20- to 35••
teach a seminar on these many
mile scale, but because I wanted to
traps, I almost fell into one of them
see my proximity to the Prohibited
myself. When we zoom in on the
airspace, I had zoomed in to 10
map scale, there is often little, or
miles. I should know, of all people
no, warning of airspace incursion.
(since I teach in my GPS seminars
Furthermore, if we are operating
about the "trap" of airspace incur
with some of the older units, the re
sion), that when operating a moving
draw of the map might be so slow as
map on a GPS one needs to be espe
to allow us to penetrate that air
cially vigilant to the airspace that
space before the moving map
lies just ahead beyond the limits of
indicates it. Certainly backing up
the picture on the screen.
our usage of the GPS map with a
As a dark curved line indicating
chart in our lap will aid in aVOiding that trap. But if that
the "Mode C veil" around the Washington Class B air
space started to move down the map from the top of the chart does not have a course line drawn on it (as mine
screen, I thought to myself that Potomac Approach, did not, due to my being in a hurry), the trap is still
with whom I was getting advisories at the time, should wide open.
soon be clearing me into the Class B. "Yikes ... You idiot!
On this flight I had been requesting and receiving
flight following from air traffic control. But we must re
The D.C. ADIZ!" I silently screamed at myself. In my fix
ation on Camp David, in my being in a hurry and member that ATC's primary responsibility is to provide
wanting to take the shortest line, in my complacency, I separation for IFR aircraft. Their assistance to VFR air
had completely forgotten about the rest of the route. craft is only on an "available" basis. Therefore we
Had I continued in a straight line I would have busted cannot rely on ATC to keep us from penetrating special
directly into the air defense identification zone (ADIZ) use airspace, even TFRs ... even the D.C. ADIZ. Would
Potomac Approach have warned me of my impending
as I overflew just west of Dulles. I had completely forgot
ten that the airspace around Washington, D.C., after violation? I'm not so sure it would have.
So when planning any flight, do not let an ETA force
September 11 was now an ADIZ. It required a special
you to rush your planning, or for that matter embark
VFR flight plan to enter the airspace.
I could just see the story now: "Pilot escorted out of on, or continue the flight. Always have a Plan B, and be
ADIZ by military aircraft is not just an ordinary pilot, sure that plan is thoroughly thought out as well. Do not
but a Master Instructor and Designated Examiner." How put your sole reliance for navigation in that little GPS
would I ever explain ... and would it be a suspension, or clamped to your yoke (or that big one mounted in the
worse yet a revocation? I'm too old to consider starting a panel, for that matter). Always carry charts, with your
course line drawn on them. Request flight following
new career.
Thanks to the marvel of modern technology I was whenever pOSSible, but do not count on ATC to keep
able to place the cursor on my moving map at the apex you clear of special-use airspace. That is why you got a
of the curve of the line depicting the Mode C veil, push thorough briefing prior to the flight. That is why you
the "direct to" button on the GPS, and get instant navi
have a chart in your lap. Doing these things will help
gation information to aid in not penetrating the ADIZ. you transition from being a good pilot to being a great
Then using the depiction of the arc of the veil on the pilot. As you can see, I'm still working at it myself.
Read more about Doug's work at www.dsflight.com........
moving map (and confirming the information with the
II
In my operational
error of being In a hurry
I was also beginning to
forge the chain of what
could become a
bad situation.
VINTAGE AIRPLANE
9
BUDD DAVISSON
o many times, when we
talk about a restored an
tique airplane, we begin by
explaining that there were
so few original parts re
maining that it made more sense to
throw the airplane away and restore
the basket it came in. Today "data
plate airplanes" are so common we
don't even bother to get an incredu
lous look on our face when we find
all that's left of the original is the cle
vis pin holding a tail wire.
And then there are antique birds like
Jim Hammond's 1931 C-3 Aeronca. In
72 years of life the wings have been re
covered only twice and the fuselage
once. And it was never a derelict. In
fact, if you ignore the 72 years since its
s
10
FEBRUARY 2004
birth, you could say that condition-wise
it has barely drifted down into the "used
airplane" category.
Hammond's airplane is unique
not because of the massive effort that
went into restoring it but because so
little restoration has been done. It is
1931 aviation in its purest form.
The airplane is also unique for a
totally different reason, however.
Hammond is only the third owner,
which is interesting, but what makes
his airplane really interesting is that
the first owner was Jean Roche, the
original designer of the C-3 and the
recognized father of light aviation .
For over 34 years, Hammond's C-3
was Roche's personal airplane.
During the 1920s, when big, hulk
ing biplanes typified civil aviation,
Roche and two friends, John Dosche
and Harold Morehouse, were busy
buckjng the trend. They were young
and were seriously infected with the
aviation bug. But they were also
broke. They not only couldn't afford
to buy any of the available airplanes,
but even if they managed to acquire
one, they couldn't afford to keep it
in gasoline and oil. It was a common
dilemma. The world was catching
the aviation fever, but the size and
costs of the average airplane made
flying available only to the rich. The
common man was being left on the
ground. And Jean Roche, for one,
didn't like that.
Roche and his friends didn't have
the money, but they wanted to fly.
So, they became what all people be
come when the want of aviation
overpowers common sense: they be
came homebuilders.
With the exception of the
Wright brothers (the original
homebuilders), aircraft designers
generally have an engine around
which they can design the air
plane. That wasn't the case with
Roche, however. For his airplane to
be economical, it had to be small
and light and the engine had to be
the same. Based on the parameters
of the airplane he was designing,
he only needed a 25-hp engine to
fly. But there were no engines in
that horsepower category that were
light enough. So what does a home-
builder do when he finds a particu
lar part isn't readily available? He
builds it! That's exactly what they
did. Harold Morehouse designed
and built a two-cylinder, horizon
tally opposed engine that fit
perfectly in the pug nose of the
airplane Roche had designed.
Let's put the concept of some ama
teurs building an engine in per
spective: the concept of the automo
bile and its internal combustion
engine was barely 25 years old. The
Wright boys had
done their thing
only two decades
earlier, but here
were a trio of
young men in
their twenties
with little or no
money deciding
to build not only
an airplane, but
the engine too.
No one can say
the guys lacked
confidence.
Amazingly enough, Morehouse hit
the right combinations right out of the
gate and his homemade 25-hp engine
ran beautifully, and the pregnant-look
ing Roche design flew well too.
It would take an entire book to ad
equately tell the Roche/ Aeronca
story, but from 1928 through 1931,
through the Aeronautical Corpora
tion of America (Aeronca), Roche was
central to introducing his little air
plane, dubbed the C-2, to the public.
[n 1931, the two-place C-3 joined the
single-place C-2. Morehouse and his
original engine had gone another di
rection and were never part of the
Aeronca product line, partially be
cause a crash badly damaged the
original engine. However, even be
fore Aeronca entered the picture,
Roche had fellow mechanics/engi
neers Roy Poole and Robert Galloway
take the Morehouse concept and a
few salvageable parts and design a
new engine. This engine became the
Aeronca E-107 (26 horsepower) and
later evolved into the famous E-I13
(36 horsepower).
It says something about the pas
sion attached to aviation to think
that, as the country was spiraling
down into a debilitating depression,
here was a fledgling company
preparing to launch a product line
that could hardly be defined as nec
essary for an individual's existence.
Part of America was selling pencils
on street corners while another plot
ted how they could buy one of
Aeronca 's little airplanes.
The first two years of production
saw 160 C-2's flutter out the door.
Although Roche reportedly wasn't
crazy about all the changes being
made to his super-lightweight (390
pounds) design, he still requested
that one of the new C-3's be reserved
in his name. So in the spring of 1932,
jean Roche became the proud owner
of NC12407, which had actually
been built in the fall of 1931. The
company had tried to deliver an air
plane to him earlier but the sales
manager was killed show boating in
it for a small crowd. Because of the
accident and the pressure of the de
pression, the company charged
Roche $1,500, nearly retail, for the
airplane which he had designed.
The airplane that eventually was
going to wend its way into jim Ham
mond's hands led an interesting life,
partially because Roche had to put it
to work to pay for it and partially be
cause he was still a designer at heart
and wanted to try new things.
Roche put the airplane in the
rental stable of AI johnson, who was
managing the Vandalia, Ohio, ajr
port, for flight training use. The
rental fee was $5 per hour, half of
which went to Roche. Eight hundred
hours later, after teaching dozens of
students to fly, being damaged in a
spot landing contest (it snagged a
fence and wound up on its back),
and becoming an integral part of an
airport community, the little air
plane was paid off.
Ever in search of more perform
ance with no accompanying cost,
Roche designed and tested a single
wheel landing gear for the airplane.
The small wheels from a child's tricy
cle were bolted to the wing tips to
act as out-riggers and a single balVINTAGE AIRPLANE
11
loon tire was mounted under
the centerline of the fuselage.
Besides saving something like
40 pounds (a healthy amount
for such a little bird), the
elimination of the drag gener
ated by big main gear tires
and struts upped the top
speed from 80 to 90 mph .
Anxious to prove the concept,
the airplane was entered in a
race in Chicago and came in
third despite the fact that all
of its competition was much
higher powered.
A Johnson airspeed indicator is mounted on
While the mono-wheel
the brace wires on the right s ide, a much
yielded some benefits, it was
handier lo cation than on the instrument
judged just a little too weird
panel. In flight, the upper half of the panel
(something about falling over
can be difficult to see.
on landing) and never ap
proached production status.
Another test involved
the Frazier propeller. This
was a little-known auto
matic variable-pitch prop
that apparently worked
on a principle similar to
an Aeromatic.
One of the more bizarre
tests involved an investiga
tion into ways of getting
airplanes off the ground
without requiring conven
tional runways. The test
crew anchored a cable se
curely to a pivot in the
The wing is braced by a set of streamlined brace
middle of Wright Field and
wires, which attach on the upper end at this A
devised a method of at
frame cabane strut. It also makes for a handy
taching the cable to
location to mount the pitot tube.
Roche's little airplane,
which included a quick release
mechanism not unlike a tow hook,
but it was aimed down the left wing.
