Vintage Airplane - Jan 1999

January 1999  Vol.  27, N9.  1 
CONTENTS
Strai ght &  Level!Butch Joyce 
2 AlC News 
4  Aeromail 
5  Type Club Notes/ 
H.G.  Frautschy 
6  Straightening a Cowl! 
Kent  White 
8  What our Members are Restoring/ 
H.G.  Frautschy 
10  Mystery PlanelH.G. Frautschy 
12  Brown Dillard' s Summer Fun/ 
H.G.  Frautschy 
17  A Beautiful West Coast 
Contemporary AircraftINorm Petersen 
21  City of Yuma Endurance Flight/ 
H.G.  Frautschy 
22  1999 Type Club List 
26  Pass it to  BuckIBuck Hilbert 
30  Welcome New Members 
31  Membership Information/ 
Classified Ads  Page  10 

.. ," 
FRONT COVER  ...The  late Brawn Dillard and his  best buddy Vi  Blowers cruise 
on by in  one of the Golden Age of Aviation's prettiest biplanes.  the Kreider-
Reisner KR-21 . This  nicely restored example was awarded the Silver Age Cham-
pion trophy at EAA AirVenture  '98.  EAA photo by Ken Jim  Koepnick. shot with 
a  Canon EOS 1  n  equipped with an 80-200mm lens.  EAA Cessna  210 plane 
flown by Bruce Moore. 
BACK COVER . .. Continuing our fascination with the Sikorsky S-38  is  this  etch-
ing by former Naval Aviator Bill  Ellsworth.  1900 Pine View Av..  Virginia Beach, 
VA 23456.  A  recipient of an - Honorable  Mention" ribbon during the  1998 Sport 
Aviation Art Competition.  the artwork depicts on one of the S-38s  delivering 
passengers.  mail and newspapers to Lahaina.  Maul.  Hawaii in  the early 1930s. 
Bill  has copies of this etching available. contact him at his address for details. 
Copyright  ©  1999 by the EAA Antique/Classic  Division  Inc. All  rights reserved. 
VINTAGE AIRPLANE  (ISSN  0091-6943)  is  published  and  owned  exclusively  by  the  EAA  Antique/Classic  Division,  Inc.  of  the  Experimental 
Aircraft  Association  and  is  published  monthly at  EAA  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. The membership rate for EAA Antique/Classic  Division, 
Inc.  is  $27.00 for current EAA members for 12 month period of which $18.00 is for the publication of VINTAGE AIRPlANE.  Membership is open 
to all who  are interested in aviation. 
POSTMASTER: Send  address  changes  to  EAA  Antique/Classic  Division. Inc., P.O.  Box  3086, Oshkosh,  WI  54903-3086. FOREIGN  AiND  APO 
ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPlANE to foreign and APO addresses via surface mail. 
ADVERTISING - Anlique/Classic  Division  does not guarantee  or endorse any  product offered  through  the  advertising.  We  invtle constructive 
criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. 
EDITORIAL POLICY: Readers are encouraged  to submit stories  and  photographs.  Policy opinions expressed  in  articles are solely those of the 
authors.  Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. 
Material should  be sent to:  Ed"or, VINTAGE AIRPlANE, P.O. Box 3086. Oshkosh. WI 54903-3086.  Phone 920/426-4800. 
The  words  EAA,  ULTRAlIGHT,  FLY  WITH  THE  ARST  TEAM,  SPORT AVIATION,  FOR  THE  LOVE  OF  FLYING  and  the  logos of EAA,  EAA 
INTERNATIONAL CONVENTION, EAA ANTIQUE/ClASSIC DIVISION, INTERNATIONAL AlEROBATIC CLUB, WARBIRDS OF AMERICA are 
®registered  trademarks.  THE  EAA  SKY  SHOPPE  and  logos  of  the  EAA  AVIATION  FOUNDATION. EAA  ULTRALIGHT  CONVENTION  and 
EAA AirYenture are trademarks of the above associations and their use by any person other than the above association is strictly prohibited. 
EDITORIAL STAFF 
Publisher 
Tom Poberezny 
Editor-in-Chief 
Jack Cox 
Editor 
Henry G. Frautschy 
Managing Editor 
Golda Cox 
Contributing Editor 
John Underwood 
Computer Graphic Specialists 
Beth Blanck  O livia l. Phillip 
Pierre Kotze 
Photography Staff 
Jim Koepnick  LeeAnn Abrams 
Ken Uchtenberg  Mark Schaible 
Advertising/Editorial Assistant 
Isabelle Wiske 
EAA ANTIQUE/CLASSIC DIVISION,  INC. 
OFFICERS 
President  Vice-President 
Espie "Butch" Joyce  George Daubner 
P.O. Box 35584  2448 Lough Lone 
Greensboro. NC 27425  Hartford. WI 53027 
910/393-0344  414/673-5885 
Secretory  Treasurer 
Steve Nessa  Charles Harris 
2009 Highland Ave.  7215 East 46th St. 
Alberf Leo.  MN 5tlXJ7  Tulsa. OK  74145 
507/373-1674  918/622-8400 
DIRECTORS 
John Berendt  Gene Morris 
7645 Echo Point Rd.  5936 Steve Court 
Connon Falls. MN 55009  Roanoke, TX  76262 
507/263-2414  817/491-9110 
Phil  Coulson 
Robert C. "Bob" Brauer 
28415 Springbrook Dr.  9345 S. Hoyne 
Lawton, MI 49065 
 

John S.  Copeland 
55 Ookey Av. 
Joe Dickey 
1  A Deacon Street 
Lawrenceburg. IN  47025 
01532
812/537-9354 
Jeonnie Hili 
7724 Shady Hill  Dr. 
Dale A. Gustafson 
P.O.  Box 328 
Indianapolis,  IN  46278 
Harvard.  IL  60033 
31 7/293-4430 
815/943-7205 
Robert D. "Bob" Lumley 
1708 Bay Oaks Dr. 
Robert Ucktelg 
1265 South  124th 51. 
Albert Leo. MN  5tlXJ7 
Brookfield. WI  53005 
507/373-2922 
414/782-2633 
Geoff Robison 
6701  Colony Dr. 
1521  E. MacGregor Dr. 
Madison. WI  53717 
New Hoven. IN  46774 
608/833-1291 
Dean Richardson 
219/493-4724 
S.H. "Wes" Schmtd 
2359 Lefeber Avenue 
Wauwatosa, WI  53213 
414/771-1545 
DIRECTORS  EMERITUS 
Gene Chose  E.E. "Buck" Hilbert 
2159 Carlton Rd.  P.O.  Box 424 
Oshkosh.  WI  54904  Union.IL6018O 
920/231 -5002  815/923-4591 
George York 
181  Sloboda Av. 
Mansfield.  OH 44906 
419/529-4378 
ADVISORS 
Steve Krog  RagerGomoll 
1002 Heather LIt  321 - 1/2 S. Broadway 
Hartford. WI  53027  Apt. 3 
414/966-7627  Rochester.  MN 55904 
507288-2810 
Alan Shackleton  David Benne" 
P.O. Box 656  4D3 Tonner CI. 
Sugor Grove.  IL6D554-0656  Roseville.  CA 95678 
630-466-4193  916-782-7025 
STRAIGHT & LEVEL 
by ESPIE "BUTCH" JOYCE
W
elcome to January of 1999!
Doesn't time fly when you are
having fun? This past year sure
has flown by - it seems like only yes-
terday I was just leaving Oshkosh '98,
and today I got an AirVenture '99 form
in the mail. Sign it, and I'm committed
to being an AirVenture Chairman. You
bet I signed!
I don't know about you, but I used to
think that as life went on, things would
become easier, since you'd have life's
experiences to draw on, and would pick
off each item that life handed you.
Funny, I have found this not to be the
case. While thinking about it, I cannot
determine if it is a collection of left over
details of those life tasks, or is it the fact
you look at the calendar and figure out
that if you are going to do all of the
things you want to do, you had better get
going in order to complete these goals in
the time you think you have left. It could
be a combination of the two! Maybe one
of you can tell me how you have it fig-
ured out - I am all ears.
August of 1988 was the year I was
first elected President of the
Antique/ Classic Division. Thanks to
your confidence in me, I was again
elected to serve an additional term of
two years which will put me through the
year "Y2K" (I guess that is computer
talk for the year 2000). I have enjoyed
most all of this volunteer time!
Off the top of my head I think that
this may be my 121 st "Straight &
Level". It makes me wonder if! have
written about subjects before in a previ-
ous article.
As to the State of the Antique/Classic
Division, as of January 1999 I can tell
you that we are still on the positive side
of the membership growth Gust a hair
under 4% annually). Our percentage of
growth is not as great as it was last year
at this time, but as you increase in mem-
bership numbers it is hard to keep the
percentage number up there even if you
have the same number of new members
join each year.
You can conduct all of the member-
ship drive programs you like, but the fact
of the matter is that unless the individual
member supports these programs, they
will not go anywhere fast . The new
member who is referred by a present
member will be one of the best new
members you can get. He'll be more
likely to renew, since they have a per-
sonal experience in the Division. This
fact alone alerts our membership just
how important it is to encourage your
fellow aviation buffs to join up with all
of us. Retention of present members is a
good measuring tool to see if we are pro-
viding the needed or desired membership
services. The last report I received from
Headquarters told us the membership re-
tention percentage was in the range of
89% . That's an outstanding number,
even when compared with other mem-
bership organizations.
Vintage Airplane magazine is the of-
ficial publication of your Division and is
the only monthly publication that is de-
voted to Vintage aircraft and their issues.
Throughout the past several years, the
publication has gotten better and better
because of the oversight of H.G.
Frautschy, your editor. Your help in con-
tributing articles has also been of great
benefit to your fellow members.
This is your magazine, and we must
rely on you to help inform your fellow
members through Vintage Airplane.
H.G. tells me that his filing cabinets are
less full now than they have ever been.
It seems people just are not sending in
articles, particularly ones on technical
issues. Go ahead, drop him a line and
send him a piece on stuff that interests
you. If you like it, perhaps others will
as well!
We have been the leader in moving
your membership logo merchandise to a
higher quality product, something you'd
be proud to wear and display. In 1990
we were the first to put together a mem-
bership aircraft insurance program, a
program that continues to be very suc-
cessful. The Antique/Classic Division
worked with AUA, Inc. , 1-800/727-
3823, to put together a program with
coverage tailored to best suit the types of
aircraft, people, and flying that interest
our membership.
Some may feel that price is the deter-
mining factor when buying insurance,
only to find out the hard way that cover-
age types are by far the most important
item if you have a claim.
All of your Officers, Directors, and
Advisors who live in different sections
ofthe USA stand ready to help any mem-
ber if you should need to contact them.
Also, the EAA has been restructuring
their headquarters staff, and they now
are even better prepared to be of assis-
tance to the AlC member. For example,
the Information Services and Govern-
ment Programs offices are available to
you, and are often actively working on
issues that directly concern the Vintage
aircraft movement. Alternate fuel pro-
grams and representation on the ARAC
committee are just two of the areas
they've been watching out for us.
Looking to the future, here are some
very broad goals we see will benefit the
Vintage aircraft owner/ enthusiast.
These are:
1. Bring forward historic informa-
tion; 2. Provide technical support; 3.
Provide safety support; 4. Provide pro-
gram support; 5. Government issues;
6. Flight training issues; 7. Provide a
conduit in both directions for the EAA
member who has a special interest in
older aircraft; 8. Provide manpower
for the operation of the Vintage air-
craft area during the week of EAA
AirVenture at Oshkosh each year; 9.
Keep the EAA staff abreast of Vintage
aircraft issues, and; 10. Be user
friendly to the membership.
Should any of you have any item that
you think should be added to this list,
please feel free to contact me and add
you input. Let's all pull in the same di-
rection for the good of aviation.
Remember we are better together. Join
us and have it all! ...
VINTAGE AIRPLANE 1
A/C NEWS 
compiled  by  H.G.  Frautschy 
TWAS THE NIGHT AS
THE NIGHT ...
Phyllis Moses sent us a message to
tell us that, in fact , she is not the author
of "Twas The Night As The Night"
which we published under her byline
in the December issue. Neither Phyllis
or us know who the actual author is, so
if you can identify him or her to us,
we'd appreciate hearing from you!
SWIFT NEWS
Charlie Nelson has been keeping
us posted on the progress being made
by Aviat and their new "Millennium
Swift" program. Here' s what he had
to say:
" . .. The project has been upgraded
to the No. I project in the Aviat plant
[in Afton, WY]. Everyone there is ex-
cited. The Millennium Swift is planned
to be certified via an amendment to the
existing Type Certificate. (Contrary to
what you may read in the aviation
press [not us! - HGF] the Swift T.C.
was not sold to A viat. It is still owned
by the Swift Museum Foundation, Inc. ,
and is being used by A viat under con-
tract with SMF, inc.) A cooperative
but aggressi ve schedule has been
worked out with the FAA' s ACO of-
fice at Denver and the A viat facility at
Afton. The goal is to have a prototype
fl ying by March '99, which just hap-
pens to be less than 3 months away. I
haven't heard of any commitments to
have it at Sun ' n Fun or Swift National
'99 but it seems to me, if it flying in
March it might be possible. The ducks
are in a row but final certification will
take a while.
"That is the good news . If there is
any bad news , it could be the fact it
will not be a carbon copy of the 1946
Swift. In order to compete in today's
market for single engine "high perfor-
mance" certified sport aircraft, the
Millennium Swift must be refined to
the ultimate to compete with other new
aircraft hitting the market. The Swift
as we know it is a 160+ knot aircraft .
To compete with the little plastic air-
2 JANUARY 1999
planes with big engines we have to get
better. I do think the Millennium Swift
will have a tremendous advantage in
the marketplace. Not only will it look
good, go fast and fly great, but we ex-
pect it to have decent "low end"
Characteristics that are unknown to
most of the plastic or glass stuff.
"For us the owners of the existing
fleet of Swifts, I do not see this as a
problem. Our agreement with Aviat
provides that they not only build a re-
fined Swift, but also built separately as
needed or ordered by us, parts for the
original Swift. If they cannot or do not
build the parts we need, we have re-
tained the right to use other suppliers
such as those we have used in the past.
Granted, the entire program, original
and new got off to a slow start but it
now appears you could have a Millen-
nium Swift under your Christmas tree
in 1999, and we could soon have a
fresh supply of some of the most
needed parts to keep the rest of us fly-
ing. This newsletter completes 30
years, I consider this news a great way
to turn over a new leaf. December
begins our 31st year. Go Afton!"
We're looking forward to seeing the
Millennium Swift as soon as if comes
out of the Afton Aviat factory, and we
congratulate Charlie Nelson and the
Swift club for over 3 decades of out-
standing support for the Swift.
EAA AVIATION FOUNDATION
HOSTS EXPANDED EDUCATION
PROGRAMS IN 1999
The dream of flight will come to life
for young people through specialized
youth aviation programs presented as
part of the EAA Aviation Foundation's
Air Academy 1999 summer programs.
The year's programs will include a
mix of aviation and recreational activi-
ties for youth ages 12-18, divided into
sessions according to age group. In ad-
dition, the Foundation offers work
experience and internship programs for
young people and educators.
This year, all education program
participants will reside in the Air Acad-
emy Lodge, which opened in the
summer of 1998.. This complete ac-
commodation and dining facility
allows participants to enjoy a complete
aviation experience, with access to all
EAA's resources.
The scheduled programs include:
°EAA Aviation Fun Camps (June
5-10, June 12-17 and June 19-24)-
These week-long programs are de-
signed to help youths 12-14 years old
to explore the world of flight with a
balanced mix of aviation studies and
aviation-based recreational activities.
°EAA Aviation Experience Camps
(June 26-July 1 and July 6-11) - Of-
fer 14- and 15 year olds a unique "fun
and discovery" learning experience
with hands-on instruction and super-
vision in fundamental aviation
building skills.
