VOL. 30, No.

STRAIGHT & LEVEL/Tom Poberezny

2 VAA NEWSIH.G. Frautschy & Ric Reynolds

3

MYSTERY PLANE

HALL OF FAME INDUCTEE - ROY WICKER

MY BARNSTORMING DAYS/William B. Dunn

11 PASS IT TO BUCK/Buck Hilbert

12 A FLIGHT/Bill McClure
14 MIKE'S OLD-WORLD MOTH/Budd Davisson
21 TYPE CLUB LIST/NEW MEMBERS
26 CALENDAR
28 CLASSIFIED ADS
30 VAA MERCHANDISE

WWW.VINTAGEAIRCRAFT.ORG

Publlsl,er

TOM POBEREZNY

Edltor-In-C/def

scon SPANGLER

Executive Director, Editor

HENRY G. FRAUTSCHY

VAA Administrative Assistant THERESA BOOKS

Executive Editor

MIKE DIFRISCO

Contributing Editors

JOHN UNDERWOOD
BUDD DAVISSON

Grapldc Deslglter

OLIVIA L. PHILLIP

PI,otograpl,y Staff

JIM KOEPNICK
LEEANN ABRAMS

Advertising/Edltorial Assistm,t ISABELLE WISKE

JANUARY 2002

STRAIGHT

& LEVEL

FROM EAA

TOM

POBEREZNY
President , EAA

What We Stand For

THE ABILITY TO FLY IS

something we have
taken for granted since
December 17,1903 ,
when Orville Wright
successfully completed
the first manned powered flight in history.
Now another date is forever etched in aviation history
September 11, 2001. On that day those seeking to destroy
the freedom civilized nations cherish made aircraft their as
sault weapons of choice. In doing so they called our free ac
cess to the sky into question. As a member of the general
aviation community, you know what a chilling time it was.
I have never been prouder to be an EAA
member than during the aftermath of the attacks of September 11. From the EAA Board
of Directors and staff to the division presi
dents, Chapt er leaders, and, most impor
tantly, the general membership, there was
only one relevant question: How can we
help? And help they did.
EAA's ability to defend the freedom of
flight was not born on September 11. On that terrible da y
we started collecting dividends on the accomplishments and
credibility that EAA and its members have been investing in
and developing for the past SO years. And EAAers from all
walks of life and a myriad of aviation inte rests have con
tributed to that investment at all levels, from their commu
nity to the Capitol.
Thinking about the programs EAA and the EAA Aviation
Foundation have undertaken since our inception, I realized
once again that virtually everything our membership has
done has been aimed at preserving the freedom of flight
and providing access to th e sky. Essentially, all of EAA's
work falls into four categories:
Protecting the Right to Fly-This includes our gov
ernment relations programs, our ongOing vigilance and
communication with elected and appointed officials, and
our well-established working relationships with govern
ment agencies that touch general aviation.
EAAers have worked on behalf of Chicago's beleaguered
Meigs Field. Working in conjunction with the Tuskegee Air
men, EAAers have given thousands of inner city youth a
taste of what the sky offers through Young Eagles flights.
In Southern California, EAAers saved the Borrego
Springs aerobatic airspace with Young Eagles flights and
visits in school classrooms to share information to turn

negatives into positives.

Promoting Access to th e Dream of Flight-At our
roots, EAAers are innovators. A group unique in aviation,
we have said to each other, " If you have a dream of wings,
and are willing to put hand, heart, and mind to it, we'll
help you make your dream come true. "
Today, through more than 1,000 local Chapters, traveling
EAA SportAir Workshops, EAA AirVenture Oshkosh forums
and workshops, the unique resources of the Boeing Aero
nautical Library, our Technical Counselor program, the Auto
Fuel Research, support of the ultralight movement, and
many other initiatives, EAA continues to promote responsi
ble access to one of America's most cherished resources-the
sky above us.
Preserving the Heritage of F1ight
Without understanding how America's free
skies have been maintained and defended
since the Wrights' first flight, there can be no
resolve to carryon this vigilance in the fu
ture. This is why EAA maintains an accred
ited world-class museum.
Preserving-and presenting-aviation his
tory is why we continually tour America with one of the
world's few remaining fl y ing B-17s. This is why the EAA
Warbirds of America work tirelessly to "Keep 'em Flying." It
is why we have created two flying reproductions of the
Spirit of St. Louis and display many historically significant
aircraft in the EAA AirVenture Museum.
Preparing the Future of Fli ght-You are aware of
EAA's Young Eag les program, which has , to date, given
more than 760, 000 young people the experience of flight.
You may not be as familiar with EAA's other ongOing ed
ucational initiatives for those who wish to continue their
investigation of aviation as they move toward adulthood.
These programs include the EAA Air Academy and the Sci
ence-Math-Technology Project, which provides educators
with a curriculum that uses the excitement of flight to mo
tivate students to learn.
Supplemented by fun, exciting extracurricu lar activities
and competition, such as our Wild Blue Wonders, EAA
provides well-rounded educationa l programs that are de
signed to help young people follow their dreams and
make them real.
Protect. Promote. Preserve. Prepare. These are the four
fundamental pillars of maintaining America's free skies for
all of us. And they define the mission to which EAA has re
mained true for nearly SO years.
~

