vintage airplane - jan 2001

8/20/2019 Vintage Airplane - Jan 2001

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2/36

STRAIGHT AND

LEVEUButch]oyce

2 VAA NEWS

4 THE FOKKER

C. Pete Bowers

8

FLIGHT TO COLUMBINE Pat

Quinn

1

VAA

HALL

OF FAME INTRODUCES JACK

COX

12 TWIN TAIL TROPHY WINNERI

BuddDav

iss

on

18

TYPE CLUB NOTESI HG. Frau tschy

22

WHAT OUR MEMEBERS ARE RESTORINGI

H

G Frau tschy

4

MYSTERY

PLANE

HG

.

Frautschy

6

PASS IT TO BUCK Buck Hilbert

27

WELCOME NEW MEMBERS

29 CALENDAR/CLASSIFIEDS

www vintageaircraft org

THE

OVERS

Front

Cover Mike

Greenblatt's family enjoys flying

their

aeronautical

equivalent

of a

Chevy Suburban, their restored Beech

0-18. It was

awarded

the Reserve

Grand Champion

Cassic trophy during EM AirVenture 2000. EM photo by Mark Schaible, shot with a

Canon EOS1n equipped

with

an 80-200mm

lens

on 100 ASA Fuji

slide

film. EM Cessna


3/36

Another year has

come and gone

with

re

markable speed for me.

From an operational

standpoint, this past

year has produced

some

terrific

changes

in

your

Vintage

Airplane Association. During

the

year 2000 we welcomed

H.G.

to

his new status

as the

Vintage Aircraft Association's

Executive Director. H.G. has been the Editor of

your

Vin

tage Airplane

magazine since 1990

and has, by default,

been doing a lot of

the

legwork for

the

VAA on his own

time.

Much

of that work,

(and

more ) now comes

under

his duties as Executive Director. As part of the executive

staff at EAA Headquarters he

now

attends manager's com

mittee

meetings

that

relate

to your

V

AA

and

adds

our

voice to matters that concern all of us. t also pleases us to

announce

that during the past

month Theresa

Books

came on board as part-time assistant

to

the V

AA

Executive

Director

and to

help on

the

administrative side of

our

op

eration. This

move will enable your Association

to

be

much better informed

and up to

speed with

those things

that

affect your aviation interests.

We

welcome your

input

regarding

the types of

pro

grams and benefits

you

think the

VAA should offer

the

membership-feel

free

to

drop us a line

at

[email protected]

or at EAA, Vintage Aircraft

Association,

PO Box 3086,

Oshkosh, WI 54903-3086.

We also elected to expand the Contemporary category

to include

those aircraft that were manufactured up

through

December

31,1965.

These

aircraft

were also

judged for

the

first time this past year during EAA AirVen

ture

in Oshkosh.

The

V

AA is

now

offering

a

number of

benefits

to

the membership; in addition

to

Vintage Air

plane magazine, we give you access

one

of

the

best

group

aircraft insurance programs in

existence,

an

active

and

T

AIGHT & LE

EL

by

ESPIE BUTCH JOYCE

PRESIDENT,

VINTAGE

AIRCRAFT ASSOCIATION

The Vintage Aircraft Association has always operated

at

the near break-even point. t is

very costly

to change a

dues structure

on

an

annual

basis because of the changes

that

have to be made to promotional materials, renewal

notices,

and other printed

matter. Therefore we generally

structure the

dues charges so

they

will even

out

over a six

year period. Six years ago we

had

a

dues

increase

of

$9,

from $18.00 to

$27.00.

As

we

put

ourselves

on the

posi

tive side of the ledger, we were able

to

put

funds

in

our

treasury

to

pay for

improvements

in the

magazine,

changes

to

our

AirVenture

facilities, and

add

programs

such

as our

safety forums

during

AirVenture.

By

carefully

watching

our

spending we've been able

to

stave off a dues

increase,

even

as postage,

printing,

and

inflation

in gen

eral

has nibbled

away

at our narrow

margin.

For several

years we have broken even,

but to

avoid

putting

ourselves

in a difficult position financially, it is

now

time for us to

once again increase the dues.

After a productive discussion at our

fall Board meeting,

our Board of Directors, upon the recommendation of

the

Treasurer, has voted

to

approve

an

increase in

the annual

VAA dues to 36.00 per year. Once again, that's an in

crease of $9 per year.

We have

appointed

one of the V

AA

Board advisors

to

serve

out

the

unexpired term

of

our

late director, Dobbie

Lickteig. David

Bennett

lives on the West Coast and has

been

very

conscientious about attending meetings

in

Oshkosh at his own expense. Welcome to the Board, Dave

We have several nominations for individuals

who

wish

to

be

appointed

as advisors

to the

Board. The Board will vote

on these nominations during our Spring Board meeting on

March 30, 2001. At this meeting, we also will have

our

fi

nal recommendation from

the

Hall of Fame committee for

our inductees in

the

VAA Hall of Fame during

200l.

HG

informed

me

today

that the final ruling has

come

mailto:[email protected]:[email protected]:///reader/full/www.vintageaircraft.orgmailto:[email protected]:///reader/full/www.vintageaircraft.org


4/36

VAANEWS

compiled by H G Frautschy

MERIC N

CH MPION /AE

RO

NC

FIN L SP R D

Just

as

this issue was going to press,

the FAA

issued

the

final

version of

Airworthiness Directive AD 2000-25

02,

which will

become

effective

January

19,

2001. The new

AD

super

sedes AD 98-05-04.

For

the entire text,

as

published in

the

December

18,

2000, edition of the Federal Register,

please

go

to

EAA's

website at

www.eaa.org for a news story that in

cludes a link to

the

V

AA

website

and

a PDF

copy of the AD. Included in

that document is the FAA s discussion

of

the

various

comments

received in

response

to

the original AD . Here 's

the final version of the

AD

:

2000-25-02

American Champion

Aircraft

Company

(ACAC):

Amend

ment 39-12036; Docket No.

98-CE-121-AD; Supersedes

AD

98-05

04, Amendment 39-10365.

(a)

What

airplanes are affected by

this

AD? This AD

applies to

the fol

lowing airplane

models, all

serial

numbers,

certificated

in

any cate

gory,

that

are

equipped with

wood

wing spars:

(1)

Group 1 airplanes:

ACAC

Models

7

AC,

7ACA, S7 AC, 7BCM (L-16A),

7CCM (L-16B), S7CCM, 7DC, S7DC,

7EC, S7EC, 7FC, 7JC, 11AC,

SllAC,

l1BC, Sl1BC, l1CC and Sl1CC air

planes

that

have

not

been modified to

incorporate

an engine with greater

than

90 horsepower.

(2)

Group 2 airplanes: ACAC Models

7ECA, 7GC, 7GCA, 7GCAA, 7GCB ,

7GCBA, 7GCBC, 7HC,

7KC

7KCAB,

8GCBC,

and

8KCAB airplanes;

and

any of

the

airplane models referenced

in paragraph a) l)

of this AD that

have been modified to incorporate

an

engine

with

greater

than

90

horse

power.

(b) Who must comply

with

this

AD?

Anyone

who

wishes

to operate

any of

the

above airplanes must com

ply with this

AD.

(c) What

problem does this

AD

ad

dress?

The

actions

specified

by this

AD are

intended

to detect

and

repair

or replace damaged wood wing spars.

Continued

operation with such

ction Compliance

TIme

Procedu res

(1) I

nspection

Requirements:

Inspect (detoiled visual) the

err

tire length of the front

and

rear wood wing

spars

for

cracks, compression cracks, longitudinal cracks through

the boltholes or nail

holes,

or

loose

or missing rib

nails.

W e

will refer

to

these

conditions

as

damage

throughout

the rest

of

this section.

(2) Additional

Inspection Requirements

: If, after

January 19,

2001

(the

effective

day

of

this AD),

any airplane

is

in·

valved in

an accident/incident that involves

wing

damage (e.g.,

wing

surface deformations such

as abra

sions,

gouges, scratches, or dents, etc.), accomplish the

inspection required in

poragraph

(d) (1)

of

this AD.

(3) Replacement

Requirements:

If any

damage

is found dur-

ing any inspection

required

by

this

AD, repair or replace

the wood spor.

(4) Reporting Requirements: If any

damage

is

found during

any inspection required by

this

AD, submit aMalfunction

or Defect Report

M

or

D ,

FAA Form 8010-4, to

the

FAA.