°EAA Aviation Leadership Camps
(July 13-18 or July 21-August 1) -
Continue the exciting summer aviation
experience for 15-17 year olds that be-
gan in 1984. The Leadership Camps
are an intensive look inside the world
of flight , with hands-on experience in
numerous building skills. The two-
week session July 21-Aug. 1 concludes
with involvement in EAA AirVenture
Oshkosh '99.
EAA Air Academy internship pro-
grams for young people and adults
offer opportunities to develop avia-
tion skills while also using their
talents in other areas. These opportu-
nities include:
-The Clirr Robertson Airport
Work Experience Program - an
eight-week summer work experience
for two young people and a young
flight instructor/mentor. The program
allows participants to work in an air-
port setting while obtaining flight
instruction. The instructor/mentor has
an opportunity to develop instructional
skills in an aviation-rich environment.
°The Doolittle Raiders Internship
- Provides a young certified flight in-
structor with summer work experience
in support of the summer Air Acad-
emy, coordinating flight instruction
and orientation flights for participants.
-The Sandberg/Petron Summer In-
ternship - offers aspiring aviation
maintenance technicians an opportu-
nity to develop their skills at EAA ' s
Kermit Weeks Flight Research Center
in Oshkosh.
°The Wittman Aviation Studies
Grant - provides the opportunity
each summer to process and document
the EAA Aviation Foundation ' s
Wittman Collection while working and
living at the Air Academy Lodge.
°The Timken Aviation Studies
Grant - a summer position support-
ing documentation of women's roles in
aviation, also while working and living
at the Air Academy Lodge.
Ken Uchtenberg
For more  information on  any of the 
summer educational programs, call toll 
free  888/EAA-EAA9 (888-322-3229) 
or 920/ 426-6815. You may also  write 
to  the EAA  Aviation Foundation Edu-
cation  Office;  P.O.  Box  3065, 
Oshkosh, WI  54903-3065, or contact 
EAA's website at - www.eaa.org, or 
e-mail the Education Office directly at 
education@ eaa.org. 
ADULT AVIATION  EDUCATION 
OPPORTUNITIES AT EAA 
Adults who want to  discover and 
develop  aviation building and  restora-
tion  skills  are  invited  to  receive 
"hands-on" experience from  some of 
aviation's best artisans  during the 
EAA Wright School of Building and 
Restoration sessions.  There are two 
sessions  scheduled, Jan.  25-29  and 
Feb.  1-5,  1999. 
The Wright School sessions, for-
merly known as the EAA Adult Air 
Academy, will be held at the EAA Avi-
ation Center in Oshkosh with residence 
at the  Air Academy Lodge.  Partici-
pants can explore the basic skills of 
aviation or concentrate on one or more 
airplane building and restoration topics 
during the first one-week session.  Fab-
ric covering will be the emphasis during 
the second week program. 
Chuck Larsen, the Foundation's Ex-
ecutive  Director  of  Education, 
explained that classroom and work-
shop  activities are  included for  all 
participants in the program. "There is  a 
wide  range of activities that can be as 
detailed as  the  individual participant 
wants,"  Larsen said.  "That includes 
techniques  such as welding,  fabric 
covering, woodworking,  sheet metal 
work and composites." 
The first session will  emphasize ba-
sic  aircraft maintenance, building and 
restoration skills.  Air Academy staff 
will  share methods and skills required 
to  successfully build,  restore,  and 
maintain aircraft.  It also  follows  the 
Aircraft Builders Conference  pre-
sented  by  Alexander  SportAir 
Workshops on  Jan.  23-24,  1999. 
During the Feb.  1-5  session, partici-
pants will specialize in fabric covering, 
with a Wag-Aero  Sport Trainer used 
as  a project aircraft. 
Luncheons will  include EAA staff 
presentations describing highlights of 
EAA programs and activities.  Four 
two-hour workshop sessions each day 
will  include a complete overview of 
basic  aircraft 
building skills. 
"In addition to 
the  workshops, 
participants will 
have opportunities 
to  explore  the 
EAA Air Adven-
ture Museum and 
EAA  Aviation 
Center, as  well as 
become  familiar 
with many of the 
aircraft  and  re-
sources available 
here," Larsen said. 
Lou Frejlach of LaGrange, IL has graciously agreed to lend his Fairchild
Registration for 
24 to the EAA Aviation Foundation for exhibit in the EAA Air Adventure
the EAA Wright  Museum. Now on display in the Museum, the Fairchild shows the public
School  sessions 
what a beautiful cabin class airplane from the 1930s is all about. The air-
plane, which was featured in the September 1998 issue of Vintage
are $800 per per-
Airplane, was restored by the late Norm Binski and completed by Geo
son  per  week. 
Hindall of Englewood, FL.
Registration  in-
cludes 
accommodations (double occupancy) 
and meals, plus all  instructional mate-
rials and supplies. 
For more  information on these adult 
education opportunities,  call toll free 
888/ EAA-EAA9 (888/322-3229) or 
920/426-6815.  You may also write to 
the EAA Aviation Foundation Educa-
tion Office;  P.O.  Box 3065, Oshkosh, 
WI  54903-3065, or contact EAA ' s 
website at - www.eaa.org, or e-mail 
the  Education Office directly at educa-
tion@ eaa.org. 
EAA YOUTH  AIR ACADEMY 
ALUMNI ELIGIBLE FOR 
FRIENDSHIP ONE FLIGHT 
TRAINING SCHOLARSHIPS 
A number of scholarship grants of 
up to  $5,000 each are  available  for 
alumni of the EAA Aviation Founda-
tion youth Air Academy programs 
who  are pursuing private or commer-
cial pilot training. 
The  scholarships  are  funded 
through the  Friendship One Around 
the  World Flight,  which raised more 
than $500,000 for  programs that as-
sist young people.  Any young person 
who  has  participated in the Air Acad-
emy  youth  programs  at  the  EAA 
Aviation  Center in  Oshkosh since 
1984  is  eligible.  It offers  matching 
grants  of up  to  $5,000 for  commercial 
flight  training  or $2 ,500 for  private 
pilot training. 
Scholarship applicants  must have 
attended one or more of the EAA resi-
dent aviation experiences for  youth 
held each year at Oshkosh.  They must 
also meet FAA qualifications for  li-
censes, certifications and ratings  in 
their specific level of flight training. 
Applicants providing documentation 
of financial  need will be given prefer-
ence in the  selection process. 
Letters of application must include 
the year of participation in EAA's edu-
cation program, as well as current status 
and future ·goals of flight training.  Let-
ters of recommendation, flight training 
and schools records are also helpful. 
All  applications must be received by 
March  15,  1999.  Final scholarship re-
cipients will be  determined from  a list 
of finalists  compiled by the EAA Edu-
cation Office and Air Academy staff. 
The grants will be divided based on ap-
plications received.  A  recipient and 
alternate will be selected for each grant. 
The Friendship One Around the 
World Flight was organized by Clay 
Lacy.  The 36-hour, 54-minute around 
the world trip in the Boeing 747SP 
"Friendship One" took place in Janu-
ary  1988.  The  trip was  made  with a 
passenger manifest of 100 aviation  no-
tables  and celebrities who raised over 
$500,000 for Children's Charities of 
the World. 
More information on the  Friendship 
One  Scholarships can be obtained by 
contacting:  Friendship One Flight 
Training Scholarships, EAA Educa-
tion  Office, PO Box 3065, Oshkosh 
WI  54903-3065, Phone: 888/322-3229 
or 920/426-6815;  fax:  920-426-6899, 
or e-mail:  [email protected].  ..... 
VINTAGE AIRPLANE 3
---
VINTAGE 
AeroMail 
LUSCOMBE 10
I am currently gathering information
on the Luscombe Model 10. The Model
10 was a single seat, low wing aircraft,
built in 1945 using parts common to the
Model 8. I am hoping your members
might have pictures, drawings, etc. on
the Modell 0 and/or parts of a Model 8
that would help in building a Modell 0
replica. I would also like to find Lus-
combe test pilot Harold Burns and
"Every Cloud has a Silvaire Lining" au-
thor John Swick. I would be grateful for
any help you could give me.
Sincerely,
Randy Tait
205 South Harding St.
Breckenridge TX 76424
WALTZ KING
Dear Mr. Frautschy,
Well, H.G., there is at least one more
for the "Waltz King." On 5 Nov. 1931,
Pal-Waukee Airport sold to Wayne
King a Stearman Jf. Speedmail model
4C, ser. # 4018, NC778H. He did not
own it very long, he sold it to John P.
Porter of Chicago on July 1, 1931 .
I ran across this info while research-
ing model 4 records, trying to locate
other parts for the Kansas Aviation
'hi. httl      
Speed_il , Ul;J4el4C , raot.!Jry-nullIbf)r 401'l , ...
at \:G:::.r eo licen•• nu:.'oer
,1-' ,\7. Kia" 1100 l>o\'tl! Annu" . Cilio...:o,
'1111 ,OIl:":lndly rd"Ole til e l10anu
:for th!, .tr91anl In the JlAlM or XlII • •
1.100 7t1rth "",nu. , llUr.ol 0 ano
oolii" l!:l1.clo..4 t11'14 J.co:-d, !'n.na:r u&
;!...ulp*,p\ i'orJ:l'ro!>Hly O\lt.
Museum's Model 4D, NC5634, ex
Texaco 11114.
I've enclosed several sheets of the
record.
Regards,
Walter House
Wichita, KS
FROM THE ARCHIVES . . .
H.G. ,
Jim Hurdle is correct with reference
to the Carl Lienesch incident. I some-
how confused the CW Travel Air AI4D
with the Wichita-built B9-4000, which
was a beast and involved misfortune,
too, but not so terrible. Both had 330-hp
Whirlwinds and were written off early
on. NC 12323 did indeed go back to
CW/STL for a new lease on life.
Likewise, Dick Sampson is cor-
rect re: Wayne King's Stearman 4C
(NC778H), which he owned before
learning to fly. As stated earlier,
Slim Frietag taught King to fly in the
prototype Stinson "0" and he re-
mained faithful to the Stinson
marque thereafter.
I thought maybe Ben Runyan's FN-
333 was the same one we wrote up in
Private Pilot in 1965, but that was SIN
107. The Riviera was no rough-water
,
, ,
airplane and I well remember when
someone tried to prove otherwise.
There were only two left in all of Eu-
rope by 1970.
As I recall, about ten Rivieras were
imported into the U.S., but I think the
production total was more like thirty.
On this I could easily be mistaken, but
SIAl-Marchetti indicated at the time
that an initial batch often had been de-
livered, via Lane/ SAl , to North
American buyers, and that twenty were
on order.
Cheers!
John Underwood
Glendale, CA
ANTIQUE HISTORY
DearH.G.,
What are the reasons for and advan-
tages/disadvantages of this type of tail
surface hinge? They were used on older
Wacos and similar ships.
Where can I find diagrams and in-
structions on approved ways of lashing
shock cord?
Is there any source today for the
wound-wire ferrules used to make eyes
at the ends of hard aircraft wire?
HARD

.., "-
WIRE FERRULE
Sincerely,
Bob Whittier
P.O. Box T
Duxbury, MA 02331-0621
4 JANUARY 1999
Type Club 
NOTES 
by H.G. Frautschy
Compiled from  various type club 
publications & newsletters 
FROM TRAVEL AIR LOG,
NOVEMBER 1998
Keystone Instruments has been rec-
ommended by some of our members as
a quality source of overhaul and service
for our '20s period instruments at very
reasonable prices. This included the
bubble face compasses, 4" instruments
(Jones tachometers, altimeters, air-
speeds), mag switches, etc .. They will
rescreen faces and fabricate replace-
ment parts if necessary. The do the
standard 3- 118"  instruments as well.
Ken Stover reports that they have been
in business since 1962. Keystone In-
struments can be reached at
7171748-7083. Call for a price listing
and ask for Ken. Tell him that TARA
[and  Vintage Aitplane!} sent you.
FROM "NAVION SKIES:'
NOVEMBER 1998
One of the Most detrimental things
that can happen to your Navion's en-
gine is to have it run a few hours, such
as a three hour flight, and then have it
sit for a month or longer. Another thing
is for it to sit in your hangar, or worse,
outside in the winter.
When an engine is not running, no
matter what position it is sitting, there
are two exhaust valves open, which
means that as the temperature goes up
and down, as it does daily, there is con-
densation inside the cylinders which
have the two open valves. So, just re-
cently, while talking to an engine re-
builder, I heard of a way to reduce the
amount of corrosion or rust which can
build up in your open cylinders. Both
create havoc in your cylinder head and
valves [not to  mention the rings and 
cylinder walls!]. 
Get yourself a couple of soft rubber
balls or tennis balls to put into the ex-
haust stacks. After you shut down your
engine, generously spray some WD-40
up in the stacks . Then put the balls in
your stacks. Because the mufflers on
most airplanes are fairly open, enough
WD-40 will go up into the cylinder to
lubricate it and hold down the potential
for the rust to do its dirty work.
Does this work? 1 don't have any
documentation to prove or disprove the
noti on. But it can't hurt anything. The
engine guy also says, "That the problem
is there whether your Navion is on the
line or in the hangar. "
(Vintage Airplane Editor 's note: I'd 
recommend attaching a  "REMOVE BE-
FORE FLIGHT" ribbon  to  each ofthe 
tennis  balls.  Although it's likely that 
they  would immediately  be blown out 
the exhaust upon startup,  why not save 
yourselfthe embarrassment? Also, does 
anybody have any experience using the 
"engine fogger " preservative oil sold in 
home  improvement  and  hardware 
stores? Do you use it on  a regular ba-
sis, in  a similar fashion  as the technique 
above proposes, or only at the end of 
theflying season ?) 
From the July '98 FAA Aviation
Maintenance Alerts, via The Lus-
combe Assoc. Newsletter, Nov.!Dec.
1998:
Gascolator Problems. The problem
of damage to the fuel system gascola-
tor may be present on many makes
and models of aircraft that incorpo-
rate a fue l gascolator which uses a
bail for security.
Since the gascolator depends on a bail
and thumbscrew to retain the settling
bowl, it is important to inspect the entire
bail during scheduled inspections. Break-
age of the bailor gascolator bowl is a
common occurrence on many older air-
craft. If the gascolator fai ls during flight,
the results may be engine failure and/or
fire. The upper end of the bail wears into
the gascolator housing bracket and can
cause loss of retention of the gascolator
bowl. Since the bail can pivot enough to
allow removal of the bowl, the upper end
of the bail is, many times, overlooked
during an inspection. The submitter rec-
ommended pulling the bail completely
off to inspect for wear of the upper clips.
Another problem is that the bails are
made in a variety of lengths for different
installations, and replacements should be
checked for the correct length. The
thumb screws should be fully engaged in
the nut.
- Continued on page 28-
VINTAGE AIRPLANE 5
Straightening a  Cowl 
I selected a dead-blow cross-peen plastic hammer of the
right weight, and screwed on an oversized flat face for
greater control. Then I hefted a medium shotbag up on top
to hold the cowling, and started tapping around and over
the spud dolly, lifting up the lows by inertia, as well as work-
ing the highs down directly. The results were greatly encour-
aging. The material still had life in it and moved very well
under the hammer- without stretching.
by Kent White 
This Cessna 195 bump cowl was crunched in, and then roughed out and
painted many years ago, but the present owner wants it brought up to show
condition and polished! Since it was not hammered and ground and filed,
but only bumped out, I felt it was worth a try. It appears to be made from
2024 T3 .032 material, so I will choose a method appropriate for this stuff.
After feeling the contour with a gloved hand, and tapping
some more, I decided the .032 was ready for finesse and
grabbed the spoon. Using the middle to end of the spoon for
striking, I worked over the area, lifting one low by inertia,
and striking two highs down directly, getting three birds with
each swat.