The theory was that rather than us
ing a linear runway, they'd use a
small circular one and depend upon
the cable to tether the airplane into
a circular path. Sounds outlandish,
except it actually worked. They even
found the pilot could control the
tension on the cable at will by vary
ing the bank angle. The little C-3
would chug along in a circle, lift off,
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The engine instruments and mag
~
switch are mounted on the panel, with
the throttle sticking out of the middle.
'-'
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12
FEBRUARY 2004
then release itself and go on its
merry way. Whether the concept
was ever applied to larger aircraft is
n't known, but it reportedly worked
great with the lightweight C-3.
The airplane provided a lot of re
laxing fun for Roche, as he flew it up
and down the coast in the Vir
ginia/Maryland area. Occasionally,
they'd even land it on the beach and
Roche liked a particular beach so
much, he eventually built a home in
the same location.
Shortly after Pearl Harbor, the
edict came down that the C-3, along
with most other civilian aircraft ,
would have to be disassembled and
stored for the duration . It seems the
government couldn't see the C-3 out
over the ocean doing anti-submarine
duty or didn't feel the pregnant
guppy appearance of the little
Aeronca was going to inspire fear in
the hearts of our enemies. It has
been reported (but unconfirmed )
that the actual reason the military
wanted all unused civilian aircraft
dismantled was so they couldn't be
used against us in the event of an in
vasion. Yeah, right! An Aeronca C-3
used by the enemy to strafe our
troops. That's kind of funny, actu
ally. It sat out the war disassembled
in Roche's house.
Offering flight to the common
man was just one of Jean Roche's
dreams. Another was to offer the
"sportsman's life" to the same class
of people, and he defined a sports
man's life as living close to the shore
with both a seaplane and a boat in a
style that offered both economy and
total recreation.
The first ingredient of that, the
seaplane, he had, but not without
putting the C-3 on floats. This was
no small decision because the air
plane didn't have a huge surplus of
power so the floats had to be well
matched to the airplane. Cost was
also a factor, which is why he con
sidered the McKinley pneumatic
floats for a while. The McKinleys
never received CAA approval so
Roche began looking for a set of
EDO 1070s. And he looked. Then he
looked some more. The search took
eight years until he finally cornered
a set in 1948.
The little C-3 on floats looked per
fect in the "sportsman house" he
had designed and built for it. During
World War II, he started building the
house and saw it as a prototype for
similar houses people of meager
means could build out of their
salaries without resorting to loans.
Essentially, it was a tall seaplane
hangar with an apartment on top.
The hangar was cinder block and the
apartment of frame construction
and built in a way that the floor plan
could be easily customized to a
builder's tastes.
Critical to the "sportsman house"
was its location, which in this case
was on the shore of the Back River, in
Hampton, Virginia, not far from his
work at NACA. He had his water front
home, his seaplane ramp, and, even
tually his seaplane. But the three
elements that defined his concept of
sportsman living never really came
together for him. Traveling and other
interests kept the C-3 in the hangar
and not once was it trundled out to
the water barely fifty feet away. In
fact, Roche never flew the airplane af
ter it was reassembled after WWII.
The airplane sat in its specially de
signed hangar for years before Roche
finally sold it to Bill Harwood and
Thomas Grogan of Freeport, Long Is
land, in 1966 ending Roche's 34-year
ownership of the airplane.
When Harwood and Grogan got
the airplane, it had about 1,200
hours on it. Its cover was getting a
little ratty, so they gave it a new suit
of clothes, but that's about it. It did
n't need anything else.
While Harwood and Grogan were
enjoying the airplane, far to the
west, in Ohio, young Jim Hammond
was feeling the first pangs of the air
plane bug. He was still in junior high
but airplanes, especially old ones,
were already part of his life. He grew
up on his grandfather's farm where
he now has a 2,100-foot runway and
a row of hangars.
He says, "If I'd ever quit buying
airplane projects, I could stop build
ing hangars. Originally, I just tied the
airplanes in the corn, but now that I
have hangars they are all full."
A mechanical engineer by training,
Jim is third generation in the family's
desiccant business but airplanes have
always been there.
"It's the usual farm kid airplane
story," he says. "Started taking lessons
at 14, soloed a J-3 at 17, but didn't get
my license until I was in college."
Part of his interest in antique air
planes came from an unusual source.
"We lived not far from Port Clin
ton where Island Airlines based their
Ford Tri-Motors. As a young kid , I
found that if you hung around, they
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Balloon wheels are an integral part
of the landing gear's shock absorp
tion system.
Aeronca was one of the few light-plane
manufacturers that also manufactured
their own engines. The two-cylinder
Aeronca engines would be the stan
dard powerplant for the company's
product (not including the low wing
Aeronca L series) until the four-cylin
der Continental, Lycoming, and
Franklin engines came out years later.
VINTAGE AIRPLANE
13
Jean Roche, original owner of the C-3.
Bill Halwood at
Jean Roche's
house in 1966.
i• • •
B ill became the
next owner of the
C-3.
might take you out to the islands if
they had an empty seat. But then you
had to stay on the island until they
had an empty seat going back, which
often took a while. Sometimes they'd
even let you play copilot.
"I went to Oshkosh for the first
time in 182 and my goal was to build a
Pietenpol, so I was looking for stuff
pertaining to that. But then I saw my
first Hatz, and I just had to have one.
Originally I was going to cannibalize
an old 150 I had bought for parts for
the Hatz, but I just couldn't part out a
flying airplane. After putting 250
hours on it, I sold it and used the
money to buy parts for the Hatz. It
took me nearly eight years to finish
the Hatz, but I truly love it. During
that time, I acquired my A & Prating."
What he doesn't often mention is
that he received a bronze Lindbergh
award for his workmanship on the
Hatz.
The exact trail of airplanes that led
to his buying the Roche C-3 is just a
little hard to follow.
"I bought a TC Aeronca in Oregon
and it took me 32-1/2 hours to make
it home. A long but enjoyable ride.
14
FEBRUARY 2004
Then in 187 I bought the proverbial
airplane-in-a-barn, a PT-19. I was at a
wedding and someone told me about
an "old airplane" they had seen
wasting away and on the way home,
I stopped to look at it. It looked like
it just needed covering, but when I
got it home, I found a lot of the old
casein glue had given up holding
parts together./1
Like many antique airplane types,
jim has a love affair with the concept
of starting a new, unusual project.
"I worked on the Fairchild for
about five years then got sidetracked
by a j-l Standard project. Somewhere
back there I also decided I had to
have a four-place family airplane, so I
bought a Stinson Junior. I love ju
niors. I flew this one for about four
years and it was getting pretty ratty.
So I sold it and bought another one.
Like I said, I like juniors. Still inter
ested in Pietenpols, I helped restore
Alan Rudolf's Model A Ford-powered
Air Camper and wound up buying it
a few years later.
"I'd always wanted a C-3 project
and a friend told me of one in
Florida, so I went to look at it. The
same guy had the Standard j-1. He
didn't really want to sell the C-3 but
said if I took the Standard he'd throw
the C-3 in, complete with its 1958
airworthiness certificate.
"I began working on the 220 Hisso
powered Standard so the C-3 had to
wait its turn.
"I still had the C-3 bug, however.
Last year as I was getting ready to go
to Oshkosh, I saw an ad for a flying
C-3 and I called the owner. It sounded
like it was exactly what I was looking
for. On Thursday of Oshkosh I flew
home, then drove to Long Island to
look at it. Bill Harwood showed me
around the airplane and explained
the entire Roche connection. You
could almost feel the old guy hover
ing over the airplane. It was
incredibly original because all Har
wood and Grogan did was cover it.
Most of the rest, including the inte
rior, is as it was when Roche had it.
"The airplane is a lot of fun to fly
and I feel a little better about this en
gine than I do other E-l13s. For one
thing, Roche converted the engine to
a Ie' model, which means, among
other things, that it received plain
rod bearings and a new crankshaft
that has a conventional spline, rather
than a taper.
"I fly the airplane regularly, but I
fly from field to field, always expect
ing the engine to stop. It's this kind
of flying that really keeps you on
your toes.
"I'm terribly aware of this airplane's
place in history and I work hard at fly
ing it safely and not stretching its
limits. I know Roche flew it as if it
would never quit, but I can't bring
myself to be so blase about it. Of
course, practically all the countryside
where I regularly fly is miles and miles
of flat fields. So, at the very least, I'm
unlikely to damage the airplane."
jean Roche's little airplane begat a
huge number of innovators but they
all took the cue from Roche's original
concept: keep it small, keep it light,
keep it affordable-and the general
aviation industry, as we know it, was
born. jean Roche loved aviation and
he loved his C-3. It's only fitting that
both have survived.
......
Chris Price and his Heath Parasol
BUDD DAVISSON
wenty-eight-year-old Chris
Price didn't have a chance.
There was absolutely no
way he cou ld not turn out
to be a lover of old, unusual air
planes because his entire youth was
stacked against him.
Let's add up the strikes:
• Father was an airline pilot who
loved old airplanes.
• He was raised in Sonoma, Cal
ifornia, under the influence of
Sonoma Skypark Airport and all of
the quirkiness contained thereon.
• He was friends with Eric
Presten, photographer and known
pusher of vintage airplanes.
Three strikes: no chance what
soever of having a "normal" aka
"boring" life.
Lounging in the tiny shade of
T
his Heath Parasol at Oshkosh, he
said, "I suppose my father was the
main influence that drove me to
wards flivver-type airplanes. Or it
could have been the English mo
torcycles of my youth because they
tend to breed a tolerance of ques
tionable mechanical stuff.
"Plus, Dad managed the Fre
mont Airport for a bunch of years,
and before I was old enough to
learn to fly, I was racing around
the airport on a go-kart and climb
ing in and out of a derelict )-3 Cub.
I soloed a glider at IS, a Cub at 16,
and got my ticket at 17."
The story of his Heath, if told
out of context, would sound like
the normal, long-term (la-year)
scrounging-through-barns-making
phone-calls-looking-for-parts
project. It's only when it's put in
context that it takes on an abnormal
flair. Like for instance he was build
ing his ribs in high school shop class
and took a Continental A-40 to auto
shop to do the valves. But we're get
ting ahead of ourselves.