Initially

inspect

at

the first annual

inspection

that

occurs

30

calendar days or more after

January

19, 2001 (the effec·

tive

date of

this AD), whichever occurs

later.

Prior

to further flight after each

aCCident/incident

that in-

volved wing

damage

.

Prior to further

flight

after the inspection where the damage

is

found.

Within

10days

after

the inspection where the

damage

was

found or within 10

days

after January 19,

2001 (the

ef·

fective

date of

this AD), whichever occurs

later.

Accomplish

in

accordance with

the

instructions

in

ACAC

Service

Letter No.

406,

Revision A doted May 6, 1998. This service

letin

specifies

as

on FAA·approved

inspection option using

a

higlHntenSily flexible light

(e.g

. Bend-Ai.ighr').Aegular

flash-

light must

not

be used

for

this portion

of

the inspection

.

Alternative

F

Milpproved

inspection

options are listed

in

this ser·

vice bulletin.

for

actions 1 2)

In

accordance

with Advisory Circular (AO 43.13-1 B, Accept·

able Methods,

Techniques, and Practices,

or other data that

is

FAAilPProved for

wing

spar

repair or replacement.

Mail the information

to:

FAA,

Chicago

Aircraft Certification

Office ACO), Attention: Docket No. 98{E-12J.AD, 2300

E. Devon

Avenue,

Des Plaines,

Illinois

60018; facsimile:

(j)

Include

the

airplane

model and serial

number,

the extent

(847) 294-7834 . You

may

also

file

electronically as

dis·

http:///reader/full/www.eaa.orghttp:///reader/full/www.eaa.org


5/36

cracks and damage could progress

to

an in-flight structural

failure of the

wing with consequent loss of control

of

the airplane.

d) What

actions

must be accom

plished on

all

Group

1

airplanes to

address this problem? For any Group 1

airplane as referenced in paragraph

a) l) of this AD,

the

following

must

be accomplished to address

the

prob

lem: see chart

on

page 2).

e) What actions must be

accom

plished

on all

Group

2 airplanes to

address this problem? For

any

Group 2

airplane

as referenced

in paragraph

a) 2) of this AD, the following

must

be accomplished to address the prob

lem: see chart below).

f) Can I comply

with

this AD

in

any other way?

1) You may

use

an alternative

method

of compliance or adjust

the

compliance time

if: i) Your

alterna

tive

method of compliance

provides

an

equivalent

level

of

safety; and U)

The Manager, Chicago Aircraft Certifi

cation Office approves

your

alternative.

Submit your request

through an FAA

Principal

Mainte

nance Inspector , who

may

add

comments

and

then

send

it to

the

Manager.

2) ACAC

Service Letter 406, Revi

sion

A,

and ACAC Service Letter 417,

Revision

C, both

dated May 6, 1998,

specify

additional

inspection and in

stallation alternatives over that in

cluded in

the

original

issue of

these

service letters.

All

inspection and in

stallation

alternatives presented in

these service letters are acceptable for

accomplishing

the

applicable actions

of this AD.

3) Alternative methods of compli

ance approved

in

accordance with AD

98-05-04,

which

is superseded by this

AD, are approved as alternative meth

ods of compliance with this AD.

Note: This AD applies

to each

air

plane identified in paragraph

a)

of

this

AD, regardless of

whether it

has

continued on page 2S

ction Compliance TIme rocedures

1)

Inspection Requirements

:

nspect detailed visuol)

the

n ~ r length of

the

front

and rear

wood wing

spars

for

cracks, compression cracks,

longitudinal

cracks

through

the boltholes

or

nail holes, or loose

or

missing

rib

noils.

We

will refer

to

these

conditions

as damage throughout

the

rest of

this section.

2)

Additional Inspection Requirements: If,

after January

19,2001 the

effective

date of this AD), any airplane

is

involved

in

an

accident/incident

that involves wing

damage e.g., wing surface

deformations

such as abra·

sions,

gouges, scratches, or dents, etc.), accomplish

the

inspection

required in

paragraph

(e)(l) of this

AD.

3)

Replacement Requirements:

If

ony damage

is

found

during any inspection

required by this

AD, repair

or

ra-

place

the

wood

spar.

4)

Reporting

Requirement:

If

any damage

is

found during

any inspection

requ

ired

by

this AD, submit

a

Malfunction

or Defect Report

M

or D), FAA

Form

8010·4, to the

FAA.

j)

Include the

airplane

model

and

serial number, the

extent

of the damage iocation

ond

type),

and

the number of

1)

n i ~ a l l y

inspect at the first annual inspernon that

occurs

30

colendar days or more after January

19, 2001

the effec

·

tive date of this AD), or

within the next

13 calendar

months after Jonuory

19, 2001

the

e f f e c ~ v e

date of this

AD),

whichever occurs later.

Repe@vely

inspect thereafter

at

intervals

not

to

exceed 500

hours

timein-service TIS)

or

12

colendar months, whichever occurs first.

2)

Prior

to

further

flight

after

each

accident/incident that

involved wing

damage.

3) Prior

to

further flight after the inspection where

the

damage is found.

4)

Within

10

days

after

the

inspection where

the

damage

was

found

or

within

10

days

after Jonuary 19, 2001

the effective date of this AD), whichever

occurs

later.

Accomplish in accordance with the

instructions in

American

Champion Aircraft Corporation ACAC) Service letter No.

406,

Revision

A,

dated May 6, 1998.

This service

bulletin

specifies an FAAilpproved inspection option using

a

higlrin

tensity flexible light

e.g

., Bend-A-light ). A

regular

Aashlight

must

not

be used

far

this

portion of the inspection.

Alternative FAAilpproved

inspection

options are listed

in

his

service

bulletin

for Actions 1 2)

In

accordance

with

AdviSOry Circular AO 43.13·1 B, Accept·

able Methods, Techniques,

and Practices, or

other data that

is

FAAilpproved

for

wing spar

repair or

replacement.

Mail

the

information

to:

FAA,

Chicago

Aircraft Certification

Office ACO), Attention

:

Docket No.

98{E·12l-AD,

2300

E

Devon

Avenue, Des Plaines, Illinois

60018;

facsim ile:

(847) 294·7834. You

may also

file

electronically

os dis

cussed in this AD.


6/36

T

he September

Mystery

Plane is a Dutch Fokker

F VII, specifically ln

47S9,

and

the first of

only

five

F VIIs built . Its first flight was

on April II, 1924.

The

design

was a

develop

ment

of

the

earlier

and

comm

ercially successful EIII single-en

gine transport

.

The

F VII was

designed to the requirements of

the Dutch airline

KLM

for a

fuselage

and

tail

with

a

ply

wood-covered wooden

canti

lever

wing. The

powerplant

for

H-NACC was

a

360-hp

British Rolls-Royce Eagle V-12

water-cooled

engine,

but the

equivalent

British Napier Lion

and

French

Gnome-rhone

Jupiter

were

offered

as

alter

natives.

H-NACC became famous for

completing the 1S,OOO-kilome

of water. The

plane

was dam

aged in the landing. The repairs

were easy, but

the

ruined en

gine was a problem; the backers


7/36

•'ft' .

t

.

,}

This view of the

third

F.VIIA, un 4901

emphasizes the new wingtip shape and

revised landing gear

of

the

F.VIIA. In

1928

many

of

the international registration let·

ters were changed; Holland

got PH

in place

of

H so H·NACT became PH-ACT. It was

destroyed during

the

initial bombing

of

Holland on May 10,1940.

The original

F VII

design had

plenty of room for growth. Although

only

five F.VIIs were built, the fol


8/36

This

view of H-NACC shows the original

F.VII

horn-balanced ailerons and the complex

landing gear st rut s. The ·letter H in the registration did not mean Holland; H

was

assigned t o Haiti Holland Hu ngary and Siam . For Hu ngary the first letter after the

da

sh was

M

or

Magyar Republic;

or

Holland

it was

N

or

Netherlands.

The

following

three letters were the individua l aircraft registration starting

with

the block AAA.

1,900 miles. Reliability of the air

~ ~ ~ ~ : r ~ ; ; u : ~ e t ~ : : t ~ e l : ~ t n r ~ l i : ~ l ~

part

of the airplane was the engine.

By

using three engines

in

an

F.VIIA

the

plane

could

keep

going if one

engine failed.