I have gone far enough to where I cannot feel the subtle differ-
ence of high and low with any precision, so I give the surface a
highlight with a fine sandpaper pad, maybe five swipes.
6 JANUARY 1999
Soft and sharp lows are both highlighted, with very little loss
of metal.
I spoon over the area once again, leveling the sharp dings
and angles I already worked with the cross-peen, and leaving
only shiny marks to show where I've been (on both sides).
Holding my left hand firmly on the panel with fingers "sight-
ing" in the low, I angle the light across the dents, and care-
fully lift them up with the blunt corner of the cross-peen as I
watch carefully in the reflected light.
A final sanding with a 320 or 400 paper pad (8 swipes) shows
only whispers of the old damage. Since the whole plane will
be vintage without new metalwork, I stop here to polish up
the surface for a look-see.
Yup. A very even finish appears, with only whispers of
"black" surface indicating hard material showing through
soft. (This means the Alclad is now gone in those spots
[Sigh!] and so the 2024 takes a higher shine than the softer
1100 which clads the surface.) Close inspection reveals a
few minor scrapes and gouges, which I tell the owner to
ignore, as my experience says they will all blend in to one
nice patina for a beautiful restoration.
Kent White is an old-school restoration metalman who enjoys old airplanes, teaching metalwork, and
whacking on metal. He can be reached at TM Technologies, P 0. Box 429, NSJ, CA 95960, or on the web
at http://www.tinmantech.com . ....
VINTAGE AIRPLANE 7
WHAT OUR MEMBERS ARE RESTORING 
---------------------------by H.G. Frautschy -
1959 CESSNA
SKYLANE
John and Sharon Voninski of Manlius,
NY have been busy finding out just how
useful a Contemporary airplane can be.
John and Sharon fly Young Eagles with
their Sky lane, as well as transport med-
ically needy persons for AirLifeLine
and Volunteer Pilots of Pennsylvania.
"Plane Jane," their nickname for the C-
182, currently has 1450 hours on it.
They have a complete set of logs for the
airplane, dating back to its production
test flight of 1.35 hours, flown by
Cessna pilot Nathan Bareu.
John and Sharon have been upgrading
the airplane while they've owned it, start-
ing with a new paint job which duplicates
the 1959 Cessna two-tone blue color
AUSTRALIAN PACER
scheme. A set of BAS four point re-
tractable seat restraints and other mods
were made to the airframe, and a TCM
remanufactured 0-470-L engine was in-
stal led, along with new or rebuilt
accessories. A prop overhaul was also
done, and in 1997/98, the instrument
panel was completely gone through. The
list is long and pricey, but all of the flight
instruments were replaced, and a major
suite of modem avionics and an autopilot
were installed, as you can see in the ac-
companying photos. John and Sharon
wanted to be certain to acknowledge the
professional maintenance done on the air-
plane by Pat Keib, of Keib Air Service,
Hamilton, NY, 315/824-6681 and the
avionics and panel work completed by
Exxel Avionics, Brainard Airport, Hart-
ford, CT, 800/700-7779.
From Mooroolbark, Victoria, Australia we have these two shots of Ed Lachowicz's Piper P A20/22 Pacer. Ed' s son Ricky is
shown with his dad at the Broken Hill field in New South Wales. Ed wrote "I spent 10 years restoring and converting my
Pacer. It started out as a Tri-Pacer in 1957, sin 540 I. It arrived in Australia early in 1960 and flew in various flying schools and
towing gliders. I bought it as a basket case. A lot of hard work and after doing all the work myself, I painted it post office red
with gray lines. I test flew it in December of 1994. To date, I have flown it 350 faultless hours."
8 JANUARY 1999
STEARMAN 4CM-l 
FAIRCHILD PT-19 
Tom Hazel of Warrington, V A stands next to the fuse-
lage of the PT -19 of "01' 165," which belongs to Ray
Bottom, the newsletter editor of Antique/Classic Chapter 3.
Tom is overseeing the restoration of the PT, which used to
be one of the trainers flown by Parks College's military
contract training program during WW-II. The restoration is
primarily being done by John King in Culpepper, V A. Joe
Denist of New Garden, P A, the dean of PT restorers, has
contributed some parts and learned advice. With any luck at
all, we'll see the PT on the flight line at EAA AirVenture
'99, which will be Ray's 30th consecutive attendance to
EAA's annual convention.
The PT is Ray's only ex-military airplane, but not his ftrst
attempt to purchase one - when he was but a 16-year-old lad,
he won, via sealed bid, the right to purchase a BT -13 being
auctioned off by the War Assets Administration. He didn' t
have the required $800, so he never did answer the letter!
Bud Field, EAA Antique/Classic Chapter 29 president,
has just seen the completion of his Stearman 4CM -1 by
Russ Harmuth of A very, CA. Russ and Bud have collabo-
rated on a number of projects, the most recent being a
DeHavilland DH89A Rapide acquired early in 1998 from
the EAA Aviation Foundation.
This Speedmail is SIN 37 out of 40 built, and flew the
mail between Chicago, St. Louis, and Atlanta for Ameri-
can Airways. Later, American flew it as a two place
instrument trainer until it was sold to a private owner in
1939. The project went though a couple of owners, For-
rest Bennett and Gordon Plaskett, and took just over
three years to complete. You can reach Bud for informa-
tion on the Speedmail at 925/455-2300.
CESSNA 120 
Kevin House (EAA55395I ,A/C 27572) of Palm Beach
Gardens, FL sent in this photo of his Cessna 120, restored by
Art Lancour of Stuart, FL. The' 46 120 has 6,900 hours total
time, and is powered by a Continental C-90-12F engine. It's
based at Indiantown Airport in Florida. Pictured with Kevin is
his wife, Linda, who flies as a Flight Attendant for American
Airlines, while Kevin serves as a Boeing 727 pilot.
Do you have a photo ofyourfavorite airplane you'd like to share with us? We'd love to publish it, all we ask it that it be
properly exposed, in focus and at least one ofthe shots you send should show the entire airplane. Sendyour photos to
Vintage Airplane, Members Projects, P.O. Box 3086 Oshkosh w/54903
VINTAGE AIRPLANE 9
January Mystery Plane
That old rotor head, George Townson of
Willingboro, NJ, is responsible for this
month's Mystery Plane. This odd looking
duck was born near the beginning of the
Depression, as were many "new" configura-
tions. Jobs may have been scarce, but there
was no shortage of innovation in those
days! To be included in the April issue of
Vintage Airplane, your answer needs to be
in no later than February 28, 1999.
October was no mystery to many of
you. WW-I continues to hold many of
us fascinated with the advances in avi-
ation made during that time.
Ian Calvert, Alexandria, VA wrote
in his response:
"The October Mystery Plane is the
British Sopwith T.F.2 Salamander
tT.F. ' stoodfor 'Trench Fighter '). It
was a ground attackfighter developed
from the Sopwith 7F.i Snipe, using the
same Bentley 230 hp B.R. 2 radial en-
gine. The engine cowling was cut away
underneath to provide additional cool-
ing for low altitude work. The
particular plane shown the photo is
the first prototype, E5429, at Brook-
lands aerodrome in Surrey, England.
"The Salamander had a flat sided
fuselage, with the front part, from the
engine to behind the cockpit, being a
by H.G. Frautschy
650 lb. armor-plate box containing the
pilot and fuel tanks. The rear part was
the usual fabric-covered wire-braced
wooden box girder, with the forward
ends of the longerons attached to the
armored box. Standard armament was
two Vickers machine guns firing for-
ward through the propeller, but there
were several experimental multiple-
gun installations, with one Salamander
T.R2 Salamander
The 33rd production Sopwith
Salamander at McCook Field.
Note the fancy figures of the
serial number, and that the
number over the red and blue
rudder stripes have white bor-
ders. The white chalked-on let-
tering below the cockpit reads:
"This machine is not to be
flown." The lettering at the top
of the white rudder stripe is
S833600AM&E. This is repeated
just ahead of the fuselage
roundel. What does this mean?
It was applied at the factory, not
McCook Field.
Pete Bowers Collection
having eight machine guns firing
downwards through the cockpit floor.
Later production Salamanders had
horn-balanced upper ailerons.
"In May 1918, the first prototype
was successfully tested in France, and
it was decided to go into full-scale
production. The Salamander should
have been a formidable 'trench
fighter, ' but it came too late - by the
end ofOctober, 1918, only two ofthe
RAF's 37 Salamanders had reached
France. One machine, F6533, was
sent to the United States, and was sta-
tioned at McCook Field.
"Some data on the Salamander:
empty weight: 1,844 lbs; gross weight,
2,5121bs, including 258 lbs ofgas and
oil; maximum speed 125 mph and 500
ft., service ceiling 13,OOOft., climb to
6,500ft., 9 min. , 5 sec.. References:
British Aeroplanes 1914-18 by Bruce,
Fighter Aircraft ofthe 1914-1918 War
by Lamberton and Cheesman. "
Alex Fasolilli of Herkimer, New
York adds this:
".. . The Salamander differed from
the Snipe in having a slab-sided fuse-
lage, fixed horizontal tail surface and
a tapered armored headrest for the pi-
lot. later production Salamanders had
the same horn balanced ailerons and
enlarged fin and rudder found on the
later production Snipe. During May
1918, the evaluation ofthe Salaman-
der was highly successful. Several
RAF squadrons had begun to reequip
with the type when the war had ended.
Production continued until the sum-
mer of 1919 until more than 200 had
been produced. It was proposed that
the Salamander be adopted as the
standard post-war RAFfighter, but it
was not meant to be. The Salamander
had problems with its armor plating,
which weighed 650 lbs. Every Sala-
mander that was built had warped
armor plating! This led to misalign-
ment of the fuselage, wings and tail
planes. All ofthis caused the aircraft
to have serious control problems while
in flight. The problem was resolved in
late 1919, which was too late. The air-
- Continued on page 32-
We had a few follow up notes on our Spetember Mystery Plane, the Keystone K-78D Patrician. Wayne Van Valkenburgh of Jasper, GA
dropped us a letter he wrote by a crackling fire, and Pete Bowers of Seattle, WA sent us this photo from his collection. Three K-78's were com-
pleted out of 10 started. None of them went into service with the airlines, although they did get trial runs. The wingspan of the K-78D was 86
ft.,6 in., length 61 ft., 7 in., with a wing area of 930 sq. ft., and a gross weight of 16,600 Ibs. The three Wright R-17S0 Cyclone engines gave the
Patrician a top speed of 144 mph. Pete Bowers Collection
Keystone K-78 Patrician 
VINTAGE AIRPLANE 11
Nick Hurm, Kate Tiffany's aeronauti-
cally oriented son, happened upon the
notice of the availability of the KR. Mike
had posted it on the bulletin board in the
Antique/Classic Red Barn at the 1996
EAA Convention, and Nick took it down
to show his step dad, Jack Tiffany (EAA
106731, AlC 15522) of Spring Valley, OH.
Jack kept putting Nick off, telling him he
didn't want to even look at a notice for an-
other airplane. Finally, after three days of
pestering, Nick waited until Jack got up
from the table at a restaurant in Oshkosh
and simply put it on Jack's plate. "A KR-
21! I've wanted one of these all my life!"
was Jack' s response. Good job, Nick!
Nick, Jack and his good friends Brown
Dillard (EAA 446932, A/C 21463) and
Herb Ware went over to Mike's hangar to
check it out, and their visit confirmed that
it was indeed a beautiful restoration in
progress. There was one more interesting
detail about the airplane that was hard to
resist - it is SIN I, the first production
Krieder-Reisner built by the Fairchild sub-
sidiary. It was decided that Jack and Kate,
Dr. Herb Ware, (EAA 31618, A/C 13216)
Muncie, Indiana and Brown and his good
friend Violet "Vi" Blowers (EAA 209812,
A/C 24247) would all join resources and
buy the project, with Jack heading up the
restoration effort. That was in 1995, and
after the project was carefully moved to
Jack's shop in Ohio, the work got started
right away.
Before selling NC207V, Mike had spent
considerable time researching the history
of the biplane. He even got to know one of
its first owners, Harry B. Brown of Ten-
nessee. Harry worked for the FB I as a
special agent under J. Edgar Hoover during
WWII, and earned his private license in the
K-R. An attorney, he was a lifelong resi-
dent of Jelico, TN . When Mike Butler
went through the FAA records he had on
the 20 or so owners of the KR-21 , Harry
was the eleventh. Mike started with the
most obvious way to find the previous
owners. He called directory assistance in
the towns where the owners had registered
the airplane, and 10 and behold, Harry
Brown's number came up in the same
town on the registration records. In fact, he
still lived in the same house he had owned
since the 1930's! Harry has since passed
away, but not before he knew and was
thrilled to hear and see that his trusty old
biplane was to fly again.
Harry told Mike he really enjoyed fly-
ing the KR, and he even flew it on a cross
country to St. Louis. At EAA AirVenture,
Brown Dillard was reasonably certain the
flight from the Dayton area to Oshkosh
was the longest cross-country flight ever
undertaken by someone flying the Krei-
der-Reisner.
An earlier owner was Harry Manning,
captain of a cruise ship, the Roosevelt, and
one of the navigators accompanying
Amelia Earhart on her first attempt to fly
around the world. When the flight termi-
nated abruptly in Honolulu after a takeoff
accident, Manning was unable to free up
the time needed for the next attempt. Man-
ning flew the KR-21 from Roosevelt Field
on Long Island.
Mike Butler had expertly completed a
major portion of the restoration, including
the fuselage, wings, rudder and fin and the
Kinner B-5 engine. Not all the covering
had been done, nor was all of the sheet
metal completed, but the work done over
the 10 years Mike had the project was first
rate, and he maintained an active interest in
the project after he sold it. He and the
restoration team became good friends.
Mike had an interesting tale to tell con-
VINTAGE AIRPLANE 13
(TOP) Vi Blowers, in the front cockpit, and
her companion and flying buddy Brown
Dillard bank towards us with one of avia-
tion's prettiest biplanes from the Golden
Age of Aviation.
(LEFT) Each wing panel is identical, and each
has an aileron installed, giving the KR-21 a
nice roll rate. On the wing interplane struts,
you can see the expert leather work done by
Jack Tiffany.
(BELOW) The Kinner B-5 installed in this
Kreider-Reisner 21 does have a starter
installed, powered by a battery. They get
between 14 or 15 starts before the battery
needs charging again, since there is no gen-
erator installed. The forward cockpit has no
instruments, but it does have a full set of
dual controls.
The aft 'pit is fully equipped, with the instruments
refaced by J-Air, Inc. of Cleveland, OH, 216/692-
0010. Outstanding workmanship from both Mike
Butler and Jack Tiffany and the KR circle of friends.
cerning the louvers in the
sides of the fuselage sheet
metal. It seems there was a
local Oshkosh sheet metal
man renowned for his lou-
vers. Many of the hot rod
crowd had beautiful work
done by him, and Mike fig-
ured that if he was that good,
he'd have him do the louver
vents on the Kreider-Reisner.
After dropping the side pan-
els off to have the pieces
stamped, the phone rang a
few hours later. "I can't do
them , there is no edge of the
metal that is 90° to the lou-
vers," said the voice on the
other end of the phone.
Apparently, the stamping
machine used by this fellow
needed a reference edge to
put in each of the stamped louvers. Mike
thought about it, and decided that since
he'd managed to make the entire panels
himself, it was time for him to learn how
to do louvers, too! Hammering them out
against a wood forming block in the
same way they were done in the past cre-
ated a nice set of new louvered cowling
panels. He can be proud of them, as they
look just as they would have in 1929.
One of the most di stinctive features
of the KR-21 is its tapered wings. Each
of the wing panels is identical in dimen-
sion - the upper wing's wider center
section gives the upper wing its overall
longer dimension . With ailerons in-
cluded in each of the wings, and a
structure built to take aerobatics, after its
introduction 1929, the KR was in de-
mand for airshow work or just plain
horsing around.