Protect
Promote
Preserve
Prepare

VINTAGE AIRPLAN E

COMPILED BY H.G. FRAUTSCHY

& RIC REYNOLDS

ENHANCED CLASS BAIRSPACE

NOW HISTORY!
Enhanced Class B Eliminated;
FAA Issues New Series of NOTAMs
Enhanced Class B airspace was
eliminated on Wednesday, Decem
ber 19, by a series of new NOTAMs
issued by the FAA. In addition, the
FAA reduced temporary flight re
striction (TFR) locations surrounding
New York City, Washington, D.C.,
and Boston, opening up several GA
and reliever airports that had been
closed to operations for 100 days
following the terrorist attacks of Sep
tember 11.
"In the aftermath of September
II, this is contin ued good news as
we proceed on the road back to full
FRONT COVER: Complete with a
fabric instrument-training hood,
Mike Williams' DH.S2A Tiger
Moth motors above the country
side. EAA photo by Jim Koepnick,
shot with a Canon EOS In
equipped with an SO-200 mm
lens on 100 ASA Fuji slide film.
EAA Cessna 210 photo plane
flown by Bruce Moore.
BACK COVER: Last Biplane Victory

is the title of this oil painting by

Domenic DeNardo, SO Carpenter
St., Providence, RI 02903. It de
picts Slovak Warrant Officer
Frantisek Cyprich, in his Avia
B.534-IV fighter, having shot
down a Hungarian Junkers Ju
52/3m piloted by Gyorgy Gach .
Mistaking a Hungarian's shaking
fist for a friendlier gesture,
Cyprich waves to the crew of the
Junkers. The date, September 2,
1944, would mark the last aerial
combat victory by a pilot using a
biplane. Domenic's work was pre
sented with a Par Excellence
ribbon during the 2001 EAA Sport
Aviation Art Competition. You
can reach Domenic at his studio
phone number of 401/421-2651.
2

JANUARY

2002

strength," said EAA President Tom

Poberezny. "Our compliments to
everyone who has worked to pro
duce this result. I am especially
proud of our EAA staff members
who did their part in helping restore
our flight privileges in this unprece
dented series of events."
These actions by the FAA are a di
rect result of recommendations that
FAA developed and forwarded to the
Department of Transportation (DOT)
on November 12, and subsequently
to the Office of Homeland Security
for final coordination and approval.
The newly issued NOTAMs author
ize blimp, news and traffic reporting,
sightseeing tour, and banner-towing
operations to resume in the three ar
eas . (We highly encourage EAA
members to check NOTAMs continu
ally over the next several days, as we
expect them to be modified.)
In Washington, the IS-nautical
mile TFR was replaced by a 15
statute mile special security area (per
FAR 99.7). It is centered on the
WaShington Monument and ex
tends from the surface up to but not
including FL1S0. The NOTAM also
provided a special I-nautical mile ra
dius cutout for Freeway Airport,
Mitchellville, Maryland, which al
lows operations to resume there for
the first time since the attacks. Four
airports remain "trapped" in the
new Washington, D.C., TFR, includ
ing Bower, Schman & Welch
Heliport QY20); Potomac Airfield
Airport (VKX); Washington Execu
tive/Hyde Field Airport (W32); and
College Park Airport (CGS) .
In New York, the TFR was re
duced to a 2-nautical mile radius
from the disaster/hazard area at
ground zero and extends from the
surface to 8,000 feet AGL. All airports
in the New York area that had been
closed are now open for operations.
In Boston, the TFR was reduced
to 3 miles from the point 4 nautical
miles on the 317-degree radial of the

Boston VOR/DME and extends from

the surface to 3,000 feet AGL. All the
airports in the Boston area that had
been closed are now open, with the
exception of Logan International
Airport unless authorized by ATC.
The FAA has stressed to pilots that
the NOTAMs issued regarding such
sensitive areas as nuclear power plants
and open air assemblies are still in ef
fect. More details on these breaking
developments are sure to come. Please
note that these NOTAM restrictions
apply across the entire United States
and not just to the now-eliminated
enhanced Class B areas.
Of particular interest to vin
tage aircraft owners...
Some of the best news is that for
the areas o utside of the remaining
TFRs, vintage aircraft may now oper
ate as they did before September's
restrictions. Pilots can now fly vintage
aircraft that does not have an engine
driven electrical system without
getting an FAA waiver for each flight.
All references to the ECBs and their
required waivers have been elimi
nated. Therefore, the transponder
rules contained within FAR 91.215
apply. This includes FAR 91.215(b)(3),
which says that aircraft not originally
certificated with an engine-driven
electrical system, or which have not
subsequently been certificated with
such a system and had it installed in
the airframe, may conduct operations
in the airspace within 30 nautical
miles of the Class B airport-provid
ing you stay out of Class A, B, or C
airspace areas (unless you have re
ceived an ATC waiver for those areas
via phone, radio, fax, e-mail, etc.).
This is certainly great news for
many pilots, and we look forward
to the day when all operations, es
pecially those still affected at
College Park Airport and the other
three fields near Washington, D.C. ,
will be open to law-abiding, free
dom-loving aviators.
continued on page 27

STERY

PLA E
BY

H.G.

FRAUTSCHY

SEND YOUR ANSWER TO: EAA , VINTAGE AIRPLANE, P.O.

Box 3086 , OSHKOSH, WI 54903-3086. YOUR ANSWER
NEEDS TO BE IN NO LATER THAN FEBRUARY 10 FOR INCLUSION
IN THE APRIL 2002 ISSUE OF Vintage Airplane.
You CAN ALSO SEND YOUR RESPONSE VIA E-MAIL.
SEND YOUR ANSWER TO vintage@eaa.org .
BE SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ES
PECIALLY YOUR CITY AND STATE!) IN THE BODY OF YOUR NOTE
AND PUT "(MONTH) MYSTERY PLANE" IN THE SUBJECT LINE.

Not every Mystery Plane is a successful aircraft (I do re

quire that, at the very least, it has flown once!), and the
October Mystery Plane fits in the "not so good, but in
teresting" category.
Paul "CQ" Stephenson sent us the original photo
graph, along with a note, which read, in part:
"Enclosed is a photograph of what looks like a home
built racer, a lot like the 'Travel Air Mystery Ship. I don't
know where I collected it, but I ran across it when I was
putting things away after the move up here to Utah.
You're welcome to put it with the EAA files if you'd
Iike-I just hate to throw pictures of airplanes away.
"Also enclosed is the backing of the picture where the
caption is noted on it. I'd be interested in knowing what

W I LLARD PARKER "WINGED BULLET"

it was, who built it, and where."