The F.VIIA was easily converted to

a tri-motor by removing

the

4S0-hp

Bristol Jupiter radial engine from the

FOKKER F VII

H-NACC SPECIFICATIONS:

POWERPLANT

ROLLS-ROYCE

EAGLE

IX

360HP

WINGSPAN

LENGTH

70 FEET, 1 INCH

44 FEET, 3 INCHES


9/36

Edsel Ford, Henry Ford's son bought the first

F.vIlAl3M for commander Byrd's 1926 Arctic

Expedition. It was repainted, but

it

remained a

Fokker billboard. Josephine Ford was Edsel Ford's

daughter. The BA-1 meant Byrd Arctic No.

1.

(No.2

was a Curtiss Oriole biplane.) The Josephine Ford is

now

on display in

the

Ford Museum in Dearborn,

Michigan .

ex

ported

to

the United

States. The real

breakthrough came with the F.VIIB/3M

which increased the wingspan to 71 feet 2

inches and increased the power. Fokker

built 74 F.VIIB/3Ms; 13 were built by

Plage Laskiewicz in Poland 13 in Eng-

land

by

Avro 18 in Czechoslovakia

by

Avia 27

in

Belgium by SABCA and three

in Italy by Romeo.

The first

F.VIIA

dn 4899, had a 420-hp Liberty


10/36

light to

C o l ~ : ' ; ~

y Pat Quinn

C

olumbine

is

a name made in

famous by a senseless act

that

stunned

our nation.

Before

Columbine was a high school, I be

lieve it was

partly

a small

airport

serving

the

Denver area to

the

northeast.

In the early 1960 s, I was a

young

pilot,

full

of

spit and

vinegar,

who

thought I had this pilot game pretty

much figured out.

On

a December

day my

oldest

brother , Jay,

ap-

proached me with

the

idea of

ferrying a friend s eighty-five horse

power Luscombe 8E from

our home

airport in San Fernando, California,

to Denver. Chuck,

the

owner, had

been transferred to

that

city

where

he worked as a pilot for a major air

line. I immediately

agreed,

never

giving

the

winter weather

the

slight

est consideration. I was a

Southern

California kid and

the

weather and

temperatures were more

or

less the

same everywhere. Right?

In

my

mind it all looked so easy.

With 32 gallons of gasoline and a 6-

gallon per

hour

burn, range was not

a

problem.

I devised a

chart

system

for

the

cramped confines of the

Lus-

combe s

cockpit. I taped strips of

WAC charts together and rolled

them

onto

cardboard paper towel

light to read the maps and to assist

in reading the poorly lit

instrument

panel. Ignorance is bliss,

they

say,

but

with

the trusty

Narco Super-

homer

coffee grinder nav-com,

what

was there to fear?

The

first

leg of the

flight was

quite

good

with a

long

and spectac

ular winter

sunrise to keep me

entertained as it turned from a

deep red

glowing on

dark gray

clouds

to

flame orange. t was a

good

omen, I thought.

My first fuel stop was planned to

be

at Kingman, Arizona. Arriving

there early in the

morning

I waited

for the

FBO

to open,

only

to

learn

that they were

out

of fuel. They sug

gested that I fly

to

Grand Canyon

Caverns, fifty miles to

the

northeast.

Grand Canyon

Caverns, also

know

as

Dinosaur

Caverns, east

of

Peach Springs, Arizona, was along

the main highway, Route 66. The

dirt runway ran close to and between

the houses

in

the settlement. After

landing, you taxied up to

the

high-

way gas station and fueled on one of

the islands

next to

the automobiles.

The only other time I ve seen that

is

along

the

Alcan Highway in

Canada

and Alaska.

Departing Grand Canyon Cav-

sti ll had my trusty Superhomer with

a reliable

VOR.

About

this

point in

the

flight, I

was a little bored, so I decided to do

some

housecleaning

in the cockpit.

f

you

remember that

flashlight

I

mentioned in

the beginning

for the

story, it wou ld almost prove

to

be

my downfall. I decided to

put

it

into

the map case at

the

right side

of

the

instrument

panel and just below the

compass. f that wasn t bad enough,

it was a metal one with a big

magnet

at the

on/off

switch. A few minutes

later,

my

nav signal started to fade as

I moved

further east

of the Peach

Springs

VOR.

For some reason I was

unable

to

pick up

the next

station.

Not to worry, I still had

my

strip

map. All I had to do was

fly my

com

pass

heading

over the snow-covered

desert mesas and

pick out

a land-

mark now and then.

t

seemed

that

every thing was go

ing along great. The landmarks that I

thought I was identifying

visually

proved to me that [ had a decent tail

wind. I remember going

over

a

mountain pass

and

easily identifying

the

road

through the

pass with a

transmitter

tower and

an

airstrip at

the

crest. I really was enjoying the

sight

of

snow-covered Indian lands.


11/36

ICING

BOOTS

area

that

radiates out from a spot on

the map. I looked all over Arizona

and New Mexico. No

dirty

marks. I

even looked into Colorado. Still no

dirty marks.

I asked

the

not-too

friendly lady

behind the

counter,

"What town is this?"

"Blanding," came a curt reply.

Again I

searched

the

chart for

Blanding in Arizona and New Mex-

ico. No luck. I did not want to appear

stupid to this lady

but I

had no

choice. I asked her "Just what state is

this anyway? Eyeing me up and

down

she

stated, Why Utah,

of

course. Too late now

to

appear

suave so I simply said, "I just missed

the

whole

state of New Mexico

which

brought a great

laugh to the

once dour lady. I joined in, laughing

at my own stupidity.

The lady,

as

it turned out, was the

wife of the

FBO

owner

and

was a lit-

they just could not understand

that

I

was in

Utah

when I shou ld

have

been

in New Mexico My ego would

not let me broadcast that I

had

been

lost

and

did not know it . I decided to

land at Cortez, Colorado,

and

phone

Flight Service to mask my embarrass-

ment. By the time

I did

that,

it was

getting pretty late in the day.

If

I had

any

chance

of making

it

across

the

Rockies I would have to hustle. Be-

cause

of my

northern route, I

had

to

climb the

Luscombe to

11,500

feet

to clear the mountains

in

the vicin-

ity of Alamosa, Co l

orado,

which it

did with ease. That little Luscombe

performed great

and

I really loved

to

fly it.

That

is a love affair that con

tinues to this day.

I was freezing co ld,

the

coldest

I

have ever been in my life, due to

the

leaky doors and window and an out-

side air

temperature

of

42

degrees

size beds so I

took

all

of the

blankets

from the unused bed, including the

sheets, mattress pad and spread,

and

put

them

on

my bed. t was

no

use. I

was still so cold that I could not

sleep.

I

finally decided

to

take

a

shower. The steam from that hot

shower thawed me out.

I

know it

sounds crazy but I think I now know

what

a

frozen steak must

feel like

when

being thawed out.

The next day I was up and at

'em bright

and

early. I

l ~ w

up

the

east

side

of the Rockies/a nd really

enjoyed

the

beautiful deep snow

covering the

entire

route

on

a

bright

and

sunny day.

t

was the

first time

that

I had seen snow like

that and

it

truly

looked like a win-

ter wonderland.

My brother had told me to deliver

the airplane to "Jeffco," which

is

Jef-

ferson County Airport

northwest

of


12/36

ck Cox was

born in

Seagrove,

North Carolina in January of

1934 the same year such air

aft as the DC-2, Ryan

ST,

D-145

Monocoupe and the Luscombe Phan

tom were introduced.

His first airplane ride was prenatal,

so he claims

to

have literally

been

hooked on aviation from the mo

ment

of birth. The first airplane ride

he recalls was in a Ford Trimotor at

Asheboro

NC,

in

the late 1930s.

Other

rides would follow regularly

over the years and would include a

lot of un logged stick time.

After graduating from college and

beginning

a teaching career, he im

mediately began blowing most of his

paychecks

on

flight instruction and

soloed in a J-3 Cub in May of 1956 at

Vintage Aircraft Association s Chap

ter 3, they became active participants

in its activities, with Jack becoming

the newsletter editor in June of 1966.

t

was through their efforts on the

newsletter

that

Jack and Golda came

to

the attention of Paul Poberezny,

and

soon

they

began being drawn

into EAA activities. They received an

EAA

award for

their

newsletter, An

tique Airways, in 1967 and Jack

received

an EAA

President s Award in

1968 for his promotion of vintage

aircraft. In 1968 he was made a mem

ber of

the EAA s antique airplane

judging committee at Rockford, and

the following year, 1969, he served

as chairman of

that

committee.