Just make a mental note that
the tale of the Chris Price Heath
Parasol begins when he's still in
high school.
"Three months after I got my
private license, a friend, who had
only gotten his license a week ear
lier, and I flew a J-3 from Sonoma,
California, to Old Rhinebeck, New
York. We even circled the Statue of
Liberty. On the way east we
stopped at Oshkosh '92 where I
saw Bill Schlapman's Heath Para
sol. On the way home we attended
VINTAGE AIRPLANE
15
The large dial of the engine tachometer dominates the instrument panel, with
the throttle lever just to its left.
'"~
Chri..s...P"""nc:.·c.....
e..J.h'-s
a-~een
b...;....-work
---.----on
ing -h-~
is
Heath project since he was in high
school back in Sonoma, California.
'Sentimental Journey' at Lock
Haven, Pennsylvania, and made a
lot of friends along the way.
"For some reason I found Bill
Schlapman's airplane really interesting . Then I saw a picture of a
Heath on floats. That did it! I let
everyone know that I wanted a
Heath. That's when Eric Presten
told me of an ad he'd seen for a
Heath project in Wisconsin. It really didn't sound like much, but I
went to look at it anyway.
lilt looked even worse than it
sounded. Someone had whacked
all of the fittings off the fuselage. I
guess they were going to modify it
into something else. There were no
wheels, the elevator hinges on the
stab had been cut off, and there
was no vertical stab. The wings
16
FEBRUARY 2004
::<
consisted of a stack of totally unus
able ribs and no spars. But, the
price was right, so I carted the
pieces home . Then, between the
cracks of everything else I was do
ing, I kept looking for parts to add
to my Heath 'kit'.
liMy high school was really good
about letting me work on the air
plane as part of my shop classes.
While other guys were making
bookends and cutting boards, I
was making ribs and spars.
liThe structure of the Heath is
amazingly fragile, and the ribs
aren't to be believed. They are made
of 7/32-inch stock (less than 1/4
inch) with enormously long bays in
the trusses. The middle bay is over
9 inches long. You can deform them
with your fingers. In fact, later,
when I was rib stitching, I had to
cut some of it loose and start over
because I'd pulled it too tight and
bowed the bottom in. They looked
like Wright brothers' ribs."
By the time Chris graduated
from high school it was obvious to
him that to continue with the
Heath he was going to have to
learn additional skills because his
airplane was in urgent need of
someone who knew how to weld.
"I took welding courses at Santa
Rosa Junior College, then attended
The beautiful profile of original
Heath wheels was the result ofplenty
ofpatience and a bit of horse-trading
with other airplane parts.
Embry-Riddle at their extended
campus on Travis Air Force Base to
get the rest of my education. Once
I felt I knew how to weld well
enough, it was time to start tack
ling the steel parts of the airplane.
liThe fuselage looked horrible.
At one time it had surface rust, and
rather than cleaning it, someone
just brush painted over it. I punch
tested the tubing in the normal
places and couldn't find any thin
spots, so I continued on with it."
When restoring some airplanes,
tons of archival documentation
surfaces to provide information,
but Chris found that wasn't the
case with the Heath.
"I had expected to find lots of
plans and stuff for the airplane but
didn't. In fact, in a lot of areas I
had to depend on photos . The
fuselage had no door, for instance,
which was an option on the Heath
because it is nearly impossible to
squeeze under the wing to get in. I
decided to put the door in and
spent a lot of time staring at pho
tos the EAA had of a bare Heath
fuselage that had the door to get
details. The basic dimensions came
from plans out of 1930 and 1931
Popular Aviation magazines.
Powered with a more
reliable Continental A
40(f), Chris' Heath will
cruise at 70 mph.
The rigging of the
Heath is pure 19205,
with a combination of
hard wire and cables
keeping everything
aligned.
liThe shape and method of at
taching the fittings came out of
the old EAA photos along with the
way the gas line and throttle link
age were routed. Nothing about it
was complicated, but I was putting
together a jigsaw puzzle without
knowing what the picture was sup
posed to look like, so any hints
helped enormously.
"When I cut the tubing to put
the door in I got proof that the
tubing was fine because the insides
of everything I cut were just beau
tiful. That was a relief.
"When welding in the tubes for
the door, I made it a point to avoid
splicing anything. I went from clus
ter to cluster on every piece, and
you'd have a tough time telling the
door wasn't there all long, which is
how I wanted it to look."
Having a basic wing and fuselage
meant that it looked as if Chris had
a real airplane, but he wanted to
make it original, or close to it, so he
was still a long way away because he
was missing so many important
components.
liThe widow I had bought the
fuselage from said she had already
sold a bunch of parts of the airplane,
including the engine and Heath
Right off the
pages of the Flying and Glider
Manual, Chris Price's Heath is
striking in its original color
scheme. Who says the old days
were in black and white?
things about the reliability of Heaths,
so I wanted to get my airplane flying
first, then think about changing the
engine."
Some airplane projects have inter
esting circular connections in them
where people cross paths without
ever knowing or parts wind up in
the most ironic places.
"I was well into the
project when a friend
told me he'd been to a
local garage sale, and
there were a bunch of
Heath parts stacked in the
corner but not for sale. He
asked the guy where he got
them, and he said, 'I
bought them in Wisconsin.
There was a fuselage
too, but I was in a
hurry and didn't
want to take the
fuselage.'
"I ran up and talked
to him, and would you believe
it-he has the engine and
wheels that were originally on
my airplane, and he's not 15
miles from my house in California.
wheels, which are unique to
the airplane. I could have sub
stituted motorcycle wheels or
something, but I was doing a
restoration, not a homebuilt,
so I didn't want to go that
route.
"I flipped over rocks for two
years looking for wheels and
finally bought a pair at the Joe
Gertler auction. They had a
ton of wheels of different
types, and I bought a set of
Jenny wheels for a friend, but
almost no one wanted the
Heath wheels, so I got them
for $120.
liMy airplane had originally
been equipped with a B-4 Hen
derson/Heath, which was also
long gone. At the Gertler auc
tion, however, I bought a couple
of complete Heath engines,
even though I was already com
mitted to the Continental A-40.
Besides, I'd heard some dismal
VINTAGE AIRPLANE
17
He's a memorabilia collector, not a
restorer, and he didn't want to sell
me the parts. He did talk about loan
ing them, however, and I have to get
back to him. Maybe we can work
out a trade or something.
"When I was doing the instru
ment panel I had practically no
documentation to work with, so I
basically got what I thought was ac
curate to the period. Some of it is
kind of funny, like the Nicholas
Beazley altimeter. In one circle of the
needle it goes from zero to 25,000
feet. Talk about a nonsensitive al
timeter! I just look out and make a
judgment whether I'm high enough
or not, and that's good enough.
liThe mag switch is a funky-look
ing British unit, probably out of an
Avro, and the oil pressure gauge is
from a tractor. That seemed apropos.
18
FEBRUARY 2004
The throttle, which is an up-and
down lever, was tough to come up
with. Then I saw the fuel selector for
a Geronimo Apache. Not only was it
exactly the right size and look, but
the throw was perfectly matched to
the NAS-2 carb on the A-40.
"A bout this time I finished col
lege, and my first flying job was
with Miami Valley Aviation, in Mid
dletown, Ohio, (only a couple
hundred feet away from the original
Aeronca factory) flying DC-3 copilot
and Beech 18 single pilot. Moving
away from the Heath was not good.
It was going nowhere fast.
"I was lucky to be a friend of
Rowena Mason. Rowena owns
Rowena 's Flying Fabric at Santa Paula
airport, and she did a beautiful job
covering the airplane and duplicating
the original factory paint scheme."
Because the Heath is low on both
power and wing area, weight, which
is the enemy of every airplane, is es
pecially important, and nothing is
heavier and more useless than extra
coats of paint.
"Rowena covered it with the super
lightweight Ceconite 103 glider cloth.
Once she had it on [ hated to make it
any heavier by putting finish on it,
but we had to seal and protect it
somehow. She put two cross coats of
silver on it and stopped there. If you
look, you'll see pinholes all over it,
but at least it's light."
In putting together such a rudi
mentary and tiny airframe, there are
always parts that prove more ellu
sive than others.
liThe tail uses tiny turnbuckles on
the wires, and I was having problems
finding them . A friend had bought an
Continental A-40, although that de
cision had a few twists of its own.
"Dad bought an A-40 back in '7S
that he was going to use on a Rose
Parakeet project that n eve r hap
pe ned. That's the engine I took to
1930 Heath V Strut
Engine: Continental A-40-4, 40 hp
Cruise: 70 mill!
Top speed: 85 mph
Empty weiCht: 402 pounds
""" Fuel: 8 gallons (two 4-gallon tanks in wing)
Fuel bum: 2.7 gph
The plane has flown at a weight of 680
pounds with a 220-pound pilot.
auto shop and me sse d with, eve n
though [ didn't have the experience.
It needed more than [ was capable of
doing at the time, so I still needed
an engine.
"Last October I had the airframe
about finished and was looking
around for another A-40 when
someone turned me onto one that
had been sitting und er a friend's
work bench for years. It was cov
ered by an inch of sawdust, but
~ when I cleaned it up, it turn ed out
o
~ to be a pretty good engine. [ pulled
~ the heads and checked it ove r and
«
decid ed to run it 'as-is' as a short
engine off a Heath project and left term powerplant for the airplane
the fuselage, which was scrapped. I while I rebuilt the original e ngine
called the landfill, hoping to find the my dad had.
turnbuckles, but all they had left was
"[ wanted to make that original
the landing gear. I retrieved that, but engine as new as possible give n the
all that was useful were the bronze shortage of availab[ e parts . [ came
up with a new cam and cam bear
bushings on the axles.
"Finally, I ran across a crashed ings and used a set of Jahns pistons
ultralight that was using the exact along with new rods. There aren't
turnbuckl es, so I bought it, took new parts kits for th e Bendix mags,
off the turnbuckles, and burned but [ spent a lot of time looking for
the rest."
the best parts [ could find.