Marion Cole, one of the famous Cole
brothers, told Brown during a visit at
EAA AirVenture that he had never flown
the KR-21 , but knew it was in great de-
mand: " .. . there weren't enough
airplanes [KR-21 s 1to go around, but
people really wanted the airplane in
those early days for aerobatics," he re-
called. In fact, that demand continues
even today. Robert Reid (EAA 99931),
of the Reid-Hillview airport in Califor-
nia, flies a KR-21 in his airshow routine.
Upon their arrival in Ohio, Jack, Her-
man Leffew and Brown Dillard worked
on the wings. Mike built a full set of ribs
for installation on the 70-year-old spars,
all ten of which (two for each wing, a
pair for the center section) proved to be
in excellent shape. The ailerons all had
14 JANUARY 1999
to  be  rebuilt,  since  they  were  not airwor-
thy,  but each of the  interplane and  cabane 
struts  were  in  sound  condition, just need-
ing  a complete stripping and  refinishing. 
All  of the  fuselage  and  tail  structure  is 
built up  with steel tube,  with  the  sides,  top 
and  bottom  of the  fuselage  faired  in  with 
wooden  bulkheads and  stringers.  All  of 
that  beautiful  woodwork  helped  drive  the 
original  cost  of the  KR-21  up,  along with 
the  tapered wings and  the  other neat addi-
tions,  such  as  toe  brakes  (one  of the  first 
aircraft equipped with  them)  and  a very 
effective, easy to  adjust elevator trim  sys-
tem. Its  introductory price was  $4685, but 
by  the  end of 1930  the  price  was down  to 
$4125.  Still , fewer  than  50  KR-2IA's 
were  built,  of which  14 are  registered. 
The  Kinner B-5  can  be  a challenging 
engine  to  overhaul , since parts are pretty 
rare,  but Mike was  able  to  have  Al  Ball  do 
the  actual  overhaul  work ,  carefully 
checked and  signed  off by  Mike's AI, 
Randy Novak.  The engine swings a beauti-
ful  new  Sensenich prop,  carefully carved 
to  the  special  configuration  needed for  the 
KR-21  installation. With  the spinner fitted, 
it gives  the  KR-21  a smooth,  seamless  line 
from  the  nose to  the tail. 
With so  much  of the  restoration  started, 
Jack Tiffany and  the  crew  were  able  to  fin-
ish  their labors  on  the  biplane  in  a little 
under two  years. Brown  Dillard, who  had 
worked  on  the  project diligently, flew  it 
first,  and  except for  a creeping mixture 
control, it had  no  serious bugs  to  work out. 
By the time he reached Oshkosh, there was 
a total  of 24  hours  in  the  airplane. 
Brown  Dillard was  no  stranger to  air-
planes, having gotten  his  Private  license up 
through  his  instructor's ticket  in  the  Civil-
ian  Pilot Training Program  during  WW-II. 
Working as  a commercial  instructor, he 
first  worked  as an  Army  Primary  instructor 
under contract with  a couple of civilian 
schools.  As  he  progressed, he  flew  B-25's, 
C-47's and  the Beech  18. After the  war, he 
owned  a Cessna  170, and  a Mooney Mite, 
but when  he  bought a construction  busi-
ness, he  got out of airplanes  for  over 20 
years.  After  he  retired,  he  thought about 
going out to  the  airport and  renting  an  in-
structor and  a Cessna  150, just to  see  if it 
still  had the  same kick. It did, and  he called 
the  local  FAA  office  to  find  out about  re-
newing  his  licenses.  His first  conversation 
left him  crushed - based  on  what  Brown 
had  told him,  the  FAA  man  explained  that 
his  licenses had  expired,  and  that  he  would 
have  to  retake  ground  school  and  take  a 
flight  test again after instruction. 
Fortunately, the  fellow  at  the FAA  took 
an  interest in  his 
case, and  person-
ally  called  FAA 
headquarters  in 
Oklahoma  City 
to  check  on  his 
records.  Brown 
recalled the  con-
versation:  "He 
said you  sounded 
so  disappointed I 
called  Oklahoma 
City and  your li-
censes  are  sti 11  Ne20lV is Serial No.1, the first production Kreider-Reisner 21 built by the
valid  - you  re-
Fairchild subsidiary. First certified in 1929, it competed for the same mar-
ket as the Great Lakes 2-T-1 and other sportsman-trainer type biplanes.
newed  in  1957. 
All  you  need  is  a 
new  medical  and  a BFR."  Brown 
was  elated!  That was  over  10 
years  ago,  and  he  began  in-
structing again , enjoying  the 
antique  as  part  of his  aeronauti-
cal  experience. 
Another part of that story  is 
his circle offriends, especially his 
girlfriend,  Vi  Blowers.  Brown' s 
first  wife  had  passed away,  but 
one  day , while  he  and  his  friend 
Jack were out flying Jack's Davis, 
they  stopped at New  Carlise  air-
port.  While there, Vi  asked  Jack 
for  a ride.  Jack gave  the  nod  to 
Brown, and  with  that the  two  be-
came  acquainted.  Vi  is  a busy 
pilot herself.  She  owns  a Chero-
kee  140, and  she  has  flown  over 
2,600  hours, 1,300 on  the  last re-
build of the  Lycoming  in  her  140. 
She' s been around aerospace for a 
while  too,  having  been  an  expert 
seamstress  in  the  experimental 
(Left to right) Nick Hurm, Brown Dillard, Vi Blowers
clothing branch at  Wright-Patter-
stand with Jack and Kate Tiffany in front of the KR-21 .
son  Air Force Base for  16  years. 
Not pictured are two other people who make up the
She  made  clothing  for  the  presi-
friends of the K-R circle, Mike Butler, who spent 10
dents (slacks, flight  suits, and 
years on the restoration of the aircraft, and Dr. Herb
Ware, who is one of the partners in the airplane.
jackets), and  flight  suits for  the 
Thunderbirds, as  well  as  proto-
type  Air Force  clothing  items.  On  the  K-R 
project,  her sewing talents were  brought 
out of retirement, as  she  knew  exactly how 
to  handle  the  leather for  the  seat cushions. 
She also became an ace rib-stitcher. Know-
ing,  as  she explained the  process to  us, that 
using nylon  thread  when  sewing leather 
was  a poor choice, since  the  plastic  thread 
would  cut the  leather and  result  in  seams 
that  would  not  hold  up.  Better to  use  a 
heavy  cotton thread and  have  it  last  that to 
rip  out a seam. Along with the seat cushion 
work, Vi  was  one of the  group who  par-
took in  a rib-stitching party, part of the  fun
in  restoring an old airplane. 
Jack Tiffany and  his  wife,  Kate,  along 
with  Nick, were  also  there. Aeronautical , 
as  long  a word as  it  is,  doesn' t cover all  the 
Tiffany's do  in  aviation.  Nick,  who  is  in 
his first  year at  Bowling Green  University 
in  Northern  Ohio,  regularly  answers the 
Mystery Plane  section  of Vintage Airplane 
with  erudite answers that anyone  who's 
been  around  old  airplanes  for  a  few 
decades would  be  happy  to  know!  Jack,  is 
well  known  around  Ohio  as  an  expert air-
craft restorer,  and  Kate  is  an  excellent 
aircraft coverer and  very  handy  with  a 
spray gun. She  also  serves as  a volunteer 
during EAA  AirVenture. 
VINTAGE AIRPLANE 15
Jim Koepnick
Dr. Herb Ware, one of the Midwest's
well known antique airplane enthusiasts,
also was able to put his efforts into the
restoration, not to mention a huge amount
of moral support!
The whole group found out just how
precious a circle of friends can be when
Brown became critically ill late this past
fall . Knowing he was very sick, he looked
at Jack one day and said, "We sure had
fun this summer, didn't we?" Jack smiled
back and said, "We sure did."
Sadly, the KR-2l circle of friends had
to bid farewell to Brown Dillard, who
passed away in November. He is sur-
vived by his daughter, Gibby
Dombroskie, and her husband Gary of
Dayton, OH. Like our favorite airplanes,
sometimes it seems there isn't enough of
our friends to go around as well.
The restored KR-21, SIN - rests qui-
etly in the cold of an Ohio winter, waiting
for another summer to arrive, and for the
circle of KR-21 friends who will fly it
with exuberance, remembering their
friend , Brown, who enjoyed flying the
KR-21, and all it brought to his life. ....
16 JANUARY 1999
Larry Van  Dam's Award-Winning  Beechcraft  H-35  Bo 
by Norm Petersen
I
t is always fun to see a 41-year-
old airplane, which has been
completely restored with love and
affection, run off with the marbles
at a place like Oshkosh. In this
particular case, the airplane is a 1957 H-
model Beechcraft Bonanza, N5478D,
SIN D-4985, that was flown to AirVen-
ture '98 by its owner, 63-year-old Larry
Van Dam (EAA 211807, AlC 26860) of
Riverside, California. Amid the huge
crowds of people and airplanes, the
pretty H-35 Bonanza stood out like a
beacon on the south end of the An-
tique/Classic parking area - Row 76, to
be exact.
Larry's friends from back at River-
side, CA, had urged him to move the
pretty V-tail from the north s ide of
Wittman Field to the judging area, es-
pecially since the airplane qualified for
the Contemporary category, being con-
structed at the Beechcraft faci Iity in
Wichita, KS, in February, 1957.
All of the "fuss and bother" came to
fruition when Larry's airplane ,
N5478D, ran off with the "Outstanding
Custom Class III Single Engine" Con-
temporary award at AirVenture '98.
This beautiful award represents a great
deal of dedication and outstanding
workmanship by Larry Van Dam and
his " merry bunch of airplane people."
For the full story, we must go back to
the beginning.
Larry Van Dam was born in San
Rafael , CA, and grew up in Modesto,
CA. Following high school, he served
in the military for two years during the
Korean War. His Honorable Discharge
allowed him to enter Cal Poly College at
Pomona, working towards a four-year
degree on the GI Bill. His major was in
Social Science. In addition, he was for-
tunate to marry his lovely wife, Mary,
during this time and they have enjoyed
41 years together along with two sons,
Larry II and Mark Raymond.
The couple settled in Riverside, CA,
where Larry was hired by the Riverside
Electrical District as an appraiser. This
occupation would keep Larry busy for
the next twenty years. Meanwhile, the
aviation bug was starting to "itch" and
in 1979, Larry made his solo flight from
Flabob Airport in Riverside. The die
was cast.
Looking around for an airplane to
buy, Larry found Capt. Bryce Mc-
Cormick (American Airlines, ret.) who
VINTAGE AIRPLANE 17
A close look at the fancy interior of N5478D that caught the
judge's eyes at AirVenture '98.
who could do first class
work. (For eight years,
Larry has been on the
Riverside Airport Com-
mission, the last two years
as president.) The Bo-
nanza was turned over to
Nostalgia Airways,
headed by Robert Red-
head and Randy Clark,
who promptly began the
teardown of the entire
front end of the airplane.
With the prop, engine,
nose cowl and nose gear
A stunning bit of originality is this H-35 instrument panel, com-
plete with throw over yoke and vernier engine controls.
had a 1957 V-tail Bonanza for sale.
Following a bit of negotiation, a deal
was struck and Bryce delivered the Bo-
nanza to Flabob Airport in 1981 - and
the next 17 years began in the life of
N5478D. The airplane did yeoman ser-
vice for a number of years through the
1980s and into the 1990s. With a top
cruise of 185 at a fuel burn of under 12
gph, it was indeed a dandy airplane for
cross-country work. Larry and his
family enjoyed many neat jaunts about
the country. In 1995, it was flown to
Oshkosh for the big EAA Convention
and Larry remarked that they parked
in Row 123 - nearly in North Fond
du Lac!
Even in its time earned "working"
condition, the V-tail drew many looks
including several visits by EAA judges,
who were quite intrigued by the excel-
lent condition of the Bonanza. Upon
returning home to California, Larry be-
gan to feel it may be time to really clean
up the old girl and give the tired 10-470
engine a topnotch overhaul. He had
been keeping his eye on several local
rebuilding outfits and was well aware of
18 JANUARY 1999
removed, numerous
items came to light!
The front bulkhead
had some illegal welds
along the bottom and
the engine mounts,
which are integral
with the airframe,
needed much help.
New parts were or-
dered from Beechcraft
and the entire nose
section was rebuilt, in-
cluding the nose bowl
itself. The new sec-
tions that were
installed were notice-
ably stiffer and
stronger than before,
Beechcraft having upgraded the parts in
the intervening years. The firewall was
polished until it looked almost chrome
plated! The rest of the parts were all
properly primed and repainted until
the inside of the cowling looked for all
the world like a new airplane.
Meanwhile, the 10-470 engine was
turned over to Peformance Aero run by
master engine rebuilder, Ron Monson.
Six new Millennium cylinders were or-
dered and were powder coated in bright
red. The crankcase was also powder
coated red to match. With the crank-
shaft reground and new bearings
installed, the freshly reground camshaft
(optimum performance grind) was in-
stalled and the crankcase halves were
carefully assembled with the two lines
of tiny silk thread on the mating sur-
faces. All moving parts were carefully
balanced and blueprinted for top perfor-
mance. The six Millennium cylinders
were added to the engine and by now,
it was starting to look like a pretty
fancy powerplant! Chrome plated
valve covers added to the dazzle along
with new accessories, wiring harness
and spark plugs.
With the totally rebuilt engine com-
pleted, it was brought into the shop for
reinstallation into N5478D. Newen-
gine mounts all around made sure the
engine would be smooth as a turbine in
its new cradle. The rebuilt nose bowl
was added and the polished metal pro-
LEE ANN ABRAMS
Totally rebuilt nose gear with its attendant
scraper behind the tire and steering
damper. This is sanitary workmanship.
The main landing gear is a classic study in
really sharp workmanship and attention to
detail. Even the gear door has been
reworked, which you can see by the absence
of dings and scratches. Each part and piece
has been carefully redone to bring it up to
championship caliber.
peller was  securely bolted to  the 
crankshaft.  When all  the  necessary 
connections were completed, the  air-
plane was rolled  into  the  California 
sunshine and fired  up  for  the  first 
time.  Shouts of joy let all  the  by-
standers know  it  ran extremely well. 
The  next  step  in  the  rebuild 
process was painting the airplane 
in  its distinct paint scheme.  Larry 
knew his  best man for the  task was 
Doug Whaley at Torrance with  hi s 
firm called, Diversified Specialties. 
The Bonanza was brought into the 
Usually, the cowl flap area  on an  airplane is 
covered with oil and  grease!  Notice how 
clean  this airplane is, almost like it just left 
the factory. 
(inset)  Kneeling  in front of his  beautiful Bonanza  is  Larry Van  Dam,  17 year owner and man 
behind the restoration of the airplane. 
Above the clouds (where he  likes to fly),  Larry pulls the H-35  Bonanza in close to the photo 
plane.  The  classic  lines of this airplane have sold well for over fifty years! 
paint shop and Doug Whaley be-
gan his  magical  work. 
The original  idea  was  to  have the 
airplane finished  in  time to  fly  it to 
EAA Oshkosh  ' 97, however, as  is 
often the  case,  the  final  push didn' t 
finish  until  three  months after the 
big bash in  Wisconsin!  Such are the 
lessons of airplane rebuilding. 
The final  push included not only 
the fancy  paint scheme, but a  large 
portion of work by Tom Garcia of 
Flabob Airport, who  was  in  charge 
of A  &  P work with  hi s Inspection 
Authorization.  The Annualln-
spection on  the  airplane was 
only a  small  part of his  work. 
He had to  rebuild the left gear 
strut,  refinish  the  main gear 
wheels and polish the hardware, 
install  new Michelin tires, new 
Cleveland  brake  pads ,  new 
Beechcraft uplock spring  kit 
and finally,  install  new flap  mo-
tor covers. 