In

that capacity, he led the first effort to

formalize judging standards and set


13/36


14/36


15/36


16/36

A

Chev

y

Suburban?

Marriage?

Yes, those are

the

two compo

nents

most often

mentioned

when Mike Greenblatt

of Midland,

Georgia,

is

asked why he decided to

re-

store

the

1953 D18S Twin Beech

that

won him the

coveted Reserve

Grand

Champion

Classic award at EAA Air

Venture 2000.

"I had gotten

married

and soon

found I had a 3-month-old baby as well

as

a 5-year-old. The support equipment

they required, coupled with

my

wife's

baggage, just wouldn't fit in our Stag

gerwing very well." The Staggerwing

was his first antique restoration project

and won

Best

Closed Biplane in 1992.

A friend had a Twin Beech,

and

he

took us for a trip, and the first thing

my wife said was,

'This

is

just

like a

big Suburban ' and the search for our

own

Twin Beech started right there,

he says.

Mike, a

paper distributor

from

the

This beautiful overhead shot of the Beechcraft by EAA photographer Mark Schaible clearly

shows the outward cant of the Pratt & hitney

R 985

engines

Atlanta area, has been

around air

planes his ent ire life. "My dad owned a

number of airplanes,

like

Debonairs

and such, and I started flying when I

was 15

and

got

my

certificate

on

my

17th birthday."

His company

airplane

is

a Beech

Duke, but he got the antique bug in

1991. He

started

on the antique trail

by restoring

a

Staggerwing,

but

the

trail soon led to the Twin Beech.

"I did a

lot of

looking around

and

educating

myself because there are so

many

Twin Beeches

out there

. How

ever, I had a particular kind in mind."

As

a breed, the Twin Beech has prob

ably been worked harder

and

in more

ways

than

almost any

other

single air

plane type, except the DC-3. The

net

result

is that

the quality of available

airplanes

varies from

clapped-out,

20,000-hour freighters that have spent

their lives hauling whatever would fit

through the door off of rock-strewn re-

mote

strips to

pristine,

corporate-equipped airplanes that

haven't sat outside for a single

night

.

Mike was looking for one of

the

latter,

but

in a specific configuration.

"I was

looking

for a corporate air

plane,

but not one of the later, high

cabin machines. Granted,

the

high

cabin

makes

it a more practical air

plane,

but

it sort of ruins

the

'antiquey'

look.

At

least I think so," he says.

Mike Greenblatt


17/36

There are lots of the later

018s

that

have retained

th

eir corporate appoint

ment s, but th e

ear

li

er small

cabin

airplanes often hit on hard times once

technology

passed

th

em by.

Event

u

a lly, many had to

give up

their

business suits in favor

of

work clothes

to earn their keep. So, finding exactly

what he

was looking for

wasn

t easy .

In Mike's case, however, technology

came to his rescue.

I was looking

on the

In ternet,

one

Saturday

mornin

g,

just

as

this low

ca

bin airplane was

li sted. I

made

a

phone ca ll , set up an appointment to

look at it immediately,

and

bought it,

he remembers.

The airplane was

a

lm ost exactly

w

hat

he was looking for in terms of

airframe condi

ti

on, age, and configura

a ll of

whom

valued the airplane for its

originality

and

kept it in a hangar.

At

(Left)

fter

getting a quote from an

interior shop, Mike and

his

friends,

Steve Berends and Steve Huntley,

chose to do the work themselves.

(Below)The excellent interior work

extends

to

the cockpit,

with

the

instrument panel expertly rebuilt

and refinished by Butch Card at

Stetson Aviation in Kenedy,

Texas

.

e even had the panel s markings

silk-screened and then clear-coated.

(Inset) Butch spent hours restoring

the control wheel emblems, includ

ing carefully repainting the interior

of

the clear plastic pieces.


18/36

Family "Suburban" or executive transport? Take your pick; the

Beech D 8 can handle both

with

ease just ask the Greenblatts

ren and South West Aero in Owasso,

Oklahoma, to help it out. Dave is the

Twin Beech guru and has what

is

prob-

ably the most complete supply of parts

around, explains Mike.

When a

wraparound

windshield

is

put on a Twin Beech, the modification

removes

not

only

all

the

frames,

but

also most of the rails, which held the

original

glass. So,

Butch had

to find

the

right parts and manufacture what

he couldn't find to go back to the mul-

tifaceted windshield

the

airplane

had

when new. Th·

is

involved grafting

on

the required sheet metal and framing

from another,

less

fortunate , airplane .

Reinstalling

an

oval passenger door

turned

out

to be easier than

the

wind-

shield because

the

door

is

mounted

in

the middle

of a

sheet metal panel,

which

is

relatively

easy

to

replace.

Once an oval door and its surrounding

framework and partial bulkheads were

procured, it was a straightforward pro-

cedure

to

drm out

the

panels holding

the offending door and install the new

unit.

When the Airstair door was re-

moved

,

several ribs and minor

bulkheads were removed

as

well,

but

South West

Aero

had the necessary

parts, and Butch put them in place.

Butch did a huge

amount

of stuff

you don t think about when you visu-

alize restoring an airplane

that

actually

looks and flies fairly well, Mike says.

As

an example, the

pulleys

in the

control

system were practically worn

out. Even

though the

airplane

is

low

time

, by

Twin

Beech

standards,

the

pulleys were still

S

years old and had

seen 6,000

hours

of

flying .

They

all


19/36

nal condition. Most of the instruments

were reused, and the panel was painted

the original satin black.

['m

especially impressed

with

the

detail work Butch did in putting the

right markings back on the sub panels

and

the

overhead panels. He silk

screened the

placard on, then shot

matching satin clear coat over it for

protection, Mike says.

Butch really worked his magic on

the throttle

quadrants,

but the

Beech

emblem in

the

middle of each yoke is

where he really showed what kind of

detailed artistry he could do.

The emblem in the middle of the

rior shop do it in leather and Ultra

suede, but

we

decided to do it

ourselves.

Asked

why

he

decided to

tackle

a

job like

putting

the interior in a small

airliner,

and

he just grins

and

says, [

decided to do it myself when [ got the

price quotes back.

Since this was going to be

the

fam

ily

transportation,

Mike not

only

wanted the airplane to appear original,

but it also had to be comfortable. With

the cabin stripped to

the

bare

alu

minum,

he started the long road back

by applying

radiant insulation , a

foil-faced form of bubble wrap,

to

the

nut that had been painted white, so

we just made

one

in

walnut

and fin

ished it with clear. We

did

the

same

thing

with all the walnut trim

around

the windows.

Mike put in a lot of

long

evenings

with

his two friends, Steve Berends

and Steve Huntley, at

his

side. They

did all the work in Mike's own hangar.

Today he looks at the

interior

with a

lot of pride and says, lt's one of those

things you're

glad you

did, but

I'll

never do it again.

In .

the

best tradition of Oshkosh

champions , the airplane was only

finished the Tuesday before AirVen


20/36

2 1

Vintage ircraftAsso ication

TYPE CLU

LIST

This list of Ty

pe

Clubs should be

the most accurate compilation we've

ever published. For the past four

years, we have sent each Type Club a

po

stage paid postcard

confirming

their listing

If you have

changes

related

to

y

our

Type C

lub

list, drop a

note

in

th

e mail detailing with

your

listing

exactly as it will appear

in

th e maga

zine (use the format you see

on

these

pa ge s) . Send your not e to: An

tique/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 VAA s

Web site which you

can

find at:

http:// www.vintageaircraft.org

International Aeronca Association

Buzz

Wagner

Box 3,

401

1st

Street

, E

Clark,

SD 57225

Phone: 605·532·3862

Fa

x:

605·532-1305

20/yr

National Aeronca Association

Jim Thompson

806

Lockport

Rd

, P.o.

Box

2219

Terre

Haute, IN 47802-0219

812

-232-1491

25

/ yr US;

35

/ yr

Canada

; 45/ yr

Foreign

Flying Apache Association

John J

Lumley

World

Beechcraft Society

William J Robinson

500 S.E. Everett Mall Way , Ste. A7

E

vere

tt, WA 98208-8111

Phone: 425-267-9235

Fax:

425-355-6173

worldbeec

h

@aol.com

or

bill@Woridbeec

hcra ft.

com

www.worldbeechcraft.com

30/yr

Beechcraft Staggerwing Club

Jim Gorman

P.O. Box 2599

Mansfield, OH 44906

Phone: 419-529-3822

MNG19SL@aol com

25/yr

Bellanca Champion Club

Robert

Szego

P.O

. Box 100

Coxsackie,

NY 12051

-0100

Phone: 518-731 -6800

szegor@be l

lanca

-championc l

ub

.com

www

.bellanca-championclub.com

33/yr- 59/2yrs;foreign 41/1 yr - 68/2

Bird Airplane Club

Jeannie

H

ill

P.O.