"[ flew 20 hours behind the work
The Heath B-4 that was originally
on the airplane was a composite en be nch engine befor e [ changed to
gine that mounted Heath-designed the rebuilt engine, which is running
and -manufactured cylinders on a great, although [ carry an extra A-6S
basically stock four-cylinder Hender coil with me. We all know how those
son motorcycle case. Heath also built things love to fail."
complete engines, which were what
Now that Chris ha s bee n fl ying
Chris had purchased at th e Gertler the Heath for a season, h e has
auction. In the interest of reliability, form ed some opinions about it.
however, he decided to stay with the
"For one thing , people t e nd to
want to lump it in with the C-3
Aeronca, but you only have to look
at that little wing, and yo u know
that there's no way it can be as slow
as a C-3. It ha s a higher wing load
ing, even thou g h it 's light as a
feather. [ come down final at 4S
miles an hour and stall at about 3S.
"You don't fly a power-off final
because it h as a fair amount of drag
and virtually no inertia. If you kill
the power, you're really nose-down
on final to maintain speed, but even
so, it still ha s plenty of elevator to
make the flare. Most of the time ['II
keep some power on it, cruise down
final, and slow down when close to
the runway.
"It'll cruise about 70 mil es an
hour at 2100 rpm, which is low for
the A-40, and will actually hit 8S
mph at full power o f 2300 rpm. Part
of that may be that I'm running a
pretty bi g prop-69-in ch diam eter
with a 33-inch pitch.
"It ha s an amazing ability to fly
with different weight pilots. I had a
6-foot tall fri e nd , who weighs 220
pounds, fly it, a nd not only did he
fit just fin e, but th e airplane didn't
seem to care that much.
"It couldn't be more docile. It's re
ally a kiddy-car even though it has a
tailskid and no brakes."
C hris works for an airline in
Chicago but lives in Brodhead, Wis
consin, where he has a hangar.
liMy goa l is to live between Brod
head and Sonoma. I love the grass at
Brodhead. Besides, I have a couple
other projects I'm working on."
The
couple other projects"
he 's talking about include an A"
model Taylorcraft, a Szekely-pow
ered C urti ss Junior (" ... an easy
resto , ju st hav e to build a new
wing"), an Eyerly Whiffle Hen (" .. .
sold for one year, second airplane to
use an A-40"), and a few others, all
of which fit the common definition
of "flivver"-small , light, and basi
cally around-the-patch airplanes.
"Yeah, I guess you really could say
that [' m a flivver kind of guy," and
he grins.
Poor kid , h e ju st didn't have a
chance.
.......
II •••
II
VINTAGE AIRPLANE
19
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Great Lakes Club
BLAKESBURG, IA 52536
641-938-2773; FAX: 641-938-2093
[email protected]
www_aaa-apm.org
E-MAIL:
WEB:
DUES: $15/ THREE ISSUES
NEWSLETTER : INTERSTATE INTERCOM
BRENT TAYLOR , EDITOR
Luscombe Association
P. O. Box 127
STEVE AND SHARON KROG
BLAKESBURG, IA 52536
641-938-2773 ; FAX : 641-938-2093
HARTFORD , WI 53027
1002 HEATHER LANE
E-MAIL:
[email protected]
WEB : www.aaa-apm.org
262-966-7627; FAX : 262-966-9627
DUES: $15/ THREE ISSUES
DUES: $25 U.S . & CANADA, $30 FOREIGN
NEWSLETTER: GREAT LAKES LOG (3) 16 PG
NEWSLETTER: 6 PER YEAR
E-MAIL:
[email protected]
VINTAGE AIRPLANE
21
Continental Luscombe Association
Navion Skies Type Club
Short Wing Piper Club, Inc
JIM & PATTI SANI ,
PRESIDENT & SECRETARY(TREASURER
10251 E. CENTRAL AVE.
DEL REY, CA 93616
559-888-2745
E-MAIL:
[email protected]
WEB : http:// www.luscombe-cla.org
DUES: U.S. $20 , CANADA $27 ( U .S . FUNDS),
FORE IGN $35 ( u.s . FUNDS )
NEWSLETTER : 6 PER YEAR
RALEIGH MORROW
P.O . Box 2678
LODI , CA 95241-2678
209-482-7754
E-MAIL: Navionl@inreach .com
WEB: www.navionskies.com
DUES: $45 PER YEAR
NEWSLETTER : MONTHLY, ALSO VIA E-MA I L
ELEANOR AND BOB MILLS, EDITORS
220 MAIN STREET
HALSTEAD, KS 67056
316-835-3650
FAX: 316-835-3357
E-MAIL:
[email protected]
WEB: www.shortwing.org
DUES: $30 PER YEAR
NEWSLETTER: BIMONTHLY
Meyers Aircraft Owners Association
WILLIAM E. GAFFNEY, SECRETARY
24 RT . 17K
NEWBURGH , NY 12550
845-565-8005; FAX: 845-565-8039
DUES : POSTAGE FUND DONATION
NEWSLETTER : 5-6 PER YEAR
Monocoupe Club
FRANK & CAROL KERNER
1218 KINGSTOWNE PLACE
ST. CHAR LES, MO 63304-7776
636 - 939- 3322
E-MAIL: fwkerner@spcglobal .net
WEB: www.monocoupe.com
DUES: $25
NEWSLETTER : QUARTERLY
Mooney Aircraft Pilots Association
140 HEIMER RD ., SUITE 560
SAN ANTONIO , TX 78232
210-525-8008 ; FAX: 210-525-8085
E- MAIL:
[email protected]
WEB: www.mooneypilots.com
DUES : $44 . 50 US , $49 .50 FOREIGN
NEWSLETTER : MONTHLY
Brodhead Pietenpol Association
DON CAMPBELL
221 N . LASALLE ST , STE 3 11 7
CHICAGO , IL 60601
WEB: www.pietenpol.org
DUES: $16 PER YEAR US
NEWSLETTER: QUARTERLY
International Pietenpol Association
ROBERT TAYLOR
P. O. Box 127
BLAKESBURG, IA 52536
641-938-2773 ; FAX 641-938-2093
[email protected]
WEB : www.aaa-apm.org
DUES: $151 THREE ISSUES
NEWSLETTER : IPA NEWS (3) 16 PG.
Cherokee Pilots Assoc.
P. O . Box 1996
LUTZ, FL 33549
813-948-3616 OR 800-292 - 6003
E-MAIL:
[email protected]
WEB: www.piperowner.com
DUES : $34 .00 U.S., $36 .00 CANADA & MEXICO,
$44.00 FOREIGN
MAGAZINE: 1 1 ISSUES PER YEAR
Supercub.org-Home of all things PAIS
STEVE JOHNSON
953 S. SHORE DRIVE
LAKE WAUKOMIS, MO 64151
816-741-1486; FAX: 816-741-5212
E-MAIL:
[email protected]
WEB: www.supercub.org
DUES : DONATIONS
Porterfield Airplane Club
CHUCK LEBRECHT
91 HICKORY Loop
OCALA, FL 34472
352-687-4859
DUES: $5 PER YEAR
NEWSLETTER: QUARTERLY
Rearwin Club
ROBERT TAYLOR, EDITOR
P.O . Box 127
BLAKESBURG, IA 52536
641-938-2773; FAX 641-938-2093
E-MAIL:
[email protected]
WEB: www.aaa-apm.org
DUES: $151 THREE ISSUES
NEWSLETTER: REARWIN REGISTER
Cub Club
Western Association of Mooney Mites
(WAMM)
WM . L . VANDERSANDE
100 S. WESTWOOD ST. #2
PORTEVILLE, CA 93257 - 7704
559-782-1980
E-MAIL:
[email protected]
WEB : www.mooneymite.com
DUES: NONE
NEWSLETTER: VIA E-MA I L
Parrakeet Pilot Club
BARRY TAYLOR, EDITOR
P.O. Box 127
BLAKESBURG, IA 52536
641-938-2773; FAX: 641-938-2093
WEB : www.aaa-apm.org
DUES : $151 THREE ISSUES
NEWSLTR : THE PARRAKEET PILOT (3) 16 PGS .
STEVE AND SHARON KROG
1002 HEATHER LANE
HARTFORD, WI 53027
262-966-7627; FAX : 262-966-9627
E-MAIL:
[email protected]
WEB : www.cub-club.com/home.htm
DUES : $25 U.S.!CANADA, $30 FOREIGN
NEWSLETTER : 6 PER YEAR
Flying Apache Assoc. (Piper)
JOHN J . LUMLEY
6778 SKYLINE DRIVE
DE LRAY BEACH, FL 33446
561-499-1115
FAX : 561-495-7311
E-MAIL: mailto:
[email protected]
DUES: $25 PER YEAR
NEWSLETTER: QUARTERLY
International Comanche Society
N3N Restorers Association
H. RONALD KEMPKA
2380 COUNTRY ROAD #217
CHEYENNE, WY 82009
307-638-2210
E-MAIL:
[email protected]
DUES: $20 PER YEAR
NEWSLETTER : QUARTERLY
GAYNOR EKMAN
5604 PHILLIPS J. RHOADS AvE . , HANGAR 3
BETHANY, OK 73008
405-491-0321; FAX 405-491-0325
E-MAIL:
[email protected]
WEB : www.comancheflyer.com
DUES: $64 1 ST YEAR, THEN $60
NEWSLETTER: MONTHLY
American Navion Society
Piper Owner Society
16420 SE MCGILLIVRAY #103
VANCOUVER, WA 98683-3461
360-833-9921 , FAX: 360-833-1074
E-MAIL: Flynavion@yahoo .com
WEB : www.navionsociety.org
DUES: $50 IYR US, $54 CANADA,
$64 FOREIGN (US FUNDS)
NEWSLETTER: PERIODIC
P.O . Box 5000
lOLA, WI 54945
866-697-4737; 866-MYPIPER
FAX: 715-445-4053
E-MAIL:
[email protected]