Once the work was  pretty 
well completed, the details were 
The  last view a bug has  before impact.  The  polished 
taken care of,  one at  a  time . 
spinner is  augmented by the highly polished  propeller 
Each detail  helped  the  overall 
immediately aft of the beautiful cone. 
LEE ANN ABRAMS 
VINTAGE  AIRPLANE  19 
A firsthand look at the "V" in the v-tail Bonanza. Although
not made in this model any longer, it was extremely popu-
lar for many, many years.
impression of the airplane. It was one
sharp looking Bonanza. By October of
1997, the first long flight was planned
with a trip to Wichita, Kansas, and the
convention of the American Bonanza
Society (ABS). Beside celebrating over
fifty years of making Bonanzas, the en-
tire group was hosted by Beechcraft to
tour the company assembly plants
where the new airplanes were bei ng
made. Larry says it was quite an emo-
tional experience for long-time Beech
pilots, something they will just plain
never forget.
Addition detail work was accom-
plished over the winter of '97-98 and
Larry was able to fly the pretty restored
Bonanza to the 1998 Sun 'n Fun Fly-In
at Lakeland, FL, where many folks got
a good look at the beautiful V-tail H-35.
Flying to Florida with his longti me
friend, Pat Halloran (EAA 2879), who
flew his single-place Loving's Love,
the pair enjoyed a grand time and even
came home with a trophy for each air-
plane! Larry's Bonanza won an
Outstanding Aircraft Award in the Con-
20 JANUARY 1999
temporary Class. While in
Florida, Larry and Pat flew
into the Kissimmee, Florida,
airport and enj oyed that
gathering as well as Sun 'n
Fun. The flight from
Florida back to California
was indeed a treat for Larry,
who says, "Cross county
flying in a Bonanza is about
as good as it gets!"
In a very short time, the
sharp-looking H-35 was
readied for the big trip to
Oshkosh to attend AirVen-
ture '98. As before,
Larry was in the
company of his long-
time friend , Pat
Halloran, in his fa-
mous little racer
called Loving's
Love (named for its
designer, Neal Lov-
ing [EAA 522] of
Yellow Springs,
Ohio.) They arrived
in Oshkosh in fine
shape and Larry
parked the Bonanza
on the north side of
Wittman Field. It
was from this posi-
tion that his friends
jumped on hi s case
and finally convinced him to taxi the
pretty bird to the south end of the field
and the Contemporary judging area.
Larry says it was no doubt the longest
taxi he had ever accomplished in the
Bonanza, however, some days are full
of surprises. As he taxied into Row 76
on the far south end, he noticed a
Beechcraft A-36 Bonanza on the far
end of the same row. A short time later,
he walked over to the A-36 and met the
owner, Capt. Bryce McCormick (Arner-
The wonderfully detailed engine compartment, complete with pow-
der-coated crankcase and Millennium cylinders, looks like a show-
room, not as if it had just been flown from the West Coast.
ican Airlines, ret.), the very person he
had purchased 01' N5478D from back
in 1981! Small world department.
Besides the many Contemporary
judges coming by to look at the H-35,
many, many interested folks stopped by
to admire the airplane, especially the
beautiful engine compartment. Larry
says that the quickest way to attract a
crowd with the airplane is to prop open
the cowling so the engine shows. It will
attract people like honey attracts bees!
One man from Ohio stopped by and
mentioned they had flown from Red-
lands, California, to Flabob Airport to
see a very special tan & red Bonanza. It
was the very same machine standing in
the line at Oshkosh - N5478D!
Larry was especially pleased to win
the Outstanding Custom Class III Single
Engine award at AirVenture '98. He is
indeed proud to be part of EAA and is a
longtime member of EAA Chapter 1 at
Flabob. Taking part in the many Young
Eagle flights is just one way that Larry
feels he can give something back to avia-
tion. He thoroughly enjoys making
Young Eagle flights as well as serving on
the Riverside Airport Commission. As
Larry says, "It's all part of the fight you
have to put up for aviation."
In case you were wondering who
was responsible for the outstanding
choice of colors in the H-35 paint
scheme, we are happy to report that
Larry Van Dam takes complete respon-
sibility. The blend of the new colors
along with the older paint scheme was
most unusual, yet the results are most
pleasing to the eye. Apparently the
judges felt the very same way. Special
congratulations to Larry Van Dam for
hi s outstanding Bonanza and to all the
many fine craftsman who helped so
diligently in the long project. This is
what the Antique/Classic Division is
all about. ...
From this particular angle, we get the full impact of Larry's neat paint scheme with a sharp
reflection from the Beechcraft logo. Pretty.
H.G. by 
O
n October 10, 1949 at 3:23:05 p.m., 
Woody Jongeward, Bob  Wood-
house  and  the  "City Of Yuma" 
landed after setting a new world endurance 
record  by staying aloft a remarkable  1,124 
hours and  17  minutes. All those hours 
added up  to nearly 47 days,  during which 
they  flew  non-stop  a total distance of 
89,920  miles, equivalent to  3-112 times 
around the globe at its equator. 
The airplane Jongeward and Wood-
house  flew  was  a new  Aeronca  15AC 
Sedan. The project, conceived by  Ray 
Smucker, a local radio personality and  the 
president of the Arizona Junior Chamber 
of Commerce, was intended to promote the 
excellent flying weather the Yuma, AZ 
area enjoyed.  The local  businessmen had 
Frautschy 
realized a decided downturn in activity 
since the closing of the  local  air base, and 
by  highlighting the excellent weather to 
govemment officials, it was hoped the base 
would be reopened.  Claude Sharpensteen 
II had  a brand new  Sedan, and offered to 
lend it to  the project.  Marsh Aviation did 
any necessary modifications, and the Val-
ley Cafe supplied the meals  for the pilots, 
which were delivered by the Police Depart-
ment.  Union Oil provided the gas  and oil, 
and Horace Griffen, the  local Buick dealer, 
donated a Buick convertible to use as  a re-
fueling/resupply car. Three times daily the 
Sedan had to  be refueled, by a volunteer 
crew who had to work closely together for 
each of the  1,500 passes between the  car 
and  the  plane as  the Buick ran down the 
runway at 80 mph. 
Nearly 600 volunteers were involved in 
the project, which took off on August 24, 
1949.  The old record was  1,008  hours, 
which the  pair surpassed. In fact,  it could 
have gone one  for many more hours, but it 
terminated after a magneto failed.  After 
teardown, the engine was  found  to  be  in 
excellent condition, with oil consumption 
running 3/8 to 7/16 of a pint each hour. 
While long relegated to  the  dusty files 
of aeronautical  records,  the  modem day 
city of Yuma  has  not forgotten. There 
will  be a commemorative flight honoring 
the  record, which will be  flown  October 
8-10, 1999. There are  activities planned 
throughout  1999  related  to  the "City Of 
Yuma"  flight. 
The  Yuma  Jaycee Foundation has 
purchased the original "City of Yuma", 
NC 1156H, from  private owners in 
Minnesota, and  is  in  the  process of 
having the  airplane  restored to  it 's 
1949  appearance, right down to  the 
lettering  on  the  Santa  Fe  red  and 
Packard straw fuselage. As  you  can 
imagine, it's quite an  undertaking, and 
plenty of volunteers are hard  at work 
on the airplane. 
There are  a few  items they are  in 
need of, and if you  happen to have them 
lying about,  they' d be  happy to  accept 
your donation (they are a 50lc3 tax-ex-
empt organization). 
Jim  Gillaspie advises they are  look-
ing for: 
A pair of Aeronca  Chief control 
wheels (or an  early pair of Sedan con-
trol  wheels). 
One Scott or Stewart-Warner oil Pres-
sure gauge. 
One  instrument  light ,  which  is 
mounted above the pilot' s head. 
Two of the  longer tail brace wires (ap-
prox. 54  in. long). 
If you're so  inclined, you can contact 
the  volunteers and organizers at:  Yuma 
Jaycee Foundation, P.O.  Box 121, Yuma, 
AZ  85366-0121 , 520/344-3860, fax 
520/317-0705, or  E-mail  at 
[email protected]. For a complete 
Arizona Highways article on the flight, 
check  the  website:  http:// aztec.asu.
edu.!endur049.  ... 
VINTAGE AIRPLANE 21
1999 BAA Antique/Classic
TYPE CLUB LIST
This list of Type Clubs should be the
most accurate compilation we've ever
published. For the past three years, we
have sent each Type Club a postage paid
postcard confirming their listing. This
year, over 60 clubs chose to respond by
sending back the card we sent them. Un-
fortunately, 40 didn't respond, and some
have not responded in a number of years.
Those clubs have been removed from the
list, since they apparently are now inac-
tive or no longer exist. Any group who
did not return their card this year is
marked with a ' . You may wish to contact
them regarding current dues/subscription
information.
If you have changes related to your
Type Club list, drop a note in the mail de-
tailing with your listing exactly as it will
appear in the magazine (use the format
you see on these pages). Send your note
to: Antique/Classic Type Clubs, P.O. Box
3086, Oshkosh, WI 54903-3086, or E-
mail it to [email protected].
The Type Club list is also available in
the Division's web page at EAA's Web
site , which you can find at: http ://
www.eaa.org
Aeronca Aviators Club
Julie and Joe Dickey
55 Oakey Ave.
lawrenceburg, IN 47025· 1538
Phone/FAX 812/ 537,9354
Newsletter: 4 issues per subscription
Dues: None - $16 subscription
E.mail: [email protected]
International Aeronca Ass'n
"Aeronca Lover's Club"
Buzz Wagner
Box 3, 401 lst St. EAST
Clark, SD 57225
605/ 532-3862 FAX 605/ 532-1305
Newsletter: Quarterly
Dues: $20 per year
National Aeronca Association.
Jim Thompson, President
806 Lockport Rood
P. O. Box 2219
Terre Haute, IN 47802-0219
812/ 232-1491
Magazine: 4 per year
Dues: $25 U.S., $35 Canada,
$45 Foreign
World Beechcroft Society
Alden C. Borrios, President
1436 Muirlands Dr.
22 JANUARY 1999
La Jolla, CA 92037
619/459-5901
Magazine
Dues: $25 per year
Twin Beech 18 Society
c/o Staggerwing Museum Foundation, Inc. P. O. Box
550
Tullahoma, TN 37388
931/455-1974
Newsletter: 4 per year
Dues: $40 per year
Bellanca-Champion Club International.
Bob Szego - President
P.O. Box 100
Coxsachie, NY 12051-0100
518/731-6800
Newsletter: Quarterly "Bellanca Contact!"
Dues: $33 per year; (2 yrs./$59),
Foreign $41 (2 yrs./ $60 U.S. Funds)
[email protected]
Bird Airplane Club
Jeannie Hill
P. O. Box 328
Harvard, IL 60033-0328
815/943-7205
Newsletter
Dues: Postage Donation
American Bananza Society
Nancy Johnson, Exec. Dir.
P. O. Box 12888
Wichita, KS 67277
316/945-1700 FAX 316/945-1710
Magazine: Monthly
Dues: $45 per year
E-mail : [email protected]
Website: http://www.bonanza.org
Classic Bonanza Association
P. O. Box 868002
plano, TX 75086
972/738-5658
Newsletter: 8 per year
Dues: $16 per year
Staggerwing Club (Beechcroft)
Jim Gorman, President
P. O. Box 2599
Mansfield, OH 44906
419/ 529-3822 (H), 755-1223 (W)
Newsletter: Quarterly
Dues: $20 per year
Twin Bonanza Association
Richard I. Ward, Director
19684 Lakeshore Drive
Three Rivers, M149093
Phone/ FAX 616/279-2540
Newsletter: Quarterly
Dues: $30 per year U.S. and Canada,
$40 Foreign
E-mail : [email protected]
Web Page: http/ /ccc.pongea.ca/tba
Bucker Club
Chris G. Arvanites
16204 Rosemarie Ln.
Lockport, IL 60441
815/436-101 I FAX 815/436-1011
Newsletter: 6 per year
Dues: $20 per year U.S. & Canada,
$25 Foreign
National Bucker Club
American Tiger Club, Inc. (deHaviliand)
Frank Price, President
Rt. 1, Box 419
Moody, TX 76557
817/853-2008
Newsletter: 1 2 per year
Dues: $25 per year
International Bird Dog Association.
(Cessna L-19)
Phil Phillips, President
3939 C-8 San Pedro, NE, Bldg. C8
Albuquerque, NM 87110
505/881-7555
Newsletter: Quarterly "Observer"
Dues: $25 per year
Cessna T -SO Bamboo Bomber Club
Jim Anderson, Secretary/Treasurer
Box 269 Sunwwod
Marine on St. Croix, MN 55047
651/433-3024 FAX 651/433-5691
Newsletter: Quarter/y
Dues: Contact Club for Info
Intemet: [email protected]
Cessna Owner Organization
P.O. Box 5000
lola, WI 54945
715/445-5000 or 800/331-0038
FAX 715/445-4053
E-Mail: [email protected]
(24 hours)
Web Site: www.aircraftownergroup.com
Magazine: Monthly
Dues: $39/year
Cessna Pilots Association
John Frank, Executive Director
P.O. Box 5817
Santa Maria, CA 93456
805/922-2580
Magazine: Monthly
Dues: $45 annually
International Cessna 120/140 Association
Stacey Greenhill
313 Partridge Lane
Wheeling, IL 60090
847/ 541-7793
Newsletter: Monthly
Dues: $15 U.S. per year
West Coast Cessna 120/140 Club
c/o Don and Linda Brand
9087 Madrone Way
Redding, CA 96002
530/221-3732
Newsletter: Bimonthly
Dues: $20 per year
Cessna 150/152 Club
Skip Carden, Executive Director 
P.  O. Box  15388 
Durham, NC  27704 
919/471-9492 FAX  919/477-2194 
Newsl etter:  Monthly 
Dues: $25 per year 
International Cessna 170
Association, Inc.
Velvet  Fackeldey, Execu. Secty. 
P. O.  Box  1667 
Lebonon, MO 65536 
Phone/FAX 417/ 532-4847 
Newsletter: Fly  Paper (12  per yer) 
The  170 News (Quarterly) 
Dues: $35 per year 
E-mail : [email protected] ion.org 
International Cessna 180/185 Club-
(Cessna  180-185 Ownership Required) 
Johnny Miller 
3958  Cambridge Rd. #185 
Cameron  Pork, CA 95682 
916/672-2620 
Newsletter: 8-9 per year 
Dues:  $20 per year 
Eastern 190/195 Association
Cliff Crabs 
25575 Butternut Ridge  Rd. 
North Olmsted, OH 44070-4505 
440/777-4025 alter 6 PM  Eastern 
Newsletter: Irregular; Approx. 4 Per Yr. 
Manual on  maintenance  for members 
Dues:  $15 initiation and as  required. 
E-mail : [email protected]@aol.com 
Citabria Owners Group
Carl  Petersen,  President 
636  lona  Lone 
Roseville MN 55113 
E-Mail: [email protected] 
Web Site: www.citobria.com 
$25 US  /  $40 International  (US  Funds) 
Corben Club
Robert L.  Taylor, Editor 
P. O. Box  127 
Blakesburg, IA 52536 
515/938-2773 
Newsletter:  3 - 16 pg. Newsletters 
Dues: $15 for  3 issues 
Culver Club-
Lorry Low, Chairman 
60 Skvwood Way 
Woodside,  CA 94062 
415/851-0204 
Newsletter:  3 issues  annually 
Subscription: $20 per year 
To:  Culver's Going Places 
P. o. Box  127 
Blakesburg,  IA 52536 
Culver PQ·14 Assoc.-
Ted  Heineman,  Editor 
29621  Kensington  Drive 
Laguna  Niguel, CA 92677 
714/495-4540 
Newsletter: Annual 
Dues: Donation  $10 
Culver Aircroft Assoc.
c/o Don Nicholson 
723 Boker Dr. 
Tomboll , TX  77375 
218/351-0114 
For  newsletter and  dues  info, 
contact the club. 