The caption scrawled on the cardboard backing that
came with Paul's submission reads:
'''Winged Bullet.' Had it built for the Gardner Cup
races, circa 1931? Cirrus 4 cyl motor. Too heavy when
loaded with 60 gallons gas. Also too heavily constructed
and poorly designed. Could not perform properly at sea
level, let alone fields at 5,000' altitude. Finally sold the
motor after 20 hours time, and junked the airplane. Cir
rus motor was, as I remember, 90 hp."
As pointed out by member Albert Aplin of Chuluota,
Florida, the Winged Bullet is briefly mentioned in The
Golden Age ofAir Racing, by Truman C. Weaver and Wes
Schmid. A photo is published on page 189, and a listing
of the little racer is on page 544.
The Willard Parker Winged Bullet never did make the
big time, probably for the reasons stated on the caption
included with the photograph. George jevnager, Hop
kins, Minnesota, mentioned in his answer that the
airplane was also known as the 1929 Air-istocrat SR-5.
Other correct answers were received from Don Hill,
Belmond, Iowa (he was the longtime friend of race pilot
johnny Livingston and once saw the Winged Bullet);
Wayne Van Valkenburgh, jasper, Georgia; Larry Beidle
man, Granada Hills, California.
~

This month's Mystery Plane is a biplane from a book print donated to EAA by Don Macor.

VINTAGE AIRPLANE

2001 VINTAGE AIRCRAFT ASSOCIATION

HALL OF FAME INDUCTEE

Roy WICKER

lifetime of accomplishments
behind him, Dr. Roy Wicker
shows little sign of slowing
down. As a World War II naval avia
tor, he flew blimps, including the
Goodyear Model K, on anti-subma
rine patrols. Later, he flew fixed-wing
navy aircraft including his favorite,
the Douglass Dauntless (SBD). After
discharge, he headed off to dental
school and started a long career as a
dentist in the Atlanta and then Quit
man, Georgia, areas.
He loves to fly, and his enjoy
ment of aviation has never wavered.
As soon as his practice was estab
lished in the late 1950s, Roy bought
a Cessna 170, then a 180, plus a club
share of a Piper Colt.
By the early 1960s, Roy chose to get
even more deeply involved in sport
aviation. Since he was a youngster,
Roy was particularly fascinated with
the airplanes and aviators of World
War 1. The ieuport 24bis looked like
it would make a great subject for a
replica project, and Roy wasted little
time in re-creating a stick-for-stick,
120-hp LeRhone-rotary-powered full
size replica. Roy's biplane, finished in
the markings of French ace Charles
Nungesser, was completed in 1965. It
proved to be a fascinating time ma
chine for those who were fortunate to
see the airplane fly and for Roy, whose
admiration for World War I pilots ex
panded.
4

JANUARY

2002

Roy's remarkable Nieuport 24bis replica, complete with a 120-hp

LeRhone rotary engine, was built in the first half of the 1960s. Roy started
the project with a hammer, hacksaw, and a rattail file.

When the Nieuport was displayed at Huntsville, Alabama, Roy and his family,
including daughter Cornelia, sons Roy III and Dan, and Roy's wife, Dollie, were
visited by Dr. Werner Von Braun (right) and his son, Peter (in the sailor suit).
Much of Von Braun's rocket work was done in Huntsville, the home of the
Army's Redstone Arsenal.

His experience with his new "old"

airplane led him to the restoration
arena, and over the years he's cre
ated a steady stream of beautiful
restorations, including a Warner
powered Fleet 1 trainer and a Cessna
C-34. His most recent restoration
was chosen as the Grand Champion
Antique during the 1993 EAA Sun
'n Fun Fly-In. In partnership with
Barbara Kitchens,
Roy restored a very
special Davis D-1 W.
Originally owned
by Walter Davis,
owner of Davis Air
craft of Richmond,
Indiana, it was
dubbed Whistler II.
lt had a bump cowl,
sliding canopy, and
wheelpants. As re
stored by Roy, the
D-1 W is the spitting
image
of its
former
self, and it
continues to
turn heads nearly a
decade after its
restoration.
Along the way, in
terspersed between
his restorations, Roy
built a Marquart
Charger that also wowed
spectators. His vintage orientation
still showed in his homebuilt, as he
finished it in the markings of a pre
war Curtiss Helldiver as it flew off
the Saratoga with the navy
squadron Fighting 6. His latest proj
ect is an RV-8 homebuilt he's
building with Lee Ballard.
Roy continues to offer his expert
ise and skills to his many friends in
the aviation world. He has left a
lasting mark on the aviation and
vintage aircraft world with his
breathtaking craftsmanship and
never-ending desire to re-create the
glory days of the past.
Our congratulations to Roy on
his induction into the VAA Hall of
Fame!
.......

After graduation from the Citadel, Roy signed

up with the Navy and flew Navy blimps from
the Santa Cruz, Brazil , blimp base. The base
was established near Rio de Janeiro because
of the nearly new Zeppelin hangar built for the
Graf Zeppelin.
Roy's restored
Cessna C-34
Airmaster in

1975.

His first restoration

was a Warner-pow
ered Fleet Model 1
biplane , which de
lighted Roy with its
excellent flying
qualities. Specta
tors were equally
thrilled by the out
standing
workmanship Roy,
a career dentist,
had used in re
building the Fleet.