Box

328

Harva

rd, IL 60033-0328

Phone

: 815-943-7205

postage

dona

tion

American Bonanza Society

Nancy

Johnson , Exec.

Dir

P.O.

Bo

x 12888

Wichi ta,

KS

67277

Phone: 316-945-1700

Fa

x:

316-945-1710

[email protected]

.

com

www.bonanza .org

45/yr

221 No laSalle St, Ste 3117

Chicago, IL 60601

www.users .aol .com/BPANews

Bucker Club

Chris Arvanites

16204

Ro

s

emarie

Lane

Lockport, IL

60441

Phone

:

815

-436 -

1011

May-Oct

Phone:

863

-

318

-

1231

Nov -Apr

22/yr US Canada ;

27 foreign

National Bucker Jungmeister Club

Mrs . F

rank

Price

Rt 1, Box

419

Moody, TX 76557

Phone : 254-853-9067

Cessna 120 140 West Coast Club

Don and linda

Brand

9087 Madrone Way

Redding

, CA 96002

Phone

: 530-221 -3732

20/ yr

International Cessna 120/ 140 ssocia

ti

on

Howdy McCann

2432

Pleasantville

Road

Fallston,

MD

21047

Phone: 410-877-7774

webmaster@cessna 120 -

140

.com

www .cessna120-140 .org

15/yr

Cessna

150 152

Club

Royson Parsons

PO. Box 1917

Ata scadero , CA 93423-191 7

Phone

: 805 -

461

-

1958

Fax : 805-461-1035

membership@cessna150

-

152c1ub

.

com

www.cessna150 -

152c1ub.

c

om

25

/ yr

The International

Ce

ssna 170 A

ssoc

iation

http:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.worldbeechcraft.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/www.bellanca-championclub.comhttp:///reader/full/[email protected]:///reader/full/[email protected]:///reader/full/[email protected]:///reader/full/www.bonanza.orghttp:///reader/full/www.bonanza.orghttp:///reader/full/www.bonanza.orghttp://www.users.aol.com/BPANewshttp://www.users.aol.com/BPANewshttp://www.users.aol.com/BPANewshttp://www.users.aol.com/BPANewshttp://www.users.aol.com/BPANewshttp://www.users.aol.com/BPANewshttp:///reader/full/120-140.comhttp:///reader/full/120-140.comhttp:///reader/full/120-140.comhttp:///reader/full/120-140.comhttp:///reader/full/120-140.comhttp:///reader/full/www.cessna120-140.orghttp:///reader/full/www.cessna120-140.orghttp:///reader/full/www.cessna120-140.orghttp:///reader/full/www.cessna120-140.orghttp:///reader/full/www.cessna120-140.orghttp:///reader/full/www.cessna120-140.orghttp:///reader/full/www.cessna120-140.orghttp:///reader/full/www.cessna120-140.orghttp:///reader/full/www.cessna120-140.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna150-152c1ub.comhttp:///reader/full/www.cessna150-152c1ub.comhttp:///reader/full/www.cessna150-152c1ub.comhttp:///reader/full/www.cessna150-152c1ub.comhttp:///reader/full/www.cessna150-152c1ub.comhttp:///reader/full/www.cessna150-152c1ub.comhttp:///reader/full/www.cessna150-152c1ub.comhttp:///reader/full/www.vintageaircraft.orgmailto:[email protected]:[email protected]:///reader/full/www.worldbeechcraft.commailto:[email protected]:[email protected]:///reader/full/www.bellanca-championclub.comhttp:///reader/full/[email protected]:///reader/full/www.bonanza.orghttp://www.users.aol.com/BPANewshttp:///reader/full/120-140.comhttp:///reader/full/www.cessna120-140.orgmailto:[email protected]:///reader/full/www.cessna150-152c1ub.com


21/36

25575 Bu tt

ernut

Ridge Rood

No rth

Olmsted

,

OH

44070

Phone: 440-777-4025

[email protected] or classic [email protected]

15 initial

,

then as

required

Cessna 195 International Club

Dwight

M. Ewing

P.O.

Box

737

Merced

,

CA

95344

Phone: 209 -722 -6283

Fax: 209 -722-5124

[email protected]

www .cessna

195

.

org

25

/ yr

Cessna Airmaster Club

9

So

.

135 Aero

Drive

Naperville

,

Il

60564

[email protected]

International Bird Dog

s

s

oc

l-19/0-1)

(Cessna)

c.l.

Stance

13540 N 151 EAvenue

Collinsville, OK

74021

-5622

www.l-19BowWow.

com

25

/

yr

Cessna Y-50/ Bamboo Bomber

Jim Anderson

P.O.

Bo

x 269 ,

Sunwood

Marine on St .

Croi

x, MN 55047

Phone: 612 -433-3024

Fax: 612 -433 -

5691

[email protected]

www

.

cessnat50

.

org

Contact club

Citabria Owners Group

Carl Petersen

636

lona

Lane

Ros

eville

MN 55113

champ@citabria .

com

www .citabria .com

Culver ircraft Association

Dan

Nicholson

723 Baker Dr

ive

Tomball

,

TX

77375

Phone

: 281-351-0114

dann

@

gie.com

Culver Club

Larry Low

60 Skywood Way

Phone/

Fa

x: 212-620-0398

[email protected]

15

Ercoupe Owners Club

Carolyn T

Carden

7263

Schooners t SW

, A-2

Ocean

Isle Beach ,

NC

28469-5644

Phone: 910-575 -2758

[email protected]

25/yr

Ercoupe Ow ners Club - Wisconsin Wing

Judi Matuscak

6262 Brever Road

Burlington

,

WI

53105-8915

Phone

: 262 -539-2495

jmatu

s

@W i

.

net

Fairchild Club

John W. Berendt

7645 Echo Point Rood

Cannon Falls, MN 55009

Phone: 507-263-2414

fchld@rconnect .com

www .fairchildclub .com

15/yr

Fairchild Fan Club

Robert l. Taylor

P.O.

Box 127

Blakesburg

,

IA

52536

Phone: 641-938-2773

Fa

x: 641 -938 -2084

aaaapmhq@

pcsia.net

15/yr

International Fleet Club

Sandy

Brown

P.O. Box 511

Marlborough ,

a

06447-

0511

Phone: 860 -267-6562

Fax : 860-267-4381

[email protected]

Contribution

s

Funk Aircraft Owners Association

Thad Shelnutt

2836 California

Avenue

Carmichael, CA 95808

Phone: 916-

971

-3452

[email protected]

12 /y r

Great Lakes Club

Brent

l.

Tayler

[email protected]

www.weebeastie.com/hatzcbl

20/yr

Han Club

Robert l.

Taylor

P.O.

Bo

x 127

Blakesburg

,

IA

52536

Phone:

641 -938-2773

Fax

: 641-938-2084

[email protected]

15/yr

Heath Parasol Club

William

Schlapman

6431 Paulson

Rood

Winneconne

, WI 54986

Phone

: 920-582-4454

Interstate Club

Robert

l. Taylor

P.O. Box 127

Blakesburg

, IA 52536

Phone: 641 -938 -2773

Fax:

641

-938 -2084

aaaapmhq@pc

s

a

.

net

L-4 Grasshopper Wing

Bill

Collins

R.R

2,

Box 619

Gould

, AR 71643-9714

Phone: 870-263-4668

10 US, 15

Canada

, 20 foreign

Continental Luscombe Association

Gordy

Connie

Birse

29604

179th Place

,

SE

Kent,

WA

98042-5732

Phone

: 253-631-8478

Fa

x:

253

-631-5114

wizard8E@msn

.

com

www .

luscombe-cla

.

org

15 US; 17.50

Canada

; 25

foreign

Luscombe Association

Steve Krog

1002 H

eather Lane

Hartford

,

WI

53027

Phone

: 262 -966 -7627

Fax

: 262 -966-9627

sskrog@aoi

.

com

25

US

Canada

; 30

foreign

Maule Rocket

ssoc

iation (MRA)