Dart Club (Culver)
Uoyd  Washburn 
2656 E. Sand  Rd. 
Pt. Clinton, OH 43452-2741 
Newsletter: None 
Dues:  None 
Robin's Nest (Curtiss Robin enthusiasts) -
Jim  Haynes, Editor 
21  Sunset  Lone 
Bushnell , IL61422 
deHaviliand Moth Cl ub-
Gerry Schwam, Chairman 
1021  Serpentine  Lone 
Wyncote, PA  19095 
215/635-7000 or 886-8283 
FAX  215/635-0930 or 886-1463 
Newsletter:  Quarterly 
Dues: $15 US  and Canada, $15 Overseas 
E-mail : [email protected] 
Ercoupe Owners Club-
Carolyn T. Carden, Secretory 
7263 Schooners Ct. SW A-2 
Ocean  Isle Beach,  NC  28469-5644 
Voice/FAX 910/575-2758 
Newsletter:  Monthly 
Dues:  $25  per year 
Fairchild Club
John W. Berendt,  President 
7645 Echo  Point Rood 
Connon  Falls, MN 55009 
507/263-2414 FAX 507/ 263-0152 
Newsletter: Quarterly 
Dues: $12  per year 
Fairchild Fan Club
Robert  L.  Taylor,  Editor 
P. O. Box  127 
Blakesburg, IA 52536 
515/938-2773 
Newsletter: 3 - 16 pg. Newsletters 
Dues: $15 for  3 issues 
International Fleet Club
Sandy Brown, Newsletter  Publisher 
P. o. Box  511 
Marlborough, a 06447-0511 
860/267-6562 FAX  860/267-4381 
E-mail: [email protected] 
Newsletter: Approx.  3-4  per year 
Dues: Contributions 
Funk Aircraft Owners Association
Ruth  Ebey, Editor 
933 Dennstedt PI. 
EI  Cajon,  CA 92020 
President - Jon  Schroeder 
512/259-1141 
Newsletter: 10 per year 
Dues:  $12 
Great Lakes Club
Brent L.  Taylor, Editor 
P. O. Box  127 
Blakesburg, IA 52536 
515/938-2773 
Newsletter: 3 - 16 pg. Newsletters 
Dues: $15 for  3 issues 
The American Yankee Association
Stew Wilson 
3232 Western  Drive 
Cameron  Pork, CA 95682 
530/676-4292 
Web Site: www.aya.org 
Newsletter 
Dues:  $30 per year U.S. , $30 Foreign 
Initiation - $7.50  1st year 
Initioion/Foreign  - $10.00  1  st year 
Hatz Club-
Robert  L.  Taylor, Editor 
P.  O.  Box  127 
Blakesburg, IA 52536 
515/938-2773 
Newsletter: 3 - 16 pg. Newsletters 
Dues: $15  for 3 issues 
American Hatz Association
Lorin Wilkinson, President 
16225  143rd Ave. SE 
Yelm,  WA 98597-9169 
Newsletter: Quarterly 
Dues: $15 U.S., Canada, $20 Foreign 
Newsletter Editor 
Sylvia Shoemake 
P. O. Box 312142 
New Braunfels,  TX  78131 
830/905-7832 
E-Mail : hatzkit@gvtc 
Heath Parasol Club
William Schlapman 
6431  Poulson  Rood 
Winneconne, WI  54986 
920/582-4454 
The Interstate Club
Robert  L.  Taylor, Editor 
P. O. Box  127 
Blakesburg, IA 52536 
515/938-2773 
Newsletter: 3 - 16 pg.  Newsletters 
Dues: $15 for  3 issues 
Lake Amphibian Flyers Club
Bill  Goddard, Editor 
815 N. Lake  Reedy  Blvd. 
Frostproof, FL  33843-9659 
Newsletter:  Bi-monthly 
Dues  $49 per year 
($79 the  first year) 
Add  $10 for overseas  moil) 
Lockheed Owners Association
Rio  Donovan, Editor 
P.  O.  Box 62275 
Boulder City, NV 89006-2275 
702/293-0641  FAX  702/293-0652 
Newsletter: Quarterly 
Dues:  $25 U.S.,  $30 Foreign 
Continental Luscombe Association
Loren  Bump, Fearless Leader 
705 Riggs 
Emmett, ID  83617 
208/365-7780 
Newsletter: Bimonthly (6  per year) 
Dues: U.S. $1 5, Canada  $17.50 U.S. Funds, 
Foreign  $25 U.S. Funds 
Luscombe Association
John  Bergeson, Chairman 
6438 W. Millbrook Rood 
Remus, MI 49340 
517/561-2393 FAX  517/ 561-5101 
Newsletter: 6 per year 
Dues: $25 per year U.S.,  $25 Canada, 
$30 Foreign 
Meyers Aircraft Owners Association-
William  E.  Goffney, Secretory 
26  Rt. 17K 
Newburgh, NY  12550 
914/565-8005 
Newsletter: 5-6 per year 
Dues:  Postage fUnd  donation 
Monocoupe Club
Bob Coolbough, Editor 
6154 River Forest  Drive 
Manassas,  VA 20112-3076 
VINTAGE  AIRPLANE  23 
703/590-2375
Newsletter: Approx. Monthly
Dues: $15 per year
American Navion Society
Jerry Feather, Editor
59A Houston Ln.
Lodi , CA 95241-1810
209/339-4213
Magazine: Bimonthly
Dues: $45 per year
Nav Air/Navion Skies
Raleigh Morrow
P. O. Box 2678
Lodi, CA 95241-2678
209/367-93908 a.m.-12 noon M-F
FAX 209/367-9390
Newsletter: Monthly
Navion Skies Dues: $39 per year
E-Mail : [email protected]
Buckeye Pietenpol Association
Grant Maclaren
6364 Franks Rd.
Byrnes Mill, MO 63051-1103
Phone: 314/569-2846, [email protected]
http://users.aol.com/ BPANews
Newsletter: Quarterly
An SASE will bring more information
International Pietenpol Association
Robert l. Taylor, Editor
P. O. Box 127
Blakesburg, IA 52536
515/ 938-2773
Newsletter: 3 - 16 pg. Newsletters
Dues: $15 for 3 issues
Short Wing Piper Club, Inc.
Eleanor and Bob Mill s,
Editors/Membership
220 Main
Halstead, KS 67056
316/835-3307 (H); 835-2235 (W)
Magazine: Bimonthly
Dues: $30 per year
E-mail: [email protected]
Piper Owner Society
P.O. Box 5000
lola, WI 54945
715/445-5000 or 800/331-0038
FAX: 715/445-4053
Magazine: Monthly
Dues: $42 year
E-Mail: [email protected]
(24 hours
Web Site: www.aircraftownergroup.com
Dues: $39 year
Cherokee Pilots Assoc.
P. O. Box 1996
Lutz, FL 33548
813/948-3616, 800/292-6003
Magazine: 11 issues per year
Dues: $32.00 (US)
$36.00 Canada and Mexico $44.00 Foreign
International Comanche Society·
Wiley Post Airport
Hangar #3
Bethany, OK 73008
Newsletter: Monthly
Dues: $35 per year
Cub Club
John Bergeson, Chairman
6438 W. Millbrook Rd.
Remus, MI49340
517/561-2393 FAX 517/561-5101
Newsletter: 6 per year
24 JANUARY 1999
Dues: $25 per year U.S., $25 Canada,
$30 Foreign
L-4 Grasshopper Wing
Bill Coll ins, Editor/Publisher
RR 2, Box 619
Gould, AR 71643-9714
870/263-4668
Newsletter: 6 per year
Dues: $10 per year U.S., $15
Canada, $20 Foreign-All US funds
Super Cub Pilots Association·
Jim Richmond, Founder/Director
P. O. Box 9823
Yakima, WA 98909
www.cubcrafters.com
E-Mail: [email protected]
509/248-9491
Dues: $25 per year U.S., $35 Canada,
$40 Foreign
Porterfield Airplane Club
Chuck Lebrecht
91 Hickory loop
Ocala, FL 34472
352/ 687-4859
Newsletter: Quarterly
Dues: $5 per year
Rearwin Club
Robert l. Taylor, Editor
P. O. Box 127
Blakesburg, IA 52536
515/ 938-2773
Newsletter: 3 - 16 pg. Newsletters
Dues: $15 for 3 issues
National Ryan Club
Bill Hodges, Editor and Historian
19 Staneybrook Ln.
Searcy, AR 72143-6129
501/268-2620
Newsletter: Quarterly
Dues: $20 per year $25 overseas Airmail and
Canada
E-mail: [email protected]
The Stampe Collectar
Don Peterson, Editor
2940 Falcon Way
Midlothian, TX 76065
Newsletter: 4 per year
Dues: $40 per year, $45 U.S. Overseas
Stearman Restorers Association
Jack Davis, President
1209 San Morino Ave.
San Marino, CA 91108
Newsletter: 3 per year
Dues: $25 per year
National Stinson Club
c/o Jonesy Paul and George Alleman
14418 Skinner Rood
Cypress, TX 77429-1627
281/373-0418 (JP)
530/622-4004 (GA)
Newsletter: 6 per year
Dues: $20/yr to USA, Mexico & Canada
$25/yr to other addresses
National Stinson Club (108 Section).
Bill and Debbie Snavley
115 Heinley Rood
Lake Placid, FL33852-8137
941/465-6101
Quarterly magazine: Stinson plane Tal k
Dues: $25 US, $30 Canada and Foreign
Southwest Stinson Club
leslie Purvis
811 EDennett Ave
Fresno, CA 93728-3318
559/237-7051
Newsletter: SWSC Newsletter (11 per year)
Dues: $25 per year
E-Mail: [email protected]
Web Site: www.aeromar.com/swsc.html
1·26 Association (Schweizer)
a Division of the Scoring
Society of America
c/o Tom Barkow, Sec. Treas.
1302 South Greenstone Ln.
Duncanville, TX 75137
214/ 296-3858
Newsletter: 8 per year
(plus a directory)
Dues: $15 to 25 per year
(Scoring Society of America membership
encouraged)
Swift Association, International
Charlie Nelson
P. O. Box 644
Athens, TN 37371
423/745-9547
Newsletter: Monthly
Dues: $30 per year
Swift Homepage:
http://www.napanet.net/-arbeau/ swift/
E-mail : [email protected].
West Coast Swift Wing.
c/o Denis Arbeau
2644 W. Pueblo Av.
Napa, CA 94558-4318
707/258-8120
Newsletter: Monthly
Dues: $1 0 per year
Email: [email protected]
Internet: http://www.napanet.net/-arbeau/ swift/
Taylorcraft Owner's Club
Bruce Bixler II, President
12809 Greenbawer, N.E.
Alliance, OH 44601
330/823-9748
Newsletter: Quarterly
Dues: $1 2 per year
Virginia/Carolinas
Taylorcraft Owner's Club
Jack Pettigrew, President
8325 Audley Lane
Richmond, VA 23227-1729
804/266-6323
Newsletter: Quarterly
Dues: $1 0 per year
Travel Air Restorers Association
Jerry Impellezzeri, President
4925 Wilma Way
San Jose, CA 95124
408/356-3407
Quarterly Newsletter
$15/Year
Travel Air Club
Robert l. Taylor, Editor
P. O. Box 127
Blakesburg, IA 52536
515/938-2773
Newsletter: 3 - 16 pg. Newsletters
Dues: $15 for 3 issues
Travel Air Div. of
Staggerwing Museum
P. O. Box 550
Tullahoma, TN 37388
931/455-1974
Newsletter: 4-5 per year
Dues: $40 per year
America n Waco Club 
c/o Jerry Brown, Treasurer 
3546 Newhouse place 
Greenwood, IN 46143 
phil  Coulson,  President 
616/624-6490 
Newsletter:  Bi-monthly 
Dues:  $25 per year,  $30 Foreign 
Nationa l Waco  Club 
Andy Heins 
3744 Clearview Rd. 
Dayton, OH 45439 
937/866-6692 
Newsletter:  Bimonthly 
Dues:  $10 per year,  $15 foreign 
E-Mail:  [email protected] 
MULTIPLE AIRCRAFT 
ORGANIZATIONS 
Artic Newsletter 
David Neumeister 
5630 S.  Washington 
Lansing,  M148911-4999 
517/882-8433 
Quarterly Newsletters for AA1  , AA5, 
Arrow,  Boron,  310-320, 336-337, Molibu, 
Musketeer,  Norseman, Skipper, Tomahawk, Varga, 
Maule 
Dues:  $10 per year per type except Maule which  is 
$20 for  12 issues 
National  Biplane Association 
Charles W.  Harris,  Board Chairman 
P.  O.  Box 470350 
Tulsa,  OK 74147-0350 
918/622-8400 FAX  918/665-0039 
Dues: $25 Individual;  $40 Family,U.S.; 
add $10 for  Foreign 
North American Trainer Association 
(T-6, T-28,  NA64, NA50, P-51,  B-25) 
Kathy and Stoney Stonich 
25801  NE Hinness  Road 
Brush  Prairie, W  A 98606 
360/256-0066 FAX  360/896-5398 
Newsletter:  Quarterly, Texans  & Trojans 
Dues:  $45 U.S., Canada; $55 all  others 
E-mail:  natrainer©aol.com 
Replica  Fighters Association-
Jim  Felbinger,  President 
2409 Cosmic  Drive 
Joliet, IL  60435 
815/436-6948 
Newsletter:  Bimonthly 
Dues:  $20 per year 
World War I Aeroplanes,  Inc. 
Leonard  E.  Opdycke 
Director/Publisher 
15 Crescent Road 
Poughkeepsie,  NY  12601 
914/473-3679 
Journals (4  times annually):WW I Aero 
(1900-1919); Skyways (1920-1940) 
Dues:  Minimum  - $30 each  per year; 
$35  Foreign  for each  Journal 
ORGANIZATIONS 
Society of Air  Racing  Historians 
Herman  Schaub,  Sec./Treas. 
168 Marian  Ln. 
Berea, OH 44017 
216/234-2301 
Newsletter:  Bimonthly "Golden  Pylons" 
Dues:  $15 U.S., $18 Other 
American Aviation Historical  Society 
Timothy Williams,  President 
2333 Otis Street 
Sonta  Ana, CA 92704-3846 
714/549-4818 (Tuesday,  7:00-9:00 PM  local) 
Newsletter:  Quarterly and Journal 
Dues:  $49 U.S.  and Canada 
$64 Foreign  (US  Funds) 
Florida  Antique  Biplane Association,  Inc. 
10906 Denoeu  Road 
Boynton  Beach,  FL  33437 
561/732-3250 FAX  561/732-2532 
E-mail:  [email protected] 
Dues: $50 year 
Flying  Farmers, International 
Kathy Marsh, Office Manager 
2120 Airport Road 
P.  O. Box  9124 
Wichita,  KS  67277 
316/943-4234 FAX  316/943-4235 
Newsletter:  8 issues  per year 
Dues: $40 per year U.S.  Funds, 
plus  Chapter dues.  Average 
Annual  Dues  $50. 
Luscombe  Foundation 
P.  O.  Box 63581 
phoenix,  AI 85082 
602/917-0969 FAX 602/917-4719 
Newsletter:  Bimonthly "Luscombe Update" 
Subscription:  $25  per year 
E-Mail:  [email protected] 
Web Site:  luscombe.org 
International Liaison  Pilot and 
Aircraft Association  (ILPA) 
1651 8 Ledgestone 
Son Antonio, TX  78232 
Bill  Stratton,  Editor 
210/490-ILPA (4572) 
Newsletter:  "Liaison  Spoken  Here" 
Dues:  $29 per year US 
$35 JJ:er  year Foreign  and Canada 
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E-Mail:  [email protected] 
VINTAGE  AIRPLANE  25 
Orphan?  D.A.O.(*)?,  Survivor? 