VINTAGE AIRPLANE

Days
WILLIAM B. DUNN

efore Dutch Redfield

started teaching secondary
flight training, he was go
ing up one day to practice
acrobatics and invited me
along. We put on helmets and gog
gles, strapped on our parachutes,
climbed aboard, and were off-it
was a thrill even before we started
any maneuvers. Dutch could talk to
m e through a gadget called a
Gosport, which was nothing but a
hose running from his mouth to
my ears, but I couldn't talk to him.
I guess when he started instructing
h e would ask the students if th ey
under stood , and they would nod
their h ea ds up and down-th ey
probably wouldn't dare shake it
Sideways. Dutch would practice
snap rolls, slow rolls, loops, Cuban
eights, the whole bit. Luckily, I
didn 't get sick.
Then he said, "Do you have a fear
of heights? /I Before I could nod my
h ead up and down, he rolled th e
Waco over on its back, and holding
it inverted, he told me to tilt m y
head back and look at the ground.
I'm now upside down, hanging by

JANUARY

2002

Bill climbs out steeply with the New Standard in the summer of 1941. The col
ors, as confirmed by Bill by looking at some old movie footage, are an orange
fuselage and rudder with yellow stripes, and yellow wings and horizontal tail.

m y seat belt, looking at the ground

with nothing between it and me but
space. Well, I'm here to tell you, it's
the most fright ening thing yo u
could pOSSibly imagine for anyone
who even thinks he or she has a fear
of heights. It was unbelievable.
Looking over th e balcony in a tall
building and straight down got me.
This was the same, on ly 10 times
more so! I was never overly enthused
about aerobatics, a lth o ugh I did
snap roll (slowly and poorly) and
loop and spin my Taylorcraft. I rode
with Harold in this Cu lv er Cadet
while he snap rolled it at cruisi ng
speed. Man, would it ever snap roll!
Harold apparently didn't under
stand about wing loadings any better
than "Mac/l McGlynn. Later I looped
so me other planes, which probably
weren't meant to be, and I had some
great rides in my Navy training.
However, I really wasn't cut out to
be a stunt pilot.

I somehow survived my learning

years-early learning years that is, in
that you never seem to finish learn
ing as long as you fly-and got my
commercial rating. I passed the writ
ten for my instructor's rating and
was waiting to take my flight test
when an eve nt took place that
changed my plans. ConSiderably.
It was early summer 1941, and I
was standing outside of Harry Ward's
hangar. Harry and I were chatting
when a big old biplane taxied in.
This was a BIG biplane. The pilot
jumped out and walked over to greet
Harry. His name was Ralph "Barney/l
Barnard, and Harry introduced us.
Barney told Harry that he had just
accepted a job with Scintilla, a man
ufacturer in Sydney, New York ,
flying a Stinson Gullwing. He would
have to quit barnstorming with that
big old biplane, a New Standard that
was built in 1929, and he was look
ing for a pilot. Harry told him that I

was available and that I had a

Barney signaled for me to keep
commercial certificate. Barney
it running. He climbed up on
told me to jump in and take it
the wing and told me that he
around the field. This, too,
knew I cou ld do better than
was going to be one of my
that and to take it around
more memorable flights.
again. What a great guy. The
I had never flown anything
next time around I made a
but a Taylorcraft, although I
good landing, and Barney gave
had made the aforementioned
me the job. What a great expe
flight with Dutch. The only
rience it was going to be!
similarity between the Waco
To qualify for the job I had
and the Standard was that they
to get a horsepower rating.
were both open cockpi t bi
The Waco UPF-7 biplane
would fill the bill. I needed
planes. As I stated, the
Standard was BIG. It had a
five hours, as I remember, to
front cockpit that had a bench
get the rating.
The eAA inspector gave me
in the back that could hold
two normal size people or
my flight test, which really
didn't amount to much more
three small ones. Ahead of that
was two seats for two more.
than a couple of landings and
takeoffs. When we finished he
The Standard was sometimes
volunteered some advice. He
referred to as a Bathtub Stan
noted, from looking at my log
dard because of that front
book, that I had practically
cockpit. The pilot's cockpit
nothing but Taylorcraft time,
was just behind. The plane
and then he advised me
had a SO-foot top wing, a
against taking a job flying
smaller bottom wing, and
something like the Standard
large, tall wheels. It had terrific
lift from that wing, and the Only 19 years old with a fresh commercial pilot's that was sitting in the hangar
tall wheels were designed to certificate in his pocket, and Bill Dunn thought he getting some work done. I
go over woodchuck holes was a seasoned barnstormer as he herded the guessed that the word had got
mammoth biplane around upstate New York. Bill has ten out about my new job. I
and a lot of other things.
Barney gave me a cockpit never stopped flying, only recently selling his beloved think what had him con
cerned, and rightfully so, was
check and pointed out the Grumman Widgeon after 35 years of stewardship.
that a pilot named Pepsi had
unique rudder controls and
spun
in the previous week up
brakes. Two L-shaped bars
over
that
huge,
empty
front
cockpit,
at
Pulaski,
New
York, and killed the
hung down in the cockpit to the
two
passengers
in
the front cockpit.
right and left of the pilot's feet, with this flight reminded me a bit of my
the bottom of the L facing inward. first solo. It was very exciting, but He had been flying a New Standard.
The Standard was ready to fly on
That's where your feet were to be lonely.
I took off to the north and then that Friday, and we were to begin
placed to control the rudders. Two
more L-shaped bars or rods hung circled around to the left and pro carrying passengers the next day. I
down inside of those facing in the ceeded to make my approach to took it out and shot a few takeoffs
opposite direction . Those were the land in the same direction. I figured and landings and then proceeded to
brake controls. You would have to I would land in full view of Harry Fulton, New York to get ready for
take your feet off the rudder controls and Barney standing alongside my new job.
The field at Fulton was just a big
Harry's hangar. They would get to
to use the brakes. Most unusual.
Barney threw the prop, and I tax observe what was probably the worst grass field west of town. It had no
ied out. Alone, of course, because landing that the poor old Standard hangars and, of course, no runways.
there were no dual controls, and I could have ever suffered. I proceeded Our advance agent had circulated
certainly couldn't expect Barney to to level off way too high, and it posters around town announcing
that the Goodwill Flyers would be
take a joy ride up there in the front dropped in.
carrying passengers that weekend. We
Kaboom!
cockpit. Barney was foolish enough
I thought, "That's great, idiot, had a sound truck with loud speakers
to let me fly his airplane, but he
on the roof and crowd control ropes
you just blew a great job."
wasn't that foolish .
I taxied in, feeling very sheepish. to keep the crowd back. Our advance
After I took off and looked out
VINTAGE AIRPLANE