WEB : www.piperowner.org
DUES: $44 PER YEAR
MAGAZINE: MONTHLY
22
FEBRUARY 2004
International Ryan Club
BILL HODGES, EDITOR AND HISTORIAN
19 STONEYBROOK LN.
SEARCY, AR 72143-6129
501-268-9875
E-MAIL :
[email protected]
DUES : $25 PER YEAR,
$30 CANADA & OVERSEAS AIRMAIL
NEWSLETTER: QUARTERLY
1-26 Association (Schweizer)
JAMES PHOENIX
6815 185TH AvE. E
BONNEY LAKE, WA 98390
203-894-8582
E- MAIL:
[email protected]
WEB : www.126association.org
DUES: $15 PER YEAR
NEWSLETTER: 6 PER YEAR (PLUS DIRECTORY )
Staggerwing Club
JIM GORMAN, PRESIDENT
P.O . Box 202
COLUMBIANA, OH 44408
419-529-3822
E-MAIL:
[email protected] (STAN YORK )
DUES: $251YR US
$30 FOREIGN (US FUNDS)
Stearman Restorers Association
7000 MERRILL AvE., Box 90
CHINO AIRPORT
CHINO, CA 91710-8800
WEB: www.stearman.net
DUES: $351YR US, $40 CANADA & MEXICO,
$45 FOREIGN ( US FUNDS)
NEWSLETTER: QUARTERLY
International Stinson Club
Travel Air Club
National Biplane Association
TONY WRIGHT
ROBERT TAYLOR, EDITOR
CHARLES W. HARRIS
2264 Los ROBLES ROAD
P. O. Box 127
MEADOW VISTA, CA 95722
BLAKESBURG, IA 52536
P.O. Box 470350
TULSA, OK 74147-0350
918-622-8400; FAX: 918-665-0039
E-MAIL:
[email protected]
WEB : www.nationalbiplaneassn.org
WEB: www.biplaneexpo.com
DUES : $25 INDIVIDUAL; $40 FAMILY; ADD
$10 FOREIGN
MAGAZINE: QUARTERLY
520-878-0219
[email protected]
www.aeromar.com/swsc.html
641-938-2773; FAX: 641-938-2093
[email protected]
www.aaa-apm.org
E-MAIL:
E- MAl L:
WEB:
WEB :
DUES: $25 PER YEAR
DUES: $15/ THREE ISSUES
NEWSLETTER : 11 PER YEAR
NEWSLETTER : TRAVEL AIR TAILS (3) 16 PG.
National Stinson Club
Travel Air Restorers Association (TARA)
GEORGE ALLEMAN
JERRY IMPELLEZZERI
North American Trainer Association
1229 RISING HILL ROAD WEST
4925 WILMA WAY
PLACERVILLE , CA 95667
SAN JOSE, CA 95124
PHONE & FAX : 530-622-4004
408-356-3407
(T6, T28, NA64, NA50, P51 , B25)
KATHY & STONEY STONICH
25801 NE H I NNESS ROAD
BRUSH PRAIRIE, WA 98606
360-256-0066; FAX: 360-896-5398
E-MAIL:
[email protected]
E-MAIL:
[email protected]
DUES : $20 US & CANADA ; $25 FOREIGN
NEWSLETTER: 4 PER YEAR
[email protected]
www.travelair.org
E-MAIL :
WEB:
DUES: $15 PER YEAR
NEWSLETTER: QUARTERLY
Stinson Historical and
Restoration Society
( STINSON 108, ANTIQUE AIRPLANE ASSN.)
Travel Air Div. of Staggerwing
Museum Foundation, Inc.
ROBERT TAYLOR
LORRAINE CARTER
P.O . Box 127
P. O. Box 550
BLAKESBURG, IA 52536
TULLAHOMA, TN 37388
641-938-2773; FAX: 641-938-2093
931-455-1974 ; FAX : 931-455-1994
[email protected]
www.aaa-apm.org
E-MAIL:
E-MAIL:
WEB:
WEB :
[email protected]
www.staggerwing.com
DUES: $15/ THREE ISSUES
DUES: $40 PER YEAR
NEWSLETTER : SHARS
NEWSLETTER : QUARTERLY
Swift AssociationlSwift Museum Fdn., Inc.
CHARLIE NELSON
P. O. Box 644
ATHENS , TN 37371
423-745-9547 ; FAX : 423-745-9869
[email protected]
www.swiftparts.com
www.globetimcoswift.com
E-MAIL:
WEB:
OR
DUES: $30 PER YEAR
American Waco Club
PHIL COULSON
2815 SPRINGBROOK DR .
LAWTON, M I 49065
MARK KADRACH
2836 AUTUMN ESTATES
SAN HOSE , CA 95135
408-259-9971
E-MAIL:
[email protected]
WEB: www.napanet.net/-arbeau/swift
DUES: $15 PER YEAR
NEWSLETTER: MONTHLY
Taylorcraft Owner's Club
BRUCE BIXLER , "
12809 GREEN BOWER, N.E.
ALLIANCE, OH 44601
330-823-9748
E-MAIL:
[email protected]
WEB: www.taylorcraft.org
DUES : $12 PER YEAR
NEWSLETTER: QUARTERLY
[email protected]
www.americanwacoclub.com
E-MAIL:
WEB:
TOM PITTMAN
RT. 6 Box 189
APPOMATOX, VA 24522
434-352-5128
E-MAIL:
[email protected]
WEB : www.vctoc.org
DUES: $10 PER YEAR
NEWSLETTER: QUARTERLY
ASA DEAN
16216 N 34TH WAY
PHOENIX, AZ 85032-3119
CELL: 602-622-8335
[email protected]
www.taildraggerclub.org/tdc
E-MAIL:
WWI Aeroplanes, Inc.
LEONARD OPDYCKE
15 CRESCENT ROAD
POUGHKEEPSIE, NY 12601
845-473-3679
JOURNALS WWI AERO AND SKYWAYS
PER QRTRLY JOURNAL $35IYR, $40 FOREIGN
ORGANIZATIONS
DUES: $35 PER YEAR, $45 FOREIGN
American Aviation Historical Society
NEWSLETTER : B I-MONTHLY
BRUCE CUNNINGHAM
2333 OTIS STREET
SANTA ANA, CA 92704
714-549-4818 ; FAX : 714-549-3657
E-MAIL:
[email protected]
National Waco Club
ANDY HEINS
2241 EQu ESTR IAN DR . 1 A
MIAMISBURG, OH 45342
937 - 312 - 0291
E-MAIL:
[email protected]
WEBSITE : www.aahs.online.org
DUES: $39 US, $44 CANADA & MEXICO, $57
FOREIGN (U.S. FUNDS)
NEWSLETTER & JOURNAL: QUARTERLY
DUES: $20 PER YEAR, $25 FOREIGN
NEWSLETTER: BIMONTHLY
Cross & Cockade
Western Waco Association
BOB SHELDON, SECRETARY
14329 S. CALHOUN AVE .
BURNHAM, IL 60633
708-862-1014
BARRY F. BRANIN
1790 PANAY CIRCLE
COSTA MESA , CA 92626
714-920-9226
E-MAIL:
flywaco@juno .com
Du ES : $5 PER YEAR
NEWSLETTER: OCCASIONAL
MULTIPLE AIRCRAFTORGANIZATION S
Virginia/Carolinas Taylorcraft Owner's Club
Taildragger Club
269-624-6490
NEWSLETTER : MONTHLY
West Coast Swift Wing
WEBSITE : www.NorthAmericanTrainer.org
DUES: $45 US & CANADA; $55 FOREIGN
NEWSLETTER: QUARTERLY, "NATA SKYLINES"
Du ES: $15 PER YEAR
NEWSLETTER : EVERY OTHER MONTH
Eastern Reg. U.S. Air Racing Assoc.
JACK DIANISKA, PRESIDENT
26726 HENRY ROAD
BAY VILLAGE, OH 44140
440-871-3781
E-MAIL:
[email protected]
Florida Antique Biplane Assoc., Inc.
Flying Farmers, International
LARRY ROBINSON
10906 DENOEU ROAD
P.O. Box 9124
WICHITA KS 67277-0124
316-943-4234; FAX: 800-266-5415
E-MAIL:
[email protected]
WEB: www.flyingfarmers.org
DUES : $60/YR
MAGAZINES : 6 MAGAZINES PER YEAR
BOYNTON BEACH, FL 33437
561-732-3250; FAX 561-732-2532
E-MAIL:
[email protected]
DUES : $48 YEAR
THE FLYING WIRE NEWSLETTER
VINTAGE A IRPLANE
23
Flying Octogenarians
HERBERT SLOANE
P.O. Box 11114
MONTGOMERY, AL 36111-0114
334-832-2413
E-MAIL:
[email protected]
DUES : $12 PER YEAR
NEWSLETTER : 6 PER YEAR
International Wheelchair Aviators
p.o. Box 2799
BIG BEAR CITY, CA 92314
909-585-9663
FAX : 909-585-7156
E-MAIL:
[email protected]
WEB : www.wheelchairaviators.org
International Women in Aviation
Deaf Pilots Association
CLYDE SMITH
1553 GRAVEL SPRINGS CIRCLE
JACKSONVILLE, IL 62650
E-MAIL:
[email protected]
WEB : www.deafpilots.org
DUES : $30 PER YEAR, ACTIVE PILOTS
NEWSLETTER: QUARTERLY
Int'l Fellowship of Flying Rotarians
TOM SUROWKA, WORLD SEcfTREAS.
203A RUBENS DRIVE
NOM IS, FL 34275-4211
941-966-6636; FAX: 941-966-9141
E-MAIL:
[email protected]
WEBSITE : www.iffr.org
International Uaison Pilot &Aircraft Assoc.
BILL STRATTON
16518 LEDGESTONE
SAN ANTONIO, TX 78332-2406
210-490-4572 VOicE/FAx
E-MAIL:
[email protected]
www.centercomp.com/ILPA/index.html
DUES: $29/YR US; $35 FOREIGN
NEWSLETTER: "LIAISON SPOKEN HERE"
EM,
in on agreement with
AeroPlanner.com, is pleased to announce on
EM
EAA Flight Planner. Toke
exciting new Membership benefit for
Members ...
advantage of the newest Member benefit by
heading over to www.eoa.org.Click on the
"Register Now" link, get registered, and log
onto Flight Planner to plan your next Right.