David

E. Neumeister

5630 SWa s

hington

mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://www.cessna/http://www.cessna/http://www.cessna/mailto:[email protected]:///reader/full/www.l-19BowWow.comhttp:///reader/full/www.l-19BowWow.comhttp:///reader/full/www.l-19BowWow.commailto:[email protected]:///reader/full/www.cessnat50.orghttp:///reader/full/www.cessnat50.orghttp:///reader/full/www.cessnat50.orghttp:///reader/full/www.cessnat50.orghttp:///reader/full/www.cessnat50.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.citabria.comhttp:///reader/full/www.citabria.comhttp:///reader/full/www.citabria.comhttp:///reader/full/www.citabria.comhttp:///reader/full/www.citabria.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.fairchildclub.comhttp:///reader/full/www.fairchildclub.comhttp:///reader/full/www.fairchildclub.comhttp:///reader/full/www.fairchildclub.comhttp:///reader/full/www.fairchildclub.comhttp:///reader/full/www.fairchildclub.comhttp:///reader/full/www.fairchildclub.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://www.weebeastie.com/hatzcblmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orghttp:///reader/full/www.luscombe-cla.orghttp:///reader/full/US;$17.50http:///reader/full/US;$17.50http:///reader/full/US;$17.50mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://www.cessna/mailto:[email protected]:///reader/full/www.l-19BowWow.commailto:[email protected]:///reader/full/www.cessnat50.orgmailto:[email protected]:///reader/full/www.citabria.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.fairchildclub.commailto:[email protected]:[email protected]:[email protected]:[email protected]://www.weebeastie.com/hatzcblmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.luscombe-cla.orghttp:///reader/full/US;$17.50mailto:[email protected]


22/36

N N Restorers A

ssoc

i

at

ion

H.

Ronold Kempko

2380

Rd

217

Cheyenne , YVY 82009

Phone: 307-638-2210

[email protected]

$20 /

yr

American Navio n oc iety

Jerry Feather

P.O.

Box 148

Grand Junction ,

CO

81502

Phone: 970 -245 -7459

$45 / yr

Navion Skies

Raleigh Morrow

P.O.

Box

2678

Lodi ,

CA

95241-2678

Phone/Fax

: 209-367-9390

Navion [email protected]

www.navionskies.com

$30/yr

Piper Cherokee Pilots

ssoc

i

at

ion

P.O . Box 1996

Phone: Lutz,

FL

33548

Phone: 813 -948-3616

$32/US;$36 Canada/Mexico; $44

foreign

Super Cub Pilots Association

Jim Richmond

P.O.

Box

9823

Yakima

,

W

98909

Phone: 509-248-9491

[email protected]

www.cubcrafters.com

$25 US;$35 Canada;$40

foreign

Cub Club

Steve

Krog

1002

Heather

Lane

Hartford

,

WI

53027

Phone

:

262

-966-7627

Fax :

262

-966-9627

[email protected]

$25 US

Canada

;$30

foreign

Intern

at

ional Comanche Society

Harley

MeGatha

521

College

Street

Centre

,

AL

35960

Phone:

256-927-5044

[email protected]

.net

$35

P.O

. Box 127

Blakesburg

, IA 52536

Phone: 641-938-2773

Fax: 641-938-2084

[email protected]

$15

International Ryan Club

Bill

Hodges

19

Stoneybrook

Lane

Searcy, AR 72143-6129

Phone: 501-268-2620

[email protected]

$20/yr$25

Canada

&

foreign

Stearman Restorers Association

Jack Davis

1209

San

Marino

Avenue

San

Marino,

CA

91108

Phone:

626-792-0638

[email protected]

www.stearman.net

$35

Stinson Historical Restoration

Society

Robert

L

Taylor

P.O. Box

127

Blakesburg

IA 52536

Phone

: 641-938-

2773

Fax : 641-938-2084

[email protected]

t

Nationa

l Stinson Club

Jonesy Paul,

President

14418 Skinn

er

R

oad

Cypress,

TX

77429-1627

Phone: 281-304-8836

Membership

to:

George Alleman

1229 Rsing Hi

ll

Road

Placerville

,

CA

95667

Phone/

F

ax:

530-622-4004

nscgeorge@dir

ectcon

.net

$20

US & Canada

; $25

foreign

Internat ional Stinson Club

Leslie Purvis

811

EDennett Avenue

Fresno,

CA 93728-3318

Phone:

559-237-7051

[email protected]

www.aeromar.com/swsc.html

$25/yr

Sw

ift Association International

12809

Greenbower

, NE

Aliiance,

OH 44601

Phone: 330-823-9748

[email protected]

www.taylorcraft.

org

$12 / yr

Virginia Carolinas Taylorcraft

Owners Club

Tom

Pittman

Rt6, Box 189

Appomattox VA

24522

Phone: 804-352-5128

VQOC@juno.

com

$10 / yr

Travel Air Club

Robert

Taylor

P.O. Box

127

Blakesburg

, IA 52536

Phone

: 641-938-2773

Fax: 641-938-2084

[email protected]

$15/yr

Travel Air Restorers

ssoc

iation

Jerry Impellezzeri

4925 Wilma Way

San

Jose

, CA 95124

Phone: 408

-356-3407

$15 /

yr

Travel Air

Staggerw

ing Museum

P.O. Box 550

Tullahoma

, TN 37388

Phone: 931-455-1974

$40/yr

American Waco Club

Phil

Coulson

3546

Newhouse place

Greenwood

,

IN

46143

Phone:

616-624-6490

$25/yr; $30

foreign

National

Waco Club

Andy Heins

3744

Cleorview

Road

Dayton ,

OH

45439

Phone:

937-866-6692

[email protected]

$10/yr; $15 f

oreign

Western Waco Association

P.O

. Box 706

Groveland

,

CA

95321

mailto:[email protected]:[email protected]:///reader/full/www.navionskies.commailto:[email protected]:///reader/full/www.cubcrafters.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.stearman.netmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://www.aeromar.com/swsc.htmlmailto:[email protected]:///reader/full/www.taylorcraft.orghttp:///reader/full/www.taylorcraft.orghttp:///reader/full/www.taylorcraft.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.navionskies.commailto:[email protected]:///reader/full/www.cubcrafters.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.stearman.netmailto:[email protected]:[email protected]:[email protected]://www.aeromar.com/swsc.htmlmailto:[email protected]:///reader/full/www.taylorcraft.orgmailto:[email protected]:[email protected]:[email protected]


23/36

Tulsa. OK 74147-0350

Phone: 918-622-8400

Fax

:

918

-665-0039

[email protected]

www.nationalbiplaneassociation.org

www.biplaneexpo.com

$25

single

;$40 family ;add $10

foreign

Cessna

Owner

Organization

P.O. Box 5000

lola ,

WI

54945

Phone:

888-MyCessna

Fax:

715-445-4053

Cessna@cessnaowner

.

org

www.cessnaowner

.

org

$42/yr

C

ess

na Pilots A

ss

ociation

John Frank

3409

Corsair

Circle

Santa Maria ,

CA

93456

Phone:

805

-922-2580

Fax: 805

-922-7249

cpa@cessna

.

org

www

.cessna .

org

Meyers Aircraft Owners

ssoc

i

at

ion

William E.

Gaffney

24

Route

17K

Newburgh

,

NY

12550

Phone:

914-565-8005

postage

fund donation

North American Trainer Association

T-6, T-

28

, NA-64, NA-50,

P-51

, B-25)

Kathy

&

Stoney Stonich

25801

NE Hiness

Rd

Brush Prairie, WA 98606

Phone

: 360 -256-0066

Fax

: 360-896-5398

[email protected]

www.natrainer.org

$45/yr US &

Canada

; $55 / yr foreign

Piper

Owne

r Society

P.

O. Box

5000

lola

,

WI

54945

Phone: 866-MYPIPER

Fax: 715-445-4053

[email protected]

www.piperowner.

org

$42/yr

WWl Aeroplanes nc .

leonard

Opdycke

15 Crescent Rd

www

.

airrace.com

$20/yr US; $23/yr

other

U.S. Air Racing Association

Jack

Dianiska

26726

Henry

Road

Bay

Village , OH 44140

Phone: 440-871-3781

American Aviation Historical Society

Timothy Williams , President

2333

Otis

Street

Santa

Ana

,

CA

92704

714-549 -4818

(Tuesday,

7-9

pm local)

Dues: $49

US and Canada;

$64

foreign (US Funds)

Flying Farmers International

Kathy

Marsh

2120 Airport Rd, P.O. Box 9124

Wich

i

ta

,

KS

67277

Phone

: 316-943-4234

Fax:

316-943-4235

$50/yr

+ chapter dues

Flying Octogenarians

Erv Martin

P.