agent was Tommy Baker. He was an

old parachute jumper and was nick
named Diamond because he had a
good-sized diamond in one of his
eyeteeth. My boss was Woody Wis
ner. Woody was only about 30. r was
19. We split the total take. My per
centage was only 16 percent. I never
did know what Woody and Tommy
got. r always figured that Barney got
SO percent, as well he should have. I
made $100 a week at my percentage,
and I was tickled pink, in spite of the
fact that r was the only pilot and do
ing most of the work. Fulton was
where I got my feet wet. It was where
my barnstorming career started, and
almost ended!
We started carrying passengers on
Saturday. As the passengers boarded
the plane I would stand up in my
cockpit and lean forward and advise
them on how to put on their seat
belts. I was told to make very short
flights. Just extend the downwind
over Fulton and land. The customers
were paying only SO cents a ride, so
they couldn't complain. After two or
three flights Woody came out to the
plane and asked me why I was tak
ing so long to leave the line. r told
him about advising the passengers
to put on their seat belts. He told me
not to do that anymore as it was de
laying the departures. He also told
me that the belts weren't any good
anyway. If they were anything like
mine, then that was the truth. Mine
was a big wide belt that was ripped
half apart at the hinge. In fact, a
couple of weeks later, when I got to
be a hotshot, I would loop the Stan
dard over the town when I arrived at
a new location . I would put my
shoulder under the cowl on the left
side of the cockpit and hold on to
the seat with my left hand after
opening the throttle. If r should fall
out of the loop, I didn't want to fall
out of the airplane!
While flying at Fulton, I began to
gain more and more confidence. By
Saturday afternoon, I would make a
fancy climbing turn out, make a
wide turn over town on my down
wind, and side slip in on my final to
8

JANUARY 2002

a series of landings that were getting

better all the time. I found that I
had to side slip in order to see be
cause r sat back so far I couldn't see
over the nose.
On Sunday I noted that a yellow
Cub was also using the field for take
offs and landings. I made it a point
to be sure of where it was at all times.
I was beginning to step up my taxi
ing speed. We had a good crowd,
and we wanted to get in as many
hops as we could before dark. I had
been carrying passengers for a cou
ple of hours and started out for
another hop when I noted that the
Cub was coming in on its final ap
proach. I poured the coal to the
Standard and was taxiing really fast
to my takeoff spot when suddenly I
got the surprise of my young life.
Right out from under my right wing
taxied another Cub.
The Cub pilot never knew how
close he came to having that big
Wright engine chew up his airplane
and possibly anyone aboard. I was
stunned. Apparently the Cub that I
saw was another Cub coming in,
and the one that I almost hit was
the one that I should have been
looking for. I was never going to
learn any clearer, especially in fly
ing, the phrase, "Don't assume
anything!/I
Woody told me that we would be
using small airports like Fulton all
the time because of my inexperi
ence. He lied. Our next stop was
Canandaigua . Our location there
wasn't an airport, and I doubt that
any airplane had ever used the field
before-even in an emergency. The
object, of course, was to find a field
as close to town as possible. This was
Diamond Baker's job. He would
make a deal with the owner of the
field, usually a farmer, we would
deSignate it our airport, and then we
were in business.
This field in Canandaigua was
close to town all right, but that was
all I could say for it. It was right
alongside a road and was about
1,000, maybe 1,200 feet long. The
length was all right; it was the ap

proaches that were challenging.

Also, the field ran north and south.
Trees pretty much surrounded the
field on the north and west sid e,
and high-tension lines on the south
end. Unless I had a real favoring
southwest wind that called for a
takeoff over the power lines, I would
take off to the north. Once off the
ground , I would bank through a
good-sized opening in the trees and
fly over a golf course. Then I was
over the lake, and the town would
be on my right. To come in to the
south I would have to approach be
tween a nice clearing between trees,
slipping, of course, most of the way
to the ground. At the last moment I
would completely reverse controls.
With the stick all the way back I
would set down usually nicely on all
three pOints. Because I had been de
scending so rapidly in my side slip, I
found that because of the speed, the
airplane settled right through
ground effect and wanted to go fly
ing again. To stay on the ground I
had to immediately shove forward
on the stick to keep it on the main
gear. It was tricky. J felt that I was re
ally getting good. This may all sound
far-fetched, exaggerated at best, but
it is true.
I had one of my many interesting
barnstorming experiences while fly
ing at Canandaigua. J found that
people enjoyed what they called the
dip. They would tell me while get
ting aboard to do a dip. The dip
consisted of shoving forward on the
stick while leveling off after takeoff.
This would make them light in their
seat and give them a thrill in their
stomach . They loved it. I had to
keep in mind that they didn't have
seat b e lts on and not overdo it.
Woody had told me about a pilot he
knew who did overdo it, and his
passenger left his cockpit and sat on
the pilot'S windshield . Woody swore
that it was true. Stranger things have
happened. Anyway, I started to give
all passengers a little dip, whether
they asked for it or not.
A young girl got aboard with her
parents. She sat in one of the front

"Captain " Dunn and Woody. The New Standard , never built in great num
bers , was a tremendous load-hauling biplane. The upper wing spanned 45
feet, and the 220 hp Wright Whirlwind mounted on the front of the mas
sive fuselage could easily haul four or five passengers plus the pilot. Even
at just 50 cents a ride, the airplane made such a profit for the troupe that it
would take Bill years before he'd earn $100 a week again!