FREE FOR EAA MEMBERS
• Files, stores and
retrieves your
Righ~ plans with
or Without
DUATS
• View and print
IFR approach
plates
• Displays your
Right plan on an
interactive sec
tional map
• Provides a Right
planning
"Wizard" for
more flexibility
• "Auto-route"
based on your
preferences
• Checks
NOTAMs, TFRs
and MOAs along
your route
• Checks weather
along your route
• Calculates weight
and balance
'-~FLIGHT
PLANNER
24
FEBRUARY 2004
~M
Seaplane Pilots Association
MICHAEL VOLK
4315 HIGHLAND PARK BLVD , SUITE C
LAKELAND, FL 33813
863 - 701 - 7979; FAX : 863-701-7588
E- MAIL:
[email protected]
WEBSITE: www.seaplanes.org
DUES : $40 PER YEAR
MAGAZINE : BI-MONTHLY
Lake Amphibian Flyers Club
Sentimental Journey to Cub Haven, Inc.
MARK & JILL RODSTE IN
7188 MANDARIN DRIVE
BOCA RATON, FL 33433-7412
561-483-6566 ; FAX: 561 - 892-3128
E- MAIL:
[email protected]
DUES : $58 PER YEAR
NEWSLETTER : 6 PER YEAR"
JOHN L. BUCHAN , FLY - IN DIRECTOR
P. O. Box J - 3
LOCK HAVEN, PA 17745-0496
570- 893-4200 FAX 570-893-4218
E-MAIL:
[email protected]
National Air Racing Group
BETTY SHERMAN
1932 MAHAN AVENUE
RICHLAND , WA 99352-2121
509- 946-5690
E-MA IL:
[email protected]
WEBSITE: www.warbirdaeropress.com
DUES : $15 US/$20 OUTSIDE US
NEWSLETTER : MONTHLY
www.pipermuseum.com
DUES: $10 PER YEAR
NEWSLETTER : QUARTERLY
Silver Wings Fraternity
P.O. Box 44208
CINCINNATI, OH 45244
800-554-1437
E-MAIL:
[email protected]
WEBSITE : www.silverwings.org
DUES : $20/1 ST YEAR, $10 RENEW
NEWSLETTER : QUARTERLY
Society of Air Racing Historians
MEL HEMANN
127 KASPEND PLACE
CEDAR FALLS, IA 50613-1683
319-266-3889
E-MAIL:
[email protected]
DUES : $20
NEWSLETTER: 6 PER YEAR
HERMAN SCHAUB
168 MAR ION LANE
BEREA, OH 44017
440- 234-2301
E- MAIL:
[email protected]
WEBSITE : www.airrace.com
DUES : $20/YR US - $23 OTHER S
NEWSLETTER : BI-MONTHLY
The 99's Women Pilots
Taylorcraft Foundation, Inc.
4300 AMELIA EARHART ROAD
OKLAHOMA CITY, OK 73159
800-994-1929 ; FAX: 405-685-7985
E-MAIL: IHQ99s@CS. COM
WEB: www.ninety-nines.org
DUES: $65 PER YEAR
NEWSLETTER: BI-MONTHLY
FORREST A. BARBER , EXEC . DIR .
13820 UN ION AVE . NE
ALLIANCE, OH 44601-9378
330-823-1168 ; FAX : 330-823 - 1138
E-MAIL:
[email protected]
WEBSITE: www.taylorcraft.org
DUES : $10 PER YEAR
NEWSLETTER : QUARTER LY
ox-s Aviation Pioneers
ELMER H. HANSEN , NAT'L SECRETARY
12220 N.E. 39TH STR EET
BELLEVUE, WA 98005-1217
425-885-0299
E-MAIL:
[email protected]
WEB : www.ox5pioneers.org
DUES: $20 PER YEAR
NEWSLETTER : 6 PER YEAR
Piper Aviation Museum Foundation
• Stores multiple
aircraft profiles
1528 S. KOELLER , PMB 111
OSHKO SH, WI 54902
E-MAIL:
[email protected]
WEBSITE : www.replicafighters.org
DUES : $25/ YR, $30 FOREIGN ( US FUNDS )
NEWSLETTER : QUARTERLY
DR. PEGGY J . CHABRIAN
101 CORSAIR DRIVE
DAYTONA BEACH, FL 32114
386-226-7996 ; FAX : 386-226-7998
WEBSITE : www.wai.org
DUES : $39 PER YEAR - $29 STUDENTS
MAGAZINE: BI-MONTHLY
National Association of Priest Pilots
EAA Flight Planner™
Replica Fighters Association
DAN SHOWAN
ONE PIPER WAY
LOCK HAVEN , PA 17745-0052
570-748-8283
FAX: 570-893-8357
E-MAIL:
[email protected]
WEBSITE: www.pipermuseum.com
DUES: $30 PER YEAR
NEWSLETTER : QUARTERLY
Vintage Sailplane Association
DAVID SCHUUR
1709 BARON COURT
DAYTONA BEACH , FL 32128
E-MAIL:
[email protected]
WEB : www.vintagesailplane.org
DUES: $15 PER YEAR
NEWSLETTER : QUARTERLY
Waco Historical Society, Inc.
WACO AIR CRAFT MUS EUM
MARLA BOONE, DIR . OF MEMBERSH I P
P. O. Box 62
TR OY, OH 45373-0062
937 - 335- WACO
E-MAI L:
[email protected]
WEB : www.wacoairmuseum.org
1-5PM SAT.-SUN ., MAy-OCTOBER
DUES : $20/YR AND UP .
......
NEWSLETTER: QUARTERLY
FLY-IN CALENDAR
or j.~~~g!~-'-~ ..
"I..,NEWMAN
"f
The following list of coming events is furnished to our readers as a matter of information only
and does not constitute approval, sponsorship, involvement, control or direction ofany event (fly
in, seminars, fl y market, etc.) listed. To submit an event, please log on to
www.eaa .org/events/ events .asp . Only if Internet access is unavailable should you send
the information via mail to:, Att: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086.
Information should be received four months prior to the event date.
FEBRUARY 7-Tampa, FL-TGI
FLYIN "The Aerospace Rendz"
Gasparilla Airport aka Peter O.
Knight Airport.
MAY 7-9-Burlington, NC-VAA
Ch. 3 Annual Spring Fly-In, Ala
mance County Airport (BUY).
All Classes welcome. Info: Jim
843-753-7138 or
[email protected]
MAY 16--Romeoville, IL-33rd
Annual EAA Ch. 15 Fly-In
Breakfast, 7am-Noon, Lewis
University Airport (LOT). Adults
$5, under twelve $3 . Info: 630
243-8213
JUNE 4-5-Bartlesville, OK-18th
Annual Biplane Expo. All air
craft and airplane enthusiasts
are welcome. Static displays,
forums, seminars, & exhibits.
Info: Charlie Harris 918
622-8400.
JUNE 4-6--Columbia, CA-Bel
lanca-Champion Club West
Coast Fly-In, (022). Camping,
hotel/motel facilities, Friday
BBQ Saturday steak dinner/
mtg. Advance registration
strongly encouraged.
Info: 518-731-6800,
[email protected]
or www.bellanca-championcJub.com.
JUNE S-6--Washington, lA-Fly
Iowa 2004 & Diamond An
niversary of D-Day, usa
Show-Dance Evening of 5th.
All aircraft welcome.
Info:www·flyiowa2004.com
JUNE 11-I3-Gainesville, TX
Texas Ch. Antique Airplane
Association 41st Annual Fly
In, Gainesville Municipal
Airport (GLE). Info: Jim 817
468-1571.
JUNE 16-19-Lock Haven, PA-19th
Annual Sentimental Journey to
Cub Haven 2004. Fly in, drive
in, camp. Info: 570-893-4200 or
[email protected] .
July 27-August 2-EAA AirVenture
Oshkosh (KOSH)
www.airventure.org
AUGUST 13-15-Alliance, OH-6th
Annual Ohio Aeronca Aviators
Fly-In, Alliance-Barber Airport
(201). Breakfast Sat & Sun. 7
llam by EAA Ch. 82. Primitive
camping on field, local lodging
available. All welcome. Info: 216
337-5643,
[email protected],
or www.oaafly-in.com.
SEPTEMBER 4-Marion, IN-14th
Annual Fly-In Cruise-In, Marion
Municipal Airport. Event fea
tures antique, classic,
contemporary, homebuilt,
ultralight, & warbird aircraft
and vintage cars, trucks,
motorcycles, and tractors.
Pancake Breakfast. Info:
[email protected] or
JUNE 28-27
Rocky Mountain fAA Regional Fly-In
l ongmont, CO (2V2)
www.rmrfi.org
JUlY 7-11
Northwest EAA Fly-In
Arlington, WA (AWO)
www.nweaa.org
JULY 27-AUGUST 2
EM AirVenture Oshkosh
Oshkosh, WI (OSH)
www.airventure.org
AUGUST 27-29
Mid-Eastern EAA Fly-In
Marion, OH (MNN)
www.eaa.org/ communications/
eaanews/ 030522_merfi.html
SEP1t:MBER 18-19
Virginia State EAA Fly-In
Petersburg, VA (PTB)
www.vaeaa.org
OCTOBER 1-3
Southeast EAA Regional Fly-In
Evergreen, AL (GZH)
www.serfi.org
OCTOBER 7-10
Copperstate EAA Regional Fly-In
Phoenix, AZ (A39)
www.copperstate.org
EAA VINTAGE
AIRCRAFT ASSOCIATION
www.FlylnCruiseIn.com
SEPTEMBER I S-Bartlesville, OK
48th Annual Tulsa Regional
Fly-In. Info: Charlie Harris 918
622-8400.
OCTOBER 1-3-Pottstown, PA-Bel
lanca-Champion Club East
Coast Fly-In, Pottstown Munici
pal Airport (N47). Info:
518-731-6800,
[email protected],
or www.bellanca-championcJub.com.
OCTOBER 2-3-Midland, TX-AIR
SHO 2004, Midland Int'l
Airport, Commemorative Air
Force HQ. Info: 432-563-1000,
est. 2231 or
publicrelations@cafhq·org.
S
HARE YOUR INTEREST IN PRESERVI NG
AND PROTECTIN G OUR AVIATI ON HERITAGE.