Just  what is a  Helton Lark? 
• (Displaced Aeronautical Oddity)
Sometime prior to WW-II, the Cul-
ver Cadet came on the market. A
combination of molded plywood semi-
monocoque fuselage and stressed skin
plywood full cantilevered wings , it
was somewhat of a revolution in a
personal aircraft. A very small air-
plane, 27 foot span and less than 18
feet long, it seemed diminutive along-
side the Aeroncas and Taylorcrafts of
that day.
Tiny littl e 500x5 wheels were re-
EM AVIATION FOUNDATION COLLECTION
ing constructed of mostly non-critical
materials ... wood vs aluminum, etc ..
. . it evolved into a radio controlled
drone to give anti-aircraft gunners what
turned out to be a very elusive target.
Redesigned with fixed tricycle gear and
a slightly more powerful 90 hp Franklin
engine, it was a very successful radio
controlled target drone designated the
A-8. After several mods in the manned
and drone configurations, the final de-
sign was the PQ-8. The military ordered
200 of them.
Altogether, Culver built some 8,000
target drones in this and bigger and
better variations - PQ-8As, P A-14s
- and experimented with some very
sophisticated XPQ-9 and XPQ-l 0
models that never sold.
PQ-8s were offered war surplus
after the war, and licensable as the
Jamison J-l Jupiter out of DeLand,
Florida, and later as the Lark 90.
Not too many of them were ever
used. They were single place, and
for about the same money one could
get a Stearman, a PT-22 or even a
BT or AT -6. The design just sort of
faded away for a while.
Then in 1966 it was revived as
the Helton Lark 95. Now with
Type Certificate #748, eleven of
them came off the assembly line
before the new company folded.
The type certificate changed hands
several more times and eventually
the remaining inventory became
the property of the Antique Air-
plane Association.
Enter Paul Workman from
Zanesville, Ohio. The Workman
family is long time EAA. Volun-
teering at Oshkosh is a way of life
This Jamison J-l is the cousin of the Helton Lark, and very similar to the new airplane now flying at
the Funny Farm. This photo was taken many years ago, but it is still registered in the Houston, TX
area, although its sale was reported.
26 JANUARY 1999
PaSSitto 
BucI< 
by E. E. "Buck" Hilbert 
EM #21 Ale #5
P.O. Box 424, Union, IL 601 80
tractable, and it scooted right along at
nearly 120 mph while the rest of the
pack often had trouble making high
70s. Its aerobatic ability and its slow
speed handling, thanks to wing slots,
made it an immediate hit with the
sportsman pilot of that era. Just as it
was beginning to really "catch on,"
along comes WW-IJ and private avia-
tion came to a sudden war emergency
halt. Being a very small airplane, and
suffering lack of payload capability, it
sort of disappeared into the back of the
hangar while the other, bigger guys
were used for liaison and patrol duties.
Then it found a wartime niche. Be-
with them. Ben, the father, is the one
who upholsters most of the VWs,
trucks and airplanes at Pioneer Airport
and in the Museum, and puts the
fringes on top and the seat cushions in
the trams. Ben and son Paul are air-
plane lovers forever. Their business is
Zane Auto Top, but that's only part of
it. They do aircraft interiors too, and
their hobby is doing beautiful restora-
tion work on Antique and Classic
airplanes. Remember the Sedan?
Paul showed up at Brodhead's
Grass Roots Fly-In with this neat little
Lark 95. I knew he was working on it
but I had no clue that it was finished
and flying. No sense writing any great
explanation ... I fell in love.
Paul knows that look, and when he
teased me about maybe he'd sell it to
me, I took him seriously. I waited a
whole three weeks before I finally
went for it. Now I've got it and I find
it's one of the rarest of airplanes.
Researching the history of this air-
plane revealed its lineage from
certificated airplane to drone to cer-
tificated airplane. The chain of
manufacture and certificate owner
reads like history. The PQ-8 type cer-
tificate was issued in September of
1941. The PQs were built in Wichita
by Culver. Care to guess who the de-
sign chief was? Yep, AI Mooney!
When Culver folded, Jamison picked
up with the Jupiter. The project then
went to Superior Aircraft. They in
turn handed it to California Aero at
Tracy, CA. They developed the 95
and the Lark Aviation Corporation
then took over. Homer Helton ac-
quired the rights in 1965 and after the
prototype, ten more were built before
they called it quits. Finally, M. H.
"Pappy" Spinks, down Texas way,
took on the certificate and his estate
passed it to the present owner, the An-
tique Airplane Association at
Blakesburg, Iowa.
So this orphan of an airplane, al-
though the grandfather of the Mooney
series of airplanes, has gone on being
a vague shadow in aviation history.
Loved by some, flown by a few, and
largely unknown to many. I have de-
cided it's a keeper; I'm going to fly
and enjoy it. H'G. Found a picture of
one of the others- I don't have a pic-
ture to share with you yet, but the shot
from the EAA historical files will give
you a good idea what I've got here at
the Funny Farm.
ARAC
It's not been all fun and games here.
Yours truly has been working with
EAA's Government Affairs people,
Earl Lawrence, Charlie Schuck and
Rick Weiss, for almost four years on a
long term change to some of the main-
tenance regs. It's about time for an
update, so you EAAers and especially
the Antique and Classic guys know
what we're doing.
This all started as an attempt by
Paul Poberezny to get an Airman's
Repair Certificate for those A/C peo-
ple who had done a frame out
restoration of their Antique or Classic.
That was squelched as being impossi-
ble to accomplish.
Then Paul asked for extended an-
nual periods .. . maybe two years
instead of every year. The thought
was that with the limited flying time
most Antiques rack up during the year,
it was doing more harm than good
breaking them down for annual in-
spections evety year.
This, too, was negated in no uncer-
tain terms by FAA and industry.
Then along comes ARAC. FAA
was mandated by Congress to cut back
on paperwork and make economic ad-
justments in favor of the users. That
was four years ago.
There has been a lot of grinding,
and regrinding of the current regula-
tions to come up with a preliminary
draft we hope to send to FAA legal in
the very near future. Our area of con-
cern is Part 43, and FAR 91 as it
applies to Pilot/Owner Maintenance.
Our suggested changes are for easing
of Pilot/Owner Maintenance items,
expanding the appendix that deals
with what the pilot owner can do in
the line of preventive maintenance,
and ease the annual inspection
process.
We wanted the two year annual,
but in its stead, the compromise is an
alternate inspection program. After
the initial issuance of an Airworthi-
ness Certificate, every other or
alternate inspection could be accom-
plished by an A&P. The IA would still
catch the airplane in the "on" years .
This one is in its final draft and is now
in the hands of FAA.
For years one of my pet peeves has
been the AD notes. There seems to be
no rhyme or reason for some of them.
At times they seem to be "knee jerk"
reactions to a situation or part that the
Type Clubs and owners have known
about and quietly taken care of in-
house . All of a sudden an AD note
comes out and an entire fleet of air-
planes or engines is affected. Oft times
for no seemingly valid reason.
I griped about this incessantly, and
would you believe at Oshkosh (oops,
EAA AirVenture) last year, FAA's
Aircraft Certification people listened
and are doing something. Yes! From
the head shed at 800 Independence
Avenue in Washington comes a direc-
tive to initiate a sort of Oversight
Committee comprised of EAA,
AOPA, Industry and Type Club par-
ties, who will work with the Aircraft
Certification Branch to enhance the
system of ADs.
We've had two meetings to date,
and I believe this effort is going to
benefit everyone concerned. First off,
I had no idea as to what perpetrates
the issuance of an AD and how it
comes about. We were given copies of
the agency's handbook and shown
how the process works, how they can-
not allow political or industrial
pressures influence, and sway their
studies of the facts.
There is a lot more to the process
than is immediately in mind. There
are emergency ADs because some-
thing fatal happened that triggers a
fleet wide immediate inspection or ac-
tion, and the other end is a "wait 'til
annual" or until a life expectancy of
the item comes due.
These ADs are based on a lot of re-
search using "risk," as well as
"economic" factoring into the process.
When I say a lot of research, I mean
just that. Engineering people in the
loop agonize over the necessity or rea-
sons for action.
The best part is now they' ve come
to realize that the Type Clubs and the
owner, the people who are the actual
"users" will be brought into the
process.
We've won one! The cooperation
we' re seeing is giving me a sense of
accomplishment that feels great! It
will take a lot of work, but the process
will assure fair and equal assessment,
tempered with experience, before an
AD note is ever put into print.
Next time you meet Bob Warner or
Earl Lawrence, give them a pat on the
back for paving the way on this one.
Over to you, (( Buck ...
VINTAGE AIRPLANE 27
Type Club
NOTES 
- Continuedfrom page 5-
From  the  Cub  Club  Clues,
Nov.lDee. '98 The following was sent
to us by Warren Davis, EI Cajon, CA.:
Many of us who have been flying for
a number of years sometimes take our
airplanes for granted and assume that
they are like a living entity that will al-
ways be there for us , never to let us
down. In general this is true; however,
one in a while, especially if we happen
to be negligent, they can let us down,
and it may not be at the most conve-
nient time or place. I have been flying
my own plane for the last thirty years,
and in all that time I have only had
three unscheduled landings. Fortu-
nately none of these caused any
damage or injuri es. I have owned my
] 946 J-3 Cub since 1973 and until just
recently, have never had an unsched-
uled landing with it, which brings me
to the reason for writing.
Home base for my Cub is Gillespie
Field in EI Cajon, CA where she has a
comfortable hangar and plenty ofTLC.
Just south of Gillespie, and located
close to the Mexican border is Brown
Field, where the local chapter of the
EAA has a fly-in breakfast and lunch
every Saturday morning.
Since it's only IS miles away, it
makes a nice "cross county" for my low
and slow flying J-3, so I go there quite
often. On one such occasion a few
months ago, I flew down to Brown, had
lunch, visited with old friends, got back
in the old Cub, and began my return trip
to Gillespie. ] taxied out to the end of
the 8,000 ft. runway, completed my
checkout, and requested a north depar-
ture. I should add at this point that
Brown Field was used for flight training
during WW-IJ and consequently has a
long runway. Many of us depart from
the intersection, but this time, for some
reason, I went clear to the very end. As
it turned out, it was a good decision.
Word back from the tower gave me
clearance for my departure , and as I
taxied in position for take-off, every-
thing seemed to be quite normal as I
anticipated a fun and scenic flight back
to home base. The take-off was normal
as I began a slow climb to pattern alti-
28 JANUARY 1999
tude. I was over half way down the
runway at an altitude of 300 ft . when
the normal and gentle purr of my 65
hp Continental gave forth a loud
" BANG" and immediately began
sounding like an old two-cylinder
John Deere tractor in need of an over-
haul. Power dropped off immensely,
and it became very obvious that an
unscheduled landing was imminent.
r immediately pulled the throttle
back to idle in order to reduce vibra-
tion and started concentrating on
getting myself and the Cub back safely
on the ground. It appeared at first
glance that with a steep slip r might
have enough room left to get back on
the runway (being thankful that r had
used the whole length this time) . At
this point I had no idea what had hap-
pened to the engine; my best guess
was that it had swallowed a valve or
had broken a lifter.
It was obvious that at least one cylin-
der was out of action as I could barely
keep it running at idle. While entering
into a slip I contacted the tower and ad-
vised that I had an engine problem and
was going to try to get back on the run-
way. About halfway down, the tower
asked ifI would need assistance. With
my hands full and mind working at full
capacity, my answer was short and
sweet, simply, ''Not yet."
Fortunately, the Cub, being such a
slow flying airplane, will loose a lot of
altitude in a very short distance during a
steep slip, a feature I was thankful for at
the time. As it turned out, I had enough
runway left to get my wheels back on
the concrete and coast to a stop. The en-
gine was still running on its remaining
cylinders, enough to allow me to taxi off
the runway and over to a row of hangars.
Upon shutting down the engine and
making my way to the front of the plane
for an inspection, it became quite clear
as to what had happened to the engine.
The top spark plug from the front left
cylinder was lying on top of the cylin-
der, still attached to the plug wire. My
first thought was that the threads had
been stripped in the cylinder; however,
upon further inspection there appeared
to be no damage there at all. A closer
look at the plug also showed no damage
to the threads except for the very last
thread at the end of the plug. Obviously
the plug had become loose and had sim-
ply worked its way out of the cylinder
until only one thread was holding it in
place, and then let go. The plug wire is
the clip-on type which would allow the
plug to rotate out of the cylinder.
I was relieved that this was the extent
of my damage but also realized that it
would have been much worse if it had
happened anywhere else. With some
borrowed tools and some minor repair
work to the plug, I was back in the air
and on my way to the home airport.
After asking myself what caused this
problem and how I could prevent it
from happening in the future, I came up
with several thoughts and suggestions
for myself and others. First of all, I had
flown about five hours since the last
time I had inspected the plugs. I hate to
admit it, but I must have failed to prop-
erly ti ghten that plug when it was
reinstalled. It sound logical that it might
take several hours of flying for the plug
to have sufficient time to work itself out
to the last thread. So why then didn' t I
see it during preflight inspections? Well,
it' s because the plugs are recessed so far
down in the cylinder that it wouldn't be
detected by a visual inspection.
Al so, it dawned on me that the spark
plugs are not lock wired in place as are
all the other critical components. The
solution to this problem is obvious -
simply reach in and check each plug
during the preflight inspection to make
sure they are all tight. rn all the years
I've been flying, it never really oc-
curred to me to periodically reach in
and check the plugs for tightness, and
this is so easy to do on the J series Cubs.
I do this now at every preflight inspec-
tion, which might be overkill, but I can
rest assured that thi s problem will not
happen to me again. I would recom-
mend that all of you do at least an
occasional plug check just to be safe,
and especially after the plugs have been
removed and reinstalled.
The old rule of "an ounce of preven-
tion is worth a pound of cure" sure
applies here. It was a good experience
for me because I need an occasional re-
minder that something missed on ground
inspections can be a very serious prob-
lem in the air. ....
Fly-In Calendar
The following list ofcoming events is fur-
nished to our readers as a matter of
information only and does not constitute ap-
proval, sponsorship, involvement, control or
direction ofany event (fly-in, seminars, fly
market, etc.) list ed. Please send the
information to EAA, All: Golda Cox, P.O.
Box 3086, Oshkosh, WI 54903-3086. Infor-
mation should be received four months
prior to the event date.
FEBRUARY 6 - WAUSAU, WI - Fifth annual
skiplanelwheelplane chili lunch. 10 a.m.-2
p.m. Young Eagle rides, Everyone welcome.
Info: Syd Cohen, 7J 5/842-7814.
FEBRUARY 13-14 - MINNEAPOLIS, MN-
Minnesota Sport Aviation Conference., Min-
neapolis Convention Center. Info: Wayne
Petersen, 1-800/ 657-3922 or web site at
www.jlightexpo.com
FEBRUARY 25-27 - B UTTE, MT - Montana
Aviation Conference. Ramada Copper King
Inn. Workshops, seminars, nationally recog-
nized speakers, trade show. Info: MT
Aeronautics Div., Box 5178, Helna, MT
50694, 406/444-2506.
MAY 7-9 - PINEHURST/SOUTHERN PINES,
NC - Moore County Airport (SOP). EAA
Chapter 3 Spring Fly-In. Trophies, EAAfel-
lowship, Friday golf tournament, Sat.
banquet/guest speaker, Sunday poker run,
Y.E.j1ights, vintage aviation films, HQ: Holi-
day Inn, Southern Pines, 910/692-3212. Info:
910/ 947-6896, -1853 (Fax) or the web:
www.southern-aviator.com/ac3/
JUNE 26-27 - WALWORTH, WI - Bigfoot
Field (WI05). Pancake breakfast/ brunch.
Aerobatic demo at 10 a.m., Stearman rides
and displays ofvintage aircraft, warbirds
and experimentals. 7 a.m.-1 p.m. Info: John
Anderson, 414/248-8748.