seats, h er folks sat

in th e back, and
th en we took off.
As I leveled off I
gave the plane its
u su al dip . The
young girl turned
around laughing,
but not her mother.
I saw the mother's
h ead fall over on her hu s band 's
shou ld er. It stayed there for the
rest of the sh ort flight. I th ought
that she was just scared. But I
learned differently.
When we pulled up to th e lin e
and stopped, the daught e r an
nounced that her mother had passed
out. She also announced that the
dip that I had done had been th e
cause of it. I was stunned. They lifted
h er out of th e plane and ca ll ed an
ambulance. I continued my flying
but without any more dips . Each
time I landed I inquired about the
lady, but it was always bad news.
She had not come to. I was getting
frantic when finally they told me
that the m e dics had brought her
around and that she was going to be
all right. What a relief.
Things were more or less unevent
ful for a while after that. We worked
better fields, and I was getting rich .
Anne and I marri ed, and she wou ld
visit me m ost weekends. We would
eat in diners with Woody and, some
times, Tommy Diamond Baker, and
we would stay in cheap hotels. All
hotels in sm all towns were cheap in
those days, as a matter of fact. Life
was exciting and good. What a break
for a 19-year-old g ree nh orn. We
would sit aro und one of the hotel
rooms on Sunday night, and Woody
would count out my pay, usually in

$1 bills. It was always around $100. I

didn't know it, but I wasn't to make
that kind of money again fo r a co u
ple of years.
A co uple of times I a lm os t dam
aged Barney's beautiful bird. The
first time was in a town west of
Rochester up nea r Lake Ontario. We
arrived on Friday and were all set for
a good weekend. We had a ni ce
farmer's field to work out of, except
that it ran north and south. This was
to cost us a lot of busi ness and nearly
put us out of business for the rest of
the summer.
A strong wind came up on Sat ur
day, right smack out of the west, 90
degrees across our fie ld. The people
started arriving, and it was very
tempting to take a shot at it. Sunday
arrived, and so did a lot more people.
We finally decided to give it a go. It
turned out to be a very bad decision.
My first trip was uneventful, ex
cept that I knew that it was goi n g to
be a long and exc itin g afternoon if
we kept at it. I could t e ll by the
amount of crab that I had to hold on
fina l that the wind was really too
much. I straightened it o ut and held
the left wi ng down until it almost hit
the ground and landed o n th e left
wheel and tai l. Then when the right
wheel touched down and the old bird
naturally wanted to turn into the
wind, I had to hold full right brake to

keep it strai g ht. I sho uld have quit

right th en and there, wh il e we were
ahead. But no, with my head up and
locked, (a n o ld Navy expression) we
loaded up, and I took off aga in . This
next landing was almost my last for
the season.
The plane took its expected dive
to the left, and I took my right foot
off the rudd e r bar t o take a quick
shot at the brake bar. My foot hit the
back of the front seat in stead of the
brake, and th e sp lit seco nd that it
took m e to get on it was all it took
for th e plane to turn almost 90 de
grees to the str ip . We litera lly slid
Sideways to a halt. I never did know
why it didn't go up o n a wing. Of
course, that did it for the day.
We were working Batavia when
my next adventure came close to
endi n g our season. Diamond had
found us a pretty good farmer's field
right on the edge of town. It ran east
and west, and on Saturday, with a
light west wind, it was perfect. We
had a good crowd and had our
sound truck and crowd control lines
set up on the west end of the field.
This field was good, but it had its pe
culiarities. For instance, up near the
west end where I would take off, the
field had so m e pretty good rolls in
it. Thi s was fine for departures for I
could u se them to assist in gettin g
airborne. If my timing was right, I
VINTAGE AIRPLANE

would go down one roll and up the

next, and then I was flying.
However, landing was a bit differ
ent. I had to come across a cornfield
and land in the only really level por
tion, which was perhaps only 200 or
300 feet long.
Saturday was great. We had a
good crowd, and with the light west
wind I was able to take off to the
east and land to the west into the
crowd. I was averaging three min
utes, gate to gate. Diamond was in
good spirits as usual. When a pretty
girl would get on board, Diamond
would give me a punch signal with
his left hand. When the girl would
step up onto the wing with Dia
mond's assistance, I would gun the
engine a bit as if just clearing it, and,
bingo, up would go her skirt. Re
member, this was in 1941. Little
things like that brightened our days.
On Sunday, things got different.
The wind shifted to the south. That
meant about a 90-degree crosswind.
It wasn't strong enough to cancel
our flights, and we had a good
crowd. I had worked an hour or two,
making sure that I landed short of
the rolls, but not in the cornfield . I
was handling the crosswind like the
real pro that I thought I was begin
ning to be. Suddenly I landed just a
tad too long and found myself in
the first roll. The Standard dipped
down, and the old bird almost got
airborne. It started to turn into the
wind blowing in from my left, and
the rudder wouldn't straighten it
out. I went over to the right brake,
and being still light on the wheels, it
had little effect. The plane was now
heading due south, right toward a
row of trees bordering the field .
Finally the brakes took effect, and
the plane started turning to the right.
The left wingtip brushed the nearest
tree and picked up a branch between
the navigation light and the wingtip
bow. With the branch hanging from
the wingtip we taxied back to the
line. When we arrived, Woody said
over the loudspeaker, "Hey, Captain
Dunn, I see you had a little frolic in
the woods." Diamond pulled the
10

JANUARY

2002

branch away, and we continued the

operation. The only damage was the
lens in the navigation light.
Woody always announced to the
crowd that I was Captain Dunn with
thousands of hours. If they only
knew that I was just a 19-year-old
kid with fewer than 500 hours!
Summer had ended, and we were
getting into the fall of 1941. The last
place we worked on our barnstorm
ing tour was Elmira. And we were
working at an airport! It had only
one grass strip, and I kind of missed
the farmers' fields that we had all to
ourselves. At Elmira the throttle was
starting to bind, and I was having
trouble getting it to close all the
way. I had to work it forward and
back a few times, and it was messing
up my approaches somewhat. I
found myself getting very irritated.
What I didn't realize was that I was
getting burned out. I don't believe
anybody ever used that expression
back in those days.
I was the only pilot, and I had
days, especially Saturdays and Sun
days, when I wou ld fly from about
nine in the morning until dark. The
only time that I would be out of the
plane was when we were gassing it.
Even then I had to pass the 5-gallon
cans up to Diamond on the wing.
I always side slipped the plane
with the nose pointed to the right.
That meant that I had to hold full
right rudder on every approach. Af
ter landing I had to immediately get
on the brakes hard in most cases.
Some days my knees got almost too
sore to touch.
It was all worth it, however. To
think that about only 40 of those
great New Standards had been built,
and by the time I got my job fewer
than 20 of them were left. And,
when I think of how privileged I was
to get in on the last of real barn
storming, I was very lucky indeed.
I couldn't tell you how many take
offs and landings I made that summer.
I do know this, however, landings and
takeoffs were never a problem after
that summer. On the land, that is. I
could size up a situation and know

whether I could make it or not.