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NICK REZICH
continued from page 5
to Rockford, Ill inois, just as EAA share his love of aviation with
had done with its fly-in. In Rock
young people. One of the young
ford, he flew for many years for the sters he helped was his son, Jim ,
Atwood Vacuum Machine Co. Over who would solo a J-3 at age 16, and
the co u rse of his career h e flew move on to both A&P/IA and ATP
ratings. Under his father's tutelage,
nearly 35,000 accident-free hours.
He loved t o fly for fun, and to he soloed the family Travel Air 0
. - - - - - - - - - - - - - - - - - - - - , 4000.
Nick helped found
EAA's Antique/Classic
division in the 1970s,
served as its first
treasurer, and wrote a
monthly column ,
"Reminiscing With
Big Nick," for the
magazine. Nick per
The second airplane owned by the brothers was this ox- formed ro les at EAA
5 powered Travel Air 2000, NC661H. Frank's in the
continuously from
cockpit. The silver with red trim airplane was bought for 1956 until the early
$400 in Washington, D.C., by Mike, and sold in 1942 to '80s, when throat
the U.S. Navy for use as a training airplane for mechan- cancer finally qui
ics. WhentheNavy wasdonewithit,theyputitona
eted the "Voice of
barge and pushed it overboard into Lake Michigan.
EAA" in 1981. . . . .
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26
FEBRUARY 2004
e-mail:
[email protected]
Aircraft Coatings
800-362-3490
VAA NEWS
continued from page 2
early 2004, with a final approved AC available as early
as the end of 2004.
Decals
A couple of our members are searching for art
work and/or decals to help add finishing touches to
their restorations. The first is the older Sensenich
Brothers logo that features the initials S. B., a circle,
and a pair of wings. It was used on early Sensenich
propellers prior to World War II.
The second logo would, at first glance, seem like a
simple request, but the artwork is proving to be elu
sive. On pre-war Aeronca airplanes like the C-3, a
full-color Aeronca winged logo decal was applied to
the vertical fin. There have been a few variations of
the artwork, but the one our fellow restorer cur
rently needs is the one used on the C-3, which has a
white background with red and blue highlights
added over the white. The red has a decidedly "air
brushed" look to it.
If you can help us with the artwork and/or de
cals (not stickers) for either of these two items, call
us at VAA headquarters, 920-426-4825 or e-mail us
at
[email protected].
Calendar of Events
If you have a fly-in you'd like included in the
Vintage Airplane Calendar of Events, please email a notice of it to us
at
[email protected]. You
can also fax it to us at
920-426-6865. No phone
calls, please.
Due to the sheer vol
ume of items sent, we ask that you please include
the following information, in this order:
Date, location (city/state), airport name and
identifier, event name, a short description of the
event, and contact information (including fax, e
mail, and phone numbers, as appropriate).
All items sent to us for use in the Vintage Air
plane Calendar of Events will be included in the
calendar published within the VAA website at
www.vintageaircra{t.org.
If you'd like your event to be added to the EAA
website Calendar of Events, you can do so at
www.eaa.org/events. To be published in both EAA
and VAA locations, a message must be sent to VAA
as noted above, as well as being entered on the
EAA website.
Due to space limitations, only EAA Chapter
events can be listed in the EAA Sport Aviation Cal
endar of Events.
'~?
g TM
NEW MEMBERS
Phillip Usher .............. Concord West Sydney, Australia
Clarence Olsen .................... Air Ronge, SK, Canada
Stephen P. Taylor ............ Crediton, Devon, Great Britain
Wayne Affleck .................. Invercargill, New Zealand
Vincent Ashley ......... .. ... .. .. ...... .... Glendale, AZ
Donald Snyder ....... .. . .. . ..... . ........... Tucson, AZ
Ken Hawes . ........... .... ..... ..... Shingle Springs, CA
Steven A. Kairys ............................. Encino, CA
John Norberg ........................... Long Beach, CA
Thomas Reeves . . ... . ..... .... ............. San Jose, CA
Richard A. Rezabek .. . ............... Canyon Country, CA
Bill Silzle ...... .... .. ........... San Juan Capistrano, CA
Mark Sundermeyer ....... .... ........ Rancho Murieta, CA
Stephen Young ............ .. ......... ...... Weston, CT
Jeffrey M. Vadakin ..... .. .. ........ . ... . ...... Dover, DE
John D. Neff ... ........ . .... . ..... ...... . .. . Venice, FL
Joe Papasso ....... ... ........ .. .. ...... . Lake Worth, FL
Ronald J. Williams ................. . ......... Tucker, GA
Dana Greeno .... ............................. Salix, IA
Van J. Winegarden ...................... Cedar Rapids, IA
Jay Akely ............................. Garden Prairie, IL
Erick J. Runge ..... ... ...... ... . ......... Sugar Grove, IL
Ginger Gordon............................. Hanover, IN
Joe Nania ............. . ...... ... . . . . .. .. Mishawaka, IN
John J. Stroud .......................... Indianapolis, IN
John A. Cramer .......... . ............... Covington, LA
Daniel E. Marino . .. ......... ...... ...... .... Carver, MA
Walter C. Smythe ....... ................... Standish, ME
Yankee Air Force Library .................... Belleville, MI
Randy C. Rentz ..... ... ...... . . ... ............ Niles, MI
Mark W. Staudacher ........................ Bay City, MI
Stephen D. Halby . .. ...... ... . ... . . .... Minneapolis, MN
George Alexander .... .. ..... .... . ...... Chesterfield, MO
Robert Liebe ....... . ......... . . ........ Chesterfield, MO
Russell H. Olsen ..... ... ................... Kalispell, MT
C raig Craft ............................... Hertford, NC
Eugene Kearns ............................ Reidsville, NC
Charlie Wayne Kiser ........ .. .. . . ...... Wi limington, NC
Joseph Robbins .......... ................. Reidsville, NC
Kenny Welch .......... . .... ..... .... ..... Concord, NC
Michael R. Juliano ......... . ............. Queensbury, NY
Arthur G. Kollen ......................... Levittown, NY
Terry Brown . . . . .. ....... . .. . ... . ...... . .... Eaton, OH
Dr. Richard S. Cremisio .................... Hamilton, OH
Peter L. DiRenzo ......................... Gates Mills, OH
George T. Gilby ...................... North Olmsted, OH
John Beattie .............................. Norman, OK
Marshall Settle ........................... Chickasha, OK
John W. Cox .. . ....................... Lake Oswego, OR
David A. Folker .................... ... Cranberry TWP, PA
Earl M. Yerrick ........ ...... .. . . ...... .... Columbia, SC
James Woodward ..... .... .. .......... Hendersonville, TN
George Bryant ........... .... .... ....... . Gainesville, TX
Robert DeShazer .......................... ... Spring, TX
Dennis L. Mioduski . ............... . ......... Schertz, TX
Roy Scott. .............. .... . ... ... .... San Antonio, TX
Shelly Tumbleson ... . . ........... .. .. . . . San Antonio, TX
Carol D. Yocum...... . .......... ..... ...... Leesburg, VA
Oistein Andresen .............. .. ........ Gig Harbor, WA
Gary L. Fasnacht ....... . ..... ............. Olympia, WA
James H. Ylvisaker ............................ Kelso, WA
PatrickJ. Finan ..................... Port Washington, WI
Gary Gritt ....... ... . . .... ... ....... Sheboygan Falls, WI
Allan Janes ................... .. ........... . Berlin, WI
Douglas Lanz ....... . . .. ... . ............ Turtle Lake, WI
Mark R. Schultze ......... . ..... ..... ..... Cedarburg, WI
Anthony J. Van Kampen . ...... . . .... .... New London, WI
VINTAGE AIRPLANE
27
VINTAGE
TRADER
Something to buy, sell or trade?
TAKE SOME OF THE EXPERIMENTING
OUT OF HOMEBUILDING
Feb 20-22
Feb 21-22
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Electrical Systems, Wiring, & Avionics
Introduction to Aircraft Building
Sheet Metal Basics
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Classified Word Ads : $5.50 per 10 words ,
180 words maximum, with boldface lead-in on
first line.
Classified Display Ads: One column wide
(2 .187 inches) by 1, 2, or 3 inches high at $20
per inch. Black and white only, and no fre
quency discounts.
Advertising Closing Dates: 10th of second
month prior to desired issue date ~.e. , January 10
is the closing date for the March issue). VAA re
serves the right to reject any advertising in conflict
with its policies. Rates cover one insertion per is
sue. Classified ads are not accepted via phone.
Payment must accompany order. Word ads may
be sent via fax (920-426-4828) or e-mail (c1as
[email protected]) using credit card payment (all cards
accepted). Include name on card , complete ad
dress, type of card , card number, and expiration
date. Make checks payable to EM. Address ad
vertising correspondence to EAA Publications
Classified Ad Manager, P.O. Box 3086, Oshkosh,
WI 54903-3086
BABBITT BEARING SERVICE - rod bearings, main
bearings, bushings, master rods, valves, piston
rings. Call us Toll Free 1/800/233-6934, e-mail
ramremfg@ao/.com Website www.ramengine.com
VINTAGE ENGINE MACHINE WORKS, N. 604
FREYA ST., SPOKANE, WA 99202.
Airplane T-Shirts
150 Different Airplanes Available
WE PROBABLY HAVE YOUR AIRPLANE!
www.airpianetshirls.com
1-800-645-7739
THERE'S JUST NOTHING LIKE IT
ON THE WEB!!
www.aviation-giftshop.com
A Website With The Pilot In Mind
(and those who love airplanes)
Warner engines. Two 165s, one fresh O.H.,
one low time on Fairchild 24 mount with all
accessories. Also a fresh O.H. 145, 1938
Fleet 10F, Helton Lark, and Aeronca C-3.
Find my name and address in the Officers
and Directors listing and call evenings. E.
E. "Buck" Hilbert.
Flying w i res available. 1994 pricing . Visit
www.f/yingwires.com or call 800-517-9278.
For Sale - 1939 Spartan Executive, 3500TT,
10 SMOH. 214-354-6418.
WORKSHOPS
---~---
1-800-WORKSHOP
1-800-967-5746
YOU CAN BUILD IT! LET EAA TEACH YOU HOW.