O.

Box 1055

Wisconsin Rapids , WI 54495

Phone: 715-421-3763

International Fellowship

of

Flying Rotarians

203 Rubens Drive

, Apt . A

Nokomis,

Fl34275-4211

Phone:

941-966-6636

Fax:

941

-966 -91

41

[email protected]

www.illr.

org

International

Liai

son Pilot

& Aircraft

Associa

t

ion

Bill Stratton

1651 8

ledgestone

San Antonio

,

TX

78332-2406

Phone/Fax:

210-490-4572

www

.centercomp.com/llPA/index.htm

$35/yr US; $40/yr

foreign

Luscombe Foundation

Box

63581

Phoenix

,

I

85082

Phone:

480-917-0969

Fax

: 480-917-4719

Replica Fighters Association

1528

South Koeller

Box

111

Oshkosh

,

WI 54901

www.replicafighters.org

Schweizer 1-

12 and 1 26

ssoc

i

at

ion

Bob

Hurni

516 EMeadow lane

Phoenix I 85022

Phone: 602-993-8840

[email protected]

www.crosswinds.net/NSGS126

$15/yr

Seaplane Pilots Association

Michael

Volk,

President

421 Aviation Way

Frederick

,

MD

21701

Phone: 1-888-SPA-8923 or

301-695-2083

Fax: 301-695-2375

[email protected]

www.seaplanes.org

Sentimental Journey

t

Cub Haven Inc.

E.J.

"Doc"Conway

P.O.

BoxJ -3

lock Haven, PA 17745-0496

Phone: 570-893-4200

Fax : 570-893-4218

[email protected]

$10/yr

Silver Wings Fraternity

P.O. Box 44208

Cincinnati,OH 45244

Phone: 800-554-1437

[email protected]

www .

silverwings.org

$15/1styr, $10 r

enew

Vintage Sailplane

ssoc

iation

George

Nuse

431 0 River Bottom Drive

Norcross

, GA 30092

Phone

: 770-446-5533

$15/yr

International Wheelchair Aviators

P.O.

Box 2799

Big Bear

City

,

CA

92314

mailto:[email protected]:///reader/full/www.nationalbiplaneassociation.orghttp:///reader/full/www.biplaneexpo.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.cessnaowner.orghttp:///reader/full/www.cessnaowner.orghttp:///reader/full/www.cessnaowner.orgmailto:[email protected]:[email protected]:[email protected]:///reader/full/www.cessna.orghttp:///reader/full/www.cessna.orghttp:///reader/full/www.cessna.orghttp:///reader/full/www.cessna.orghttp:///reader/full/www.cessna.orgmailto:[email protected]:///reader/full/www.natrainer.orgmailto:[email protected]:///reader/full/www.piperowner.orghttp:///reader/full/www.piperowner.orghttp:///reader/full/www.piperowner.orghttp:///reader/full/www.airrace.comhttp:///reader/full/www.airrace.comhttp:///reader/full/www.airrace.commailto:[email protected]:[email protected]:[email protected]:///reader/full/www.illr.orghttp:///reader/full/www.illr.orghttp:///reader/full/www.illr.orghttp://www.centercomp.com/llPA/index.htmhttp://www.centercomp.com/llPA/index.htmhttp://www.centercomp.com/llPA/index.htmhttp://www.centercomp.com/llPA/index.htmhttp://www.centercomp.com/llPA/index.htmhttp:///reader/full/www.replicafighters.orgmailto:[email protected]://www.crosswinds.net/NSGS126mailto:[email protected]:///reader/full/www.seaplanes.orgmailto:[email protected]:[email protected]:///reader/full/www.silverwings.orghttp:///reader/full/www.silverwings.orghttp:///reader/full/www.silverwings.orgmailto:[email protected]:///reader/full/www.nationalbiplaneassociation.orghttp:///reader/full/www.biplaneexpo.commailto:[email protected]:///reader/full/www.cessnaowner.orgmailto:[email protected]:///reader/full/www.cessna.orgmailto:[email protected]:///reader/full/www.natrainer.orgmailto:[email protected]:///reader/full/www.piperowner.orghttp:///reader/full/www.airrace.commailto:[email protected]:///reader/full/www.illr.orghttp://www.centercomp.com/llPA/index.htmhttp:///reader/full/www.replicafighters.orgmailto:[email protected]://www.crosswinds.net/NSGS126mailto:[email protected]:///reader/full/www.seaplanes.orgmailto:[email protected]:[email protected]:///reader/full/www.silverwings.org


24/36

WHAT OUR MEMBERS ARE RESTORING

by H G Frautschy

STINSON 108-2

Judith Tweedie, San Jose, California sent us this nice photo

and

write-up concerning this gorgeous Stinson 108-2.

Stinson N175C, basking in

the

sett ing sun. Charlie was stripped

down

to a bare frame

with

every nut, bolt,

screw, rivet, cable, wire and fastener removed and replaced. Originally intended to be just a fabric cover job, exten

sive surface corrosion caused a major revision in plans. The inside

and

outside of every metal surface, all ribs, etc.

were cleaned, acid etched, alodined and sprayed with epoxy primer. The metalized wings were returned to the origi

nal fabric covered configuration.

t

was a six-year odyssey

that

included Rich being diagnosed with terminal colon

cancer during the forth year of the project. Despite being given only three to six months to live, he survived over

two, long enough to finish it and fly

to the

1999 Golden West EAA Fly-In. Rich passed away in March of 2000, just

months before Charlie won

both

Best Stinson

and

Lady's Choice awards during the annual Columbia Stinson Fly-In

in June 2000. Rich

and

I worked shoulder to shoulder

on

this, never giving up. Rich's workmanship was of artistic

quality and Charlie

is

his legacy to the flying community and especially

to

Stinson lovers everywhere./I


25/36

F IRCHILD 24

Pat Curry of Willmar, Minnesota,

has been working closely

with John

Rice on John s beautiful Fairchild 24-

W41A

equipped with a 16S

hp

Warner.

The bump cowl and wheel pants really

set

the

lines of this Golden Age cabin

monoplane. The various models of the

Fairchild 24 have long been among

the

favorites of antique enthusiasts.

LUSCOMBE8A

Red Hamilton of Fort Bragg Cali-

fornia,

purchased

this former

"basket case" in 1999. But thanks to

his

efforts, and with the help of

David Bowen of Willits, this 1940

8A Luscombe is back to its former

glory, if not a

bit

better Red men -

tions

that

new

seat

cushions made

with ConforFoam really make for

comfortable sitting in the cockpit.


26/36

the fuselage.

January Mystery Plane

"The latter was almost cylindrical

in shape and consisted of a body

work of tubes covered partly in fabric

and partly in a light alloy."

No

mention

was

made of any

flights the De Lackner may have

made. Can anyone add to our knowl

edge on this one? .......

SPECIFICATIONS

Engine: 125-135 hp Lycoming

Rotor diameter:

This month's

myst

ery plane is

24

feet

(7.32 meters)

1946

CL

OUDSTER

another oldie from the files

of

Pete

Weight

fully loaded:

"This helicopter had two-bladed

Bowers. It

's

a

mystery to

him as

well, so

when

one

of

you sends

in

a

rotors in tandem and the engine sit

1,600 pounds (726 kilograms)

verifiable answer, we will all know!

uated at the end of the fuselage. The

Cruising speed:

Pete's only clue is that it has a fa

engine drove the forward rotor by

8 mph (137 kph)

miliar

look to him, as though it's

means of

a

longitudinal shaft run

related to

something

else

that

is

ning through

the

who

le l

ength

of

Number

of

seats: 2

fairly well known ...

Send

your

answers to: EAA Vin

tage Airplane , P.O. Box 3086,

Oshkosh, WI 54903-3086. Your an

swers need to be

in no later

than

February 20, 2001, for inclusion

in

the April issue of Vintage Airplane.

You can also send yo

ur

response

via e-mail. Send yo

ur

answer to vin

[email protected].

Be s

ure

to

include

both

your

name and

address

in the body of

your note and put "(Month) Mys

tery Plane"

in the

subject line.