The season ended, and I flew back
to Syracuse from Elmira. But not be
fore getting lost! Woody had told
me not to pay any attention to my
compass because of all the iron that
we always had stored up in the front
cockpit. He claimed that it threw the
compass way off. I hadn't stored any
metal up forward; therefore, I used
it, except when I was sure of my di
rection from landmarks. Then I
would hold that heading, whatever
it was. All we had to navigate with
then was road maps.
Well, I took off from Elmira and
headed up what I thought was the
right valley. The compass was in
deed way off. Where it should have
been showing a northerly heading,
it was showing more easterly. I
thought, "Wait till we get back home
and tell everybody how I naVigated
with such a lousy compass!"
The Finger Lakes should have been
showing up, but they weren't. Things
were really getting confusing. I could
n't believe what was happening. I
hadn't been lost all summer. Sud
denly I spotted an airport. I landed,
and it turned out to be Endicott. In
deed the compass was right. I had
been going up the wrong valley. I re
ally was heading east.
I gassed up and flew home to
Syracuse. In a northerly direction. I
didn't bother to tell anybody about
my great navigating.
I asked Fred McGlynn what he
thought I ought to do next. I really
didn't want to instruct in Taylor
crafts. Not that it wasn't a good job;
nothing's wrong with Taylorcrafts.
Mine has served me well. McGlynn
advised me to enroll in Northeast
Airlines Instrument School. He had
taken the course and had purchased
a Howard DGA to teach instrument
flying. I took his advice.
I was still 19 years old when I en
rolled at Northeast in Boston. It was
November 1941. Little did any of us
know what was going to happen be
fore the year was out. What was
about to happen would change our
lives forever.
......

CK

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

P.O. Box 424, UNION, IL 60180

Reliving my past
Back in '68, before the ea rth
cooled, my friend Dario Toffenetti's
wife, Ginny, dropped one on us about
an old airplane she had known about
since she was a little girl. We were
stunned! She had never before shown
any interest in our airplane diseases,
so this was as if a bomb went off.

That service was the beginning of

the Civil Air Mail (CAM) system that
resulted in the airline system we
know today. United, American,
Northwest, and the rest all got their
start in 1926, most of them with
open cockpit airplanes of the era.
Capital with Wacos, Northwest with
Wacos, and Delta
with Huff-Daland
Dusters. Varney,
with the Swallows,
later merged with
Boeing, National,
and Pacific to be
come
United.
That's why four
stars are in the pi
lot's wings-each
star represents one
of the founding
airlines.
The Swallow I restored and flew back in the 1970s and early
So much for the
'80s. Thanks to the United Airlines Historical Foundation and background. The
EAA, we 'll have a flying Swallow at Pioneer Airport. Ted Koston restored Swallow
took this shot during the 1983 EAA convention in Oshkosh.
now resides in the
Museum of Flight
Dario was flabbergasted. "Ginny, at Boeing Field in Seattle, Washington,
how long have we been married?" after eight years of very enjoyable fly
he asked.
ing, during which I re-enacted the first
"More than 20 years" was the answer.
flight on April 6, 1976, (50 years after
"And you n ever told me?"
the first) of Varney carrying the same
"You never asked."
amount of mail. Later I traveled the
Well, that bit of information led country to honor the pioneers who
us to a commercial trucking garage built the wonderful transportation sys
in Northern Chicago and the dis tem we have today. [With your dawn
covery of a Swallow biplane.
patrols, you also managed to wake up
The rest of the story is that after many of us who used to camp in Paul's
several yea rs of negotiations we were Park during the EAA conventions back in
finally able to get the airplane and
the early 1980s!-EditorJ
then eventually restore that Swallow
I've had regrets at seeing this won
in the airmail configuration of Var derful old airplane hanging in the
ney Airlines, the predecessor of museum. It represents an era long
United Airlines that started airmail past and almost forgotten. It should
be flying; its purpose is to continue
service between Pasco, Washington,
the honor that is so deserved by those
and Boise, Idaho.

people who started it all.

Well, we're embarking on a proj
ect at EAA, with the support of the
United Airlines Historical Founda
tion, to restore the EAA Swallow in
the same airmail configuration for
just that purpose.
When completed, the airmail
Swallow will be based at the EAA
Foundation'S Pioneer Airport. It will
be a flying tribute to the airmail pio
neers. Not just the ones who started
United, but for all open-cockpit air
mail pioneers. It will be used to give
riders a taste of what it was like to
"fly the mail."
The United Airlines Historical
Foundation was formed to preserve
the past and inspire the future. It's a
nonprofit organization put together
to save the artifacts and history of the
early airmail days. The Foundation is
not a part of United, but it is com
posed of friends who have strong
feelings about the heritage of United
and the airmail pioneers. Cooperative
efforts between EAA and the Founda
tion on the Swallow project are a
beginning. We hope to have the Swal
low flying by next summer.
More than 25 years ago I emu
lated Captain Leon Cuddeback in
that re-enactment. I'm looking for
ward to seeing this airplane fly again
in tribute to him and the others like
him who did what they had to do.
Over to you,
t(