28
FEBRUARY 2004
TOMMY COME HOMEI EAA Chapter 811 is
looking for a Thomas Morse Scout to bring home
to where it was made, in Ithaca, NY. Please send
any leads (and an indication of condition) to David
Flinn, 866 Ridge Rd ., Lansing, NY 14882-8603,
email
[email protected]
Membership Services
VINTAGE
AIRCRAFT
ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION
,A SSOCIATION
Directory-
~
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
OFFICERS
President
Vice-President
Espie 'Butch' Joyce
704 N. Regional Rd.
Greensboro, NC 27409
336-668-3650
[email protected]
2448 Lough lane
Hartford, WI 53027
262-673-5885
S<cretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674
[email protected]
George Daubner
[email protected]
Treasurer
Charles W. Harris
7215 East 46th SI.
Tulsa, OK 74147
9 18-622-8400
[email protected]
DIRECTORS
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
[email protected]
[email protected]
David Bennett
P.O. Box 1188
Roseville, CA 95678
916-645-8370
Jeannie Hill
P.o. Box 328
Harvard, IL 60033-0328
815-943-7205
[email protected]
[email protected]
John Berendt
7645 Echo Point Rd.
Cannon Falls, MN 55009
507-263-24 14
[email protected]
1002 Heather Ln.
Hartford, WI 53027
262-966-7627
[email protected]
Robert C. "Bob" Brauer
9345 S. H0J3:;e
Chicago, It
20
773-779-2105
photopilot@aoLcom
Robert D. "Bob" Lumley
1265 South 124th St.
Brookfield, WI 53005
262-782-2633
[email protected]
Dave Clark
Gene Morris
5936 Steve Court
Roanoke, TX 76262
8 17-49 1-9 110
[email protected]
Steve Bender
Phone (920) 426-4800 Fax (920) 426-4873
E-Mail: vintage @ eaa.org
Web Site: http://www.eaa.org and http://www.airtJenture.org
Steve Krog
EAA and Division Membership Services
800-843-3612 ___ .. . ...... . FAX 920-426-6761
(8:00 AM-7:00 PM
Monday-Friday CSn
• New/ renew memberships: EAA, Divisions
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Hight Instructors
(NAFI)
• Address changes
• Merchandise sales
• Gift m emberships
Programs and Activities
EAA AirVenture Fax-On-Demand Directory
· ......... ........ ...... ___ . 732-885-67 11
Auto Fuel STCs ............. __ 920-426-4843
Build/restore information ... _. _920-426-4821
Chapters: locating/ organizing _. 920-426-4876
Education . _. . ...... . . . ...... 920-426-6815
• EAA Air Academy
• EAA Scholarships
EAA
Dean Richardson
North~~~~~4~t5 01532
1429 KingsvV;nn Rd
Stoughton,
53589
608-877-8485
[email protected]
[email protected]
VINTAGE AIRCRAFT ASSOCIATION
PhU Coulson
284 I 5 Springbrook Dr.
lawton, MI 49065
269-624-6490
[email protected]
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
[email protected]
Roger GomoU
8891 Airport Rd, Box C2
Blaine, MN 55449
763-786-3342
pledgedrive@msncom
S.H. "'Wes" Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213
414-771-1545
[email protected]
John S. Copeland
IA Deacon Street
Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904
920-231-5002
[email protected]
Current EAA members may join the Vintage
Aircraft A5sociaton and receive VINTAGE A IR
PLANE magazine for an additional $36 per year.
EAA Membership, VINTAGE AIRPLANE
magaZine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magaZine not in
cluded). (Add $7 for Foreign Postage_)
lAC
DIRECTORS
EMERITUS
E.E. "Buck" Hilbert
P.O. Box 424
Union, IL 60180
8 15-923-4591
[email protected]
EAA Aviation Foundation
Artifact Donations ........... 920-426-4877
Financial Support .......... _. 800-236-1025
MEMBERSHIP INFORMATION
Membership in the Experimental Aircraft Associ
ation, Inc. is $40 for one year, including 12 issues of
SPORT AVIATION. Family membership is available
for an additional $10 annually. Junior Membership
(under 19 years of age) is available at $23 annually.
All major credit cards accepted for membership.
(Add $16 for Foreign Postage_)
635 Vestal lane
Plainfield, IN 46168
317-839-4500
[email protected]
Hight Advisors information . ... 920-426-6522
Hight Instructor infonnation ... 920-426-6801
Hying Start Program ... . . ..... 920-426-6847
Library Services/ Research ...... 920-426-4848
Medical Questions ............ 920-426-4821
Techn ical Counselors .......... 920-426-4821
Young Eagles .. _.... .......... 920-426-4831
Benefits
AUA ...... _. ..... .... __ . _. . 800-727-3823
EAA Aircraft Insurance Plan ... 866-647-4322
Term Life and Accidental .... _.800-241 -6103
Death Insurance (Harvey Watt & Company)
Editorial .................... 920-426-4825
.. ..... . ...... . . . ....... FAX 920-426-4828
• Submitting article/ photo
• Advertising information
Current EAA members may join the Interna
tional Aerobatic Club, Inc. Division and receive
SPORT AEROBATICS magazine for an addi
tional $45 per year.
EAA Membership, SPORT AEROBATICS
magazine and one year membership in the lAC
Division is ava ilabl e for $55 per year (SPORT
AVIATION magazine not included). (Add $15
for Foreign Postage_)
WARBIRDS
Current EAA members may join the EAA War
birds of America Division and receive WARBlRDS
magazine for an additional $40 per year.
EAA Membership, WARBIRDS magazine
and one year membership in the Warbirds Divi
sion is available for $50 per yea r (SPORT
AVIATION magaZine not included). (A dd $7 for
Foreign Postage_)
EAA EXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTER magaZine for an addi
tional $20 per year.
EAA Membership and EAA EXPERIMENTER
magaZine is available for $30 per year (SPORT
AVIATION magazine not included). (A dd $8 for
Foreign Postage.)
FOREIGN MEMBERSHIPS
Please submit your remittance with a check or
draft drawn on a United States bank payable in
Uni t ed St ates dollars . Add required Foreign
Postage amount for each membership.
Membership dues to EAA and its divisions are not tax deductible as charitable contributions.
Copyright ©2004 by the EAA Vintage Aircraft Association
All rights reserved.
VINTAGE AIRPlANE (ISSN 0091-6943) IPM 40032445 is published and owned exclusively by the EAA Vintage Aircraft Association of the EXperimental Aircraft Association and is published monthly at EM Aviation
Center, 3000 Poberezny Rd.. P.O. Box 3086. Oshkosh, WISConsin 54903-3086. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM
Vintage Aircraft Association, P.O. Box 3088. Oshkosh, WI 54903-3088. Return Canadian issues to Station A, PO Box 54, Windsor. ON N9A 6.15. FOREIGN AND APO ADDRESSES - Please allow at least two months
for delivery of VINTAGE AIRPlANE to loreign and APO addresses via surface mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite
constructive criticism and wekx>me any report of inferior merchandise obtained through our advertising SO that corrective measures can be taken.
EDITORIAl POLICY: Readers are encouraged to subm~ stooes and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the
contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPlANE, P.O. Box 3086. Oshkosh, WI 54903-3086. Phone 920/426-4800.
EMf) and SPORT AVIATIONfJ, the EM Logof) and Aeronautica ~ are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service
marks without the permission of the Experimental Aircraft Association. Inc. is strictly prohibited.
The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation. Inc. The use of this trademark without the permission of the EAA Aviation Foundation, Inc. is strictly prohibited.
VINTAGE AIRPLANE
29
- ...... ~
•
I
Order Online:
http://shop.eaa.org
Forest
Navy MA-1 Jacket
Stay warm in this great looking
jacket with the Vintage logo.
This jacket has a bright orange
lining and comes in youth and
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Adult md
Adult 19
Adult xl
Adult 2x
Vl0l02 .. $42.95
V10103
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Youth
Youth
Youth
sm
md
19
xl
Polo ..... $21.95
This 100% cotton polo with a tone
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Sm ................... V11442
Md ................... V07041
Lg . ... ... . . .... .. . .. V07042
Xl . . . . . . . . . . . .
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V00605 .. $38.95
V00606
V00607
V00608
Pilot Bear Bank .... $12.95
There is no doubt that this cute resin bear is an aviation buff. He sits approxi
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Bank
V51479
Weather Vane
Handcrafted using 14 gauge solid
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State garden or house mount
Black Polo .......... $39.95
This black pocket polo has a tan
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sm ... ..... ...... .....
md . ....... ....... ....
19 .. ............. .. ..
xl ....... .... . .. . ....
Picture Frame
Weather Vane .. V00711
$45.95
Beautifully crafted wooden
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4x6 .. .. . V01207 ... . . $23.99
5x7 .... . V01220 ..... $24.99
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Vl1438
V07044
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Traveler Print Bag ........ $39.95
Take your essentials or throw
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Choose a vertical bag
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Bag . .......... VOl168
~
Three-piece Baby Outfit
~
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State color choice of blues or pinks.
6 month size . .... V03130
12 month size .... V03131
Blue Trim Polo . ....... $39.95
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Sm . ................... Vl1437
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19 ....................
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Xl .................... V07029
Induction 01 Thomas H.
Davis info the Hall 01 Fame
- December J7, J998
From left: (kneeling) Mark Allen,
Carolinas Historic Aviation
Commission; Jim Taylor
(standing) Floyd Wilson, CHAC;
Jack Frye, CHAC; Frank Davis,
Billy Barber, Eddie Culler,
Howard Cartwright, Egbert
Davis, Thomas H. Davis,
Howard Miller, Russ Ferris,
Bill McGee, Robert Northington
"Nineteen good years with AU A, Inc.
Their knowledge of insuring the museum
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- Howard Miller
AUA is Vintage Aircraft Association approvec/o To become a member 01 VAA call 800·843·3612.
The best is affordable. Give AUA a call - it's FREE!
800·727·
Fly with the pros... fly with AUA
Inc.
Not A. The.
As a word, "The" is singular. And definitive and apart and absolute in every way. All of wh ich makes it perfect. The Range Rover.
RANGE ROVER
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THE LAND ROVER EXPERIENCE
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Vehicle Discount