JULY 5-8 - DENVER, CO - Centennial Airport.
Short Wing Piper Club annual convention.
This year's theme: "Rocky Mountain Ren-
dezvous. " Info: Kent a 'Kelly, 303/ 979-3012,
([email protected]) or visit the SWPC
web site at http:www.shortwing.com
J ULY 7-11 - ARLINGTON, WA - n. w. EAA
Fly-In and Sport Aviation Convention. 30th
anniversary event. Forums, seminars, work-
shops, evening programs, special night
airshow Sat. evening. Info: 360/435-5857, or
on the web at: http:// www.nweaa.org
• Backlight stays on until you turn it
PAYS FOR ITSELF AS YOU USE IT
• Pick up ATIS and get clearance
before the Hobbs starts running!
NEW! BUILT-IN SIDE TONE
• Includes headset interface &PTT jack
LOUD, CRISP AUDIO
• A22 audio cuts through high cabin noise
SIMPLE TO OPERATE
• ICOM's single knob tuning - instant
frequency selection even in turbulent conditions
• 50 user-programmable memory channels
• Instant access to 121 .5 MHz
RUGGED ERGONOMIC DESIGN
• One-piece die-cast aluminum chassis
with asuper-tough polycarbonate casing
ALL AT AVERY REASONABLE PRICE!
• Hi-Cd baHery, charger, headset
and case included
VINTAGE AIRPLANE 29
Robert Fox ....................... ... .... ..... ....... ... .. 
............ ............... Sydney NSW,  Australia 
Clinton Yourth ....... ... ...... ... ..... ... ...... .... ... . 
............................ Pickering, ON, Canada 
Shawn E.  Switenky .. .... .. .... ............ ........ .. 
............................ Saskatoon,  SK, Canada 
George W. Chapman .. .... .....Wasilla, AK 
Daniel  Wiesneth .. .. .......... .  Fairbanks, AK 
Porter Vardaman .. ...... ..........Hoover, AL 
Ebsco ................ .. ........ .. Birmingham, AL 
James  M.  Evans ........... Casa Grande, AZ 
John R. Pew .............. ...... ... Coolidge, AZ 
Don  Smatlak .............. .... .......Tucson, AZ 
Charlie A. Trask .............. ....Phoenix, AZ 
Scott Brake ........................ Glendale, CA 
Christian 1.  Christiansen .... .... ...... .... ...... .. 
................................... San Francisco, CA 
Michael Damron .... .......... Camarillo, CA 
John N. Drexler ........ ........ ..Fairfield, CA 
John Gibson .... .. .. .. .... .. .... .... Milpitas, CA 
William O. Gilbert .... .... ...La Quinta, CA 
Joe T.  Hart...... .. ................ .. Carisbad, CA 
Thomas Holmes ............. Santa Clara, CA 
Herb  Lingl .............. .. .San Francisco, CA 
John Luke .. ..... .. ... .. .... .. .... ..... .. .... ...... ... ... . 
.............. ...... ........ Twentynine Palms, CA 
Max  Rink .... .. .. .... .. .... .San Fransisco, CA 
William R.  Spidell  .. ...........Modesto,  CA 
Craig E.  Johnston.. ................Aurora, CO 
Dennis  Andersen ......Boynton Beach, FL 
John  S.  Drago .. .Green Cove Springs, FL 
Rick Ortman .................... Clearwater, FL 
Glenn  Smith ............ .... ...GulfBreeze, FL 
Jacques Woodin .......... .. .......... .Inglis, FL 
Jon S. Ayres .................... Bethlehem, GA 
Earl Evans ...................... .. GRlFFIN, GA 
Owen H.  Libby............ ...... .. .. Martin, GA 
John A.  Horn .... ...... ......... Cedar Falls,  IA 
Jaime Munoz ...... .. .... .. .. ...... ... Kirklan,  IN 
James P.  Oney .. .. .... .. ........Hammond, IN 
Chuck H.  Nuffer ........ Overland Park, KS 
James  H.  Price................ .. ....Abilene, KS 
Robert McAfee ............New Orleans, LA 
Ronald L. Donley .......... .... ..Marion, MA 
Donald R. James .......... .. Barnstable, MA 
William A. Riddell .......... California, MD 
Thomas  R.  Bockelmann ................ .... .... .. 
................................ .. .... Battle Creek, MI 
William G.  Grant ..................Almont, MI 
Robert S.  Ross ....................... Pigeon, MI 
Ed  Tambling.... ........ .... Swartz Creek,  MI 
Rodger Richard .................... St Paul, MN 
Les R.  Dyck .......... ...... ..Farmington, MO 
Glenn Huffman, Jr.....Pass  Caristian, MS 
Eugene  Graf.. .. .................. Bozeman, MT 
Bruce W. Spicer .................. Billings, MT 
Jackson Crouse .. ..........Glen Gardner, NJ 
Peter Denyse .... .. ............ ... Bayshore, NY 
Nick 1.  Fratangelo .................. Clyde, NY 
Mike Current.. ........ ...... .....Loveland, OH 
Rick Fansler ....................... Sylvania, OH 
Ray  H. Kinnison ...... ...Newton Falls, OH 
Albert C.  Nottage....Fairport Harbor, OH 
Marty Lockman .... .......... ....Newalla, OK 
W.  Kevin Bishop ...... ...... ....Medford, OR 
Shawn M.  Brockway ...... ....Portland,  OR 
Bruce W. Eveler .................. Windsor,  PA 
Donald D.  Moffett .......... .. Christiana, PA 
Lamar Day .... ........ ........ .. .. Holly Hill, SC 
Mark A. May ...... ...... Chapmansboro, TN 
E.K.  Fraser ...................... .... .... Waco,  TX 
Jerry L. Jackson.... ........ San Antonio, TX 
Joe Tamborello .......... .... .. ... Houston,  TX 
Leon York........ .... .... .. .. .. San Angelo, TX 
Richard 1.  Rackow .......... ...Manson, W  A 
William G. Sayre .... ......Gig Harbor,  WA 
Jean Beno .................. ...... ..... De Pere, WI 
Stephen Brown ...... ............. Oshkosh, WI 
Thomas John Janssen ...... .. .  Appleton, WI 
Charles A. Kunde ................. Colgate, WI 
Mark Shanahan .................. .. Hudson, WI 
John A. Werner, Jr.................. Cable, WI 
Sergio Machad ..................... ....... ........... .  . 
.... .... .................. ...... .  Porto Alegre, Brazil 
Roberto  Sayegh.......... Atibaia,  SP,  Brazil 
Lotar L. Scheidt .......... .  San Paulo, Brazil 
Robert MacNutt ........ .  Delta,  BC,  Canada 
David Gullacher ...Dundalk, ON,  Canada 
Nick Smith.. ...... .  Thorndale, ON,  Canada 
Bo  Vincent Petersen ...... ........ ............ .... .. 
... ...... .... ......... ..... ..... ... Kolding, Denmark 
Brian Jackson ..... .... ......... ..... .................. .. 
.............. .... .Thame Oxford, Great Britain 
Gregory S. Scott .... .... ........ ............ ...... .. .. 
...................... Brugess Hill,  Great Britain 
Sarel  Van Zyl.. ........................................ . 
........ .  Secunda, Republic of South Africa 
Dan Treakle ........ .............. Fairbanks, AK 
Benjamin Jeffrey .............. Huntsville, AL 
Gregory K.  Brown ....Golden Valley, AZ 
JoAnn Clark.. ...... ...... ... Morrow Bay, CA 
John 1.  Conway ........ ....... San Mateo,  CA 
Herbert M. Gaarder.. .... .... ...Truckee, CA 
William R.  Hartill  .. .......... .  Palmdale, CA 
Carlton Jordan .. .. .... .... .. ........ .. Tustin, CA 
Todd Lynch ............... Garden Grove, CA 
Donald Morgan .................... Corona, CA 
Gerald V. Rothgeb  .......Morgan Hill,  CA 
Daryl  Stevenson ............. Bakersfield, CA 
Scott  Sykes ............ .... ..... Atascadero, CA 
Mark Nichols.... .... ......New Fairfield, CT 
Joseph Rheubeck .. ........ .....Coventry, CT 
Hugh B.  Horning .. ......... Wilmington,  DE 
Mickey 1.  Dean........ .... ....Orange Park, F 
George Richard Downs, Jr.......... .... ........ . 
.. .......... ........ .. ...... ....... ..... ... .. Sarasota, FL 
George C.  Hitt ...... .... ...... .  Statesboro, GA 
David Price .. ........ .... ............ .  Atlanta,  GA 
Tom R.  Shafer .......... .......... Hiawatha, IA 
William B.  Faan .................. Rockford,  IL 
Jerry Yeiser .................... Owensboro,  KY 
Michael  Branch .....Denham Springs, LA 
Owen Bresler ...... ...... .......... Metairie, LA 
Rebecca M.  Larson.... .....New Iberia, LA 
Bob Donaldson ........ ....Lisbon Falls, ME 
Norman Edward Davis ................ ...... .... .. 
............ .. ............ .... ........ Battle Creek, MI 
Gerald R.  Horn .... .... ...... .....Ypsilanti, MI 
Robert 1.  Martin, Jr .............. Oakland,  MI 
James  R. Bryce.. .... .... .... Prior Lake,  MN 
Nathan Oconnor.. ........... Long Lake,  MN 
Daniel  Sullivan ............... Burnsville, MN 
James  D. Cox.... ...... .... .....Maryville, MO 
Graham Bennett ....... Winston Salem, NC 
David Leslie .............. .... .. ......Omaha, NE 
Gary E.  Cole .. .. ............ .... ...Conway, NH 
William Anderes ...... ........... Wyckoff, NJ 
Todd Cooper .... ........ .. Liberty Corner, NJ 
Robert Hadow................ .... .. Denville, NJ 
Norman E. Stuessy .... ....Moorestown, NJ 
Gary L. Vanderbrook .......... Newark, NY 
Robert M. Valcanoff.. ...... ...... Akron, OH 
Alan D.  Blankenship ............. Yukon, OK 
Daniel  F.  Goran............... Claremore, OK 
Tom Hammer .................... Corvallis, OR 
Reade  Genzlinger ...... .. .. Bryn Athyn, PA 
Alex 1.  Neal.. .............. West Reading, PA 
Claude L. Milton  ................. Abilene, TX 
D.  B.  Pattillo, Jr..... .....Wichita Falls, TX 
Patrick A. Reetz .. .... ..........Ft.  Worth, TX 
David W.  Smith ........ .. ...... ... Abilene, TX 
John Vincze .................. Georgetown, TX 
John Webb ......................... Amarillo, TX 
Thomas  Olson ...... .... Fairfax Station, VA 
Gary  B.  Parks .. .................... Stafford, VA 
David M. Johnson ...... .  Clallam Bay, WA 
Ronald A. Parker ............ Belleview, W  A 
Bruce Toscano .............. ....... Bothell, W  A 
Donald R. Warmbo ................Allyn,  W  A 
Louie  O.  Scepanski ......... West Bend, WI 
Brad Williams .......... ....... Burlington, WI 
James 1.  Evans ................ ..... Lander, WY 
30 JANUARY 1999
VINTAGE TRADER 
Something to  buy, 
sell or trade? 

88TM
An inexpensive ad in  the  Vintage  Trader  may 
bejust the  answer to  obtaining that elusive 
part. . 50¢ per word,  $8.00 minimum  charge. 
Send your  ad and payment  to:  Vi ntage 
Trader,  EAA Aviation Center,  P.O.  Box 3086, 
Oshkosh, WI 54903-3086, or fax your ad and 
your credit card number to  920/ 426-4828. 
Ads must be received by the 20th ofthe month 
for insertion in  the issue the second month 
following  (e.g. ,  October 20th for the Decem-
ber issue.) 
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main bearings, camshaft bearings, master rods,
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SPOKANE, WA 99202.
FREE CATALOG: Aviation books and videos.
How to, building and restoration tips, historic, fly-
ing and entertainment titles. Call for a free cata-
log. EM, 1-800-843-3612.
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issuesi$9.00), Beaver/Otter (3/$5.00), Norseman
(16/$21 .00). $16.50/ 4 issues. Free sample:
write, call, fax. ALL credit cards accepted.
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Washington , Lansing, MI 48911-4999 .
800/ 594-4634, 517/ 882-8433. Fax: 800/ 596-
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Call (970)224-4404.
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ings/ photos. A unique guide: $30.00 postpaid.
JOHN ROSY, 3703Y Nassau, San Diego,
California 92115.
 
Enjoy the many benefits ofBAA and the 
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Membership dues to EAA and its divisions are not tax deductible as charitable contributions.
VINTAGE AIRPLANE 31
- Continued from page 11-
craft that was chosen to equip the
post-war RAF was the Sopwith Snipe. "
Pete Bowers,  Seattle,  W A  wrote  in 
on this mystery as well: 
" ... The armor was not simply
bolted on to the airframe - armor
plate comprised a significant part of
the fuselage structure from behind the
cockpit to the firewall. The engine was
a 200 hp Bentley B.R. 2 rotary. Arma-
ment was the standard fighter
arrangement of two synchronized
Vickers .303 caliber machine guns.
"After testing of the prototypes
starting in April 1918, 900 Salaman-
ders were ordered, 500 from Sopwith
(F650117000) and 600 from three
other manufacturers (J5892/6491) .
The armistice canceled most of these,
with fewer than 200 delivered by Sop-
with and only afew, starting at J5892,
being delivered by Glendower Air-
craft Co. . None of the other
contractors delivered any Salaman-
ders. Some remained in RAF service
as late as 1922.
To justify its appearance in this
American magazine, one production
Salamander, F6533, was sent to the
u.s. for testing at McCook Field, Day-
ton, OH. There it picked up Flight Test
Division No. P-75 and Army Air Ser-
vice serial No. 94702. Nothing came of
the testing, but the Salamander was
not surveyed until October 20, 1926
which very likely made it the last ro-
tary-engined airplane in the Army
Inventory. "
Other correct answers were  received 
from: 
Rocky Farano, Gilroy, CA (who
wondered ifanyone else had a collec-
tion of "Sky Birds" trading cards - he
still has his. The Salamander was
card #52  out ofa possible set of 144
cards.); Larry Knechtel, Seattle, WA;
Owen Bruce, Richardson, TX; John
Oliveira, Honeoye, NY; Bill Vogel-
sang, Madison, WI; Ralph K. Roberts,
Saginaw, Mf; Bruce Doberstein, Rus-
sellville, AR; Ralph Riedesel, Paton,
fA; Bill Rogers, Jacksonville, FL; Bill
Cullere, Stuart, FL; Bill Woodall,
Akron, OH; Merl Aschenbach, Bay
tftC!IIUJ!QI!
PROCEDURE 
with lots of photos and illustrations 
to make  it all easy to understand. 
On top of that, any help you need 
just a toU-free phone call away. 
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32  JANUARY  1999 
City, Mf; James Kolander, San Jose,
CA; Kaz Grevera, Sunnyvale, CA;
Chuck Spurgeon, London, Ontario,
Canada; Ralph Nortell, Spokane, WA;
Wayne Van Valkenburgh, Jasper, GA;
Frank Abar, Livonia, Mf; David
Cooper-Maguire, Haslemere, Surrey,
England; Bob Nelson, Bismarck, ND;
Ray Hindle, Lytham St. Anne's, Lan-
cashire, United Kingdom and D.
Harris, Cherry Hill, NJ. ... 
Send your Mystery Plane 
correspondence to: 
Vintage Mystery Plane,  EAA, 
P.O.  Box 3086 
Oshkosh, WI  54903-3086. 
If you'd prefer to send  your 
response via  email,  send  it to: 
[email protected]  Be certain to 
include both your name and 
address  in the body of the copy, 
and  put  " (Month) Mystery 
Plane"  in the subject line. 
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