We didn't get any answers regard

ing

the

October mystery plane, or by H.G. Frautschy

more accurately,

the

mystery rotor-

craft. t was the 1946 De Lackner

Clouduster tandem helicopter. Brief

descriptions were included in His- De Lackner louduster

tory of the Helicopter, a French book

mailto:[email protected]:[email protected]:[email protected]:[email protected]


27/36

Jack Cox from page

ity. Over th

e n

ext

few years

he

would manage the day-to-day Head

quarters

work

that

led

to the

formation of

EAA s

Antique/Classic

Division, including such tasks

as

de

signing

the

Division's

first logo,

which featured the

1903

Wright

Flyer. He also founded

and

named

th

e Division's publication, The Vin

tage Airplane, and was its first editor.

During

this

same period, Jack

wrote an

article for Sport

Aviation

proposing a new classification and

judging category for factory aircraft

produced

after January

I,

1946.

Older aircraft would

continue to

be

classified

as 1/

Antiques,

but the new

category of post-war aircraft,

which

at

that

time

was

the

largest unaffili

ated

entity

in

aviation,

would

be

called Classics. With

the concur-

rence

of EAA president Paul

Poberezny,

the

Classic category be

came a

formal part of

EAA's

structure

and

activity.

The

immedi

ate

result was a doubling

of

showplanes

at

local

EAA

fly-ins all

over

the

country,

and for much of

the following 30

years,

the

Classic

category would be

the

largest of all

those represented

at the annual EAA

Co

nvention at

Oshkosh.

Making a place in

EAA

for

own-

ers

of Classic aircraft

was a

significant factor in the spectacular

growth of

the organization during

the 1970s - growth

that

gave EAA

the

size and resources

to

more effec

tively represent its

members and to

News from page 3

been modified, altered, or repaired in

the area subject to the requirements of

this

AD.

For airplanes

that

have

been

modified, altered, or repaired so that

the performance of the requirements of

this

AD

is affected, the owner/operator

must request approval for

an

alterna

tive method of compliance

in

accordance

with paragraph f) of

this

AD. The request should include an

as-

sessmen

t

of the

effect

of the

modification

, alteration, or repair

on

the unsafe condition addressed by this

AD; and, if you have not eliminated the

unsafe condition, specific actions you

propose to address it.

(g) Where

can

I get

information

about any already-approved alternative

methods of compliance? Contact the

Chicago Aircraft Certification Office,

2300 E. Devon Avenue,

Des

Plaines, Illi

nois 60018; telephone: (817) 294-7697;

facsimile: (817) 294-7834.

(h) What if I

need to

fly

the

air-

plane to

another location

to comply

with

this

AD? The FAA

can

issue a

special flight

permit

under

§§

21.197

and 21.199 of

the Federal

Aviation

Regulations (14

CFR

21.197 and

21.199) to

operate

your airplane to a

location

where

you can accomplish

the

requirements of this

AD.

(i) Are

any service bulletins incorpo

rated

into this AD

by reference?

The

inspections required

by this AD must

be done in accordance with American

Champion Aircraft Corporation

(ACAC), Service Letter 406, Revision

A,

dated May 6, 1998. The Director of the

tion? This

amendment

supersedes

AD

98-05-04, Amendment 39-10365.

(k) When does this amendment be

come effective? This

amendment

becomes effective on January 19, 2001.

Issued in Kansas City, Missouri, on

December 4, 2000.

Michael Gallagher, Manager, Small

Airplane Directorate, Aircraft Certifica

tion Service.

[FR

Doc. 00-31450 Filed 12-15-00;

8:45 a.m.]

As

you can see, the major difference

between

the superseded

AD

and the

one just issued is the separation of the

higher horsepower models from those

built many years ago, which are still

e

quipp

ed

with engines of 90 hp or

less . Both

Group

On

e

and

Group

Two

airplanes

are

required to have

enough

inspection

holes in the wing

to

allow

inspection

of

the

full length

of

both

spars. Both American Cham

pion Service letters,

SL

407A and 417C,

which are referenced in

this AD,

can

be downloaded from

their

website at:

www amerchampionaircra{t com

/ t

ec

h/

techmain

Carefully read

the

comments, in

cluding those

regarding th e

installation

of

inspection

holes. The

actual need and

placement

of those

holes

,

including

the

two on

top

of

the wing, are left

to th

e discretion of

your mechanic.

I'd also strongly

recommend

view

ing the inspection procedure detailed

on the

C

itabria Owners Group

web

Site,

www citabria com Ca rl Petersen 's

http://www.amerchampionaircra%7Bt.com/techhttp://www.amerchampionaircra%7Bt.com/techhttp://www.amerchampionaircra%7Bt.com/techhttp://www.amerchampionaircra%7Bt.com/techhttp://www.amerchampionaircra%7Bt.com/techhttp:///reader/full/www.citabria.comhttp://www.amerchampionaircra%7Bt.com/techhttp:///reader/full/www.citabria.com


28/36

PASS

IT

TO

BUCK

Control

That's what flying is all

about...control. Until

the

Wrights

came up with a system to control

their flying machine, prior

attempts

proved somewhat

futile. People

jumped off high

places, coasted

down sand hills,

and

tried all sorts of

ways to fly-only

to

crash because

they couldn't control flight.

Many years ago I nailed an orange

crate to

my

grandmother's ironing

board and launched off the barn roof

in

an

attempt

to

fly.

Maybe,

just

maybe, if

I'd had

a set

of controls

I

might have made history and joined

my hero, Charles Lindbergh,

in

flit

ting

about the

country.

That

effort

led to

another

attempt-to develop a

parachute Again a failed attempt as

one corner of

the

bed sheet came un

tied,

and

I

spent the next

several

days in a foul, contemplative mood

while my hurts mended.

Seriously though, until French

aviation pioneer Robert Esnault-Pel

terie R.E.P.) invented the joystick to

operate his aileron invention,

there

were all sorts of

attempts

to build

control into pioneer flying machines.

Before the joystick and rudder bar,

most other methods were

unnatural

and sometimes led to drastic failures

in trying to control flight.

by E.E.

Buck

Hilbert

EAA # 21 VAA # 5

P O

Box

424,

Un

i

on

,

IL

60180

The mere

fact that

they taught

themselves to fly with their system

still

evokes wonder. Curtiss also

had his system, but neither his nor

the

Wrights'

was as

natural

in

feel

ing

or

response as was Esnault

Pelterie's joystick.

Robert Esnault-Pelterie also had

other ideas and proved

them,

too.

His aviation accomplishments were

all prior to World War I He was

the

first

to capitalize on the

cantilever

wing. He also built a seven-cylinder

fan

engine

(read radial). He

earned

the

fourth pilot's

license

issued by

the

French.

His first

joystick-con

trolled flights were in 1907. His

cantilever wing flights were

in

1909.

He also pioneered steel tube and fab

ric construction.

Esnault-Pelterie's

invention for control was adopted by

virtually all of the European aircraft

manufacturers, as was the cantilever

wing. Anthony Fokker proved that

with

his triplane

(the interplane

struts were just there for show ).

The war years precluded recogni

tion, or royalties, as aviation

developed rapidly

and

advances

in

equipment, techniques, and control

were copied, sometimes from cap

tured war

prizes. European

and

American manufacturers capitalized

End

All

Wars" ended

and

the Euro

pean courts finally

recognized

and

awarded his claims to royalties.

As

an

aside,

R.E.P.

became

very

well known

in

his later years as

one

of

the pioneers

in

rocketry. His con

struction and demonstration

of

a

rocket engine fueled by liquid oxy

gen

and

gasoline was one of

the

aeronautical highlights of 1931. Pre-

viously, he had used a mixture of oil

and

tetranitromethane that

proved

too dangerous-R.E.P. lost

the ends

of the four fingers

on

his left hand in

an explOSion earlier that year ) The

company

he

started

back in

1907

still exists and was one of

the

early

companies

to make injection mold

ing a practical reality.

He never quit He died in '57,

but

not before his space exploration co

horts named a crater on

the back

side of the moon after him. Did you

know

that a lot of the stuff Von


29/36

NEW

MEMBERS

Peter

J.

Thibodeau .... .....

.. ..

........

........... .Burlington, ON, Canada

Jim McKay .......... ........ .... ........ .

.......... ..........Laval,

PQ

, Canada

Jacques Lordon ..... .Lee, France

Col

J. Cloete ...... ...... ...... ........... .

Valhalla Pretoria, Republic

of

South Afric

vintage airplane - jan 2001

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