~tAr;},

VINTAGE AIRPLANE

11

~Ugust

1, 1999. What a day fm

flying. The sky is that perfect cobalt
blue. Just a few puffy clouds give per
spective to the endless spaces above.
The temperature is perfect. The heat of
the last few days has broken, giving us,
this old plane and me, one of those rare
days where both man and machine just
seem to run better.
As I fly along, the side window is
rolled down. My left elbow sticks out
into the considerable breeze, and the
sensation is powerful but very pleas
ant on this day. The air flowing over
the wings and control surfaces, and
my elbow, takes on an entirely differ
ent character at this speed. It becomes
an almost solid thing, a thick river of
wind that holds both the steel and
fabric of this plane, and the weight of
my body, aloft. Funny how so many
folks have difficulty conceiving how a
plane can fly in the thin air. They
have never stuck their elbows into the
wind at a speed like this. Thin indeed.
Not many airplanes allow you to
stick body parts out into the breeze
these days. But my Staggerwing does.
Those wonderful roll-down windows
are bu t one classic fea ture of a ma
chine whose every inch personifies
the grace and beauty of a bygone era. I
have been lucky to own this plane
these last 10 years. We have flown to
gether in almost every conceivable
circumstance for more than a thou
sand hours. More time have I logged
in this seat than any other single plane
I have flown. Yet none of those hours
were for pay, or for war. These hours
were for the pure joy of flight.
And for learning. Ah, this plane.
After many thousands of hours in
the air, you thought you were getting
this flying thing down, didn't you?
The Stag knew more. But it was will
ing to teach, and we caught up to
each other down the road. But it
12

JANUARY

2002

never really stopped teaching this

old dog a few tricks.
Western Wisconsin now. I've never
been over these parts, at least not at
an altitude where I could actually see
things on the ground. On this day,
the world seems wonderful. The
beauty of the countryside flowing
along below restores the soul. I won
der how we sound, how we look to
those below. Doubtless our passage
attracts the interest of some of those
folks down there. The rumble of a ra
dial is not that common a sound
these days, and certainly those with
any love of flight in their veins will
take a look to discover the source of
that wonderful noise. Hey look, over
there. Down a dusty dirt road a horse
drawn carriage is transporting a
family. As I thunder overhead, it ap
pears likely that those good folks are
living a more fundamental life; per
haps members of one of the religious
societies I have heard are active in
this area. Indeed, it is Sunday. I bet
they are on the way home from
church. I wonder about their percep
tions at this moment. I guess what
they are experiencing wouldn't vary
much from what folks knew more
than a hundred years ago. Me, at least
for now, I'm stuck in 1937. The big
biplane that transports me is a time
machine. I share the same experience
of the unknown pilot who first took
it to the air more than 60 years ago.
The moment seems perfect. Yet the
day is not perfect. After these many
years, the Stag and I will part com
pany today. I still feel sheepish about
the time, back at Oshkosh, when I sat
down on my camp chair and felt the
tears well up in my eyes. My friend
Gary Street seemed to understand
how I felt. Someone just said he would
buy this plane from me, and some
how I said I would sell. After the

handshake , after he was gone , the

emotions flowed. Never love some
thing that can't love you back, they
say. I suppose. But this plane did more
than love me back. It flew me, and my
family, over almost every part of this
great land of ours, in all kinds of
weather, for so very long. Our girls
grew up with this ship, named it Big
Bird. After the birth of our second
daughter, Kelly, I emerged from the
hospital into the bright midmorning
sun. The parents, relatives, and friends
were called; the excitement of the
miraculous event still charged
through my body. What to do now?
Most would have many other ideas,
but for me the almost Singular path
led to the airport. The almost Zen-like
state my mind assumes while working
on planes orients my world. So, off to
the airport to work on the Stag. Funny
that Kelly has come to share my love
of airplanes.
Oh, yes. Working on the Stagger
wing. More lessons. This plane was a
great financial stretch for my bride,
Kathleen, and me. How lucky can a
guy be, but to have a wife who can ac
tually understand the airplane nut's
need for the aeronautical object of his
desire? But, the endless hours laboring
on maintenance and improvement
projects would have to be done by my
hands, and the hands of some very
special friends.
It has become almost a cliche that
we in aviation spend our lives and
money on flying machines, and come
to find the highest value not in the
planes themselves, but in the aviation
people we meet along the way. Aero
nautical serendipity. People like Norm
Rowe. Many people have taught me a
lot, but no one person, outside of my
parents, taught me as much as Norm
did. Indeed , had not arm told me
that his good friend and aeronautical

mentor Jim Spriggs had a Staggerwing

he wanted to sell, none of this story
would have happened. What can you
say about somebody who spends
countless hours in your hangar work
ing with you, imparting knowledge,
and demonstrating skills? So many
airplane builders and restorers have
their mentors. Norm is mine.
And there are the Staggerwing peo
ple. Down in the south central
Tennessee town of Tullahoma you can
find the Staggerwing Museum, head
quarters of its foundation. There, each
October, flock Staggerwings and their
cousins from all corners of the world.
John Parish and Dub Yarborough cre
ated a magnificent organization for
the preservation and celebration of
this classic aircraft. If birds of a feather
flock together, I am proud to have
spent time with the members and
leaders of this fine organization.
Yes, this airplane made it possible
for me to meet many wonderful peo
ple. Like John Collins, who was
restoring a very early Staggerwing out
in California. Meeting him at Tulla
homa, I asked how many times he'd
flown in a Stag. Never, he said. That
afternoon in Big Bird, we went aloft.
What a smile on his face! John never
finished his Staggerwing before he
passed away, though through his gen
erous donation of the aircraft to the
Staggerwing Museum he and it live
on. That afternoon our Stag was able
to show him what it was all about.
The Morrison brothers of the
Chicago area inherited their dad's love
of a Staggerwing. After he tragically
passed on much too soon after com
pleting the restoration of their F-17,
the family then experienced another
terrible misfortune when the Stag
burned in a hangar fire. One More Time
was the family's response. Mark and
Ron, Mom Shirley, and all the gang
joined forces and rebuilt the plane as a
tribute to Bill. Meeting them through
the Staggerwing Club, we became
good friends. Later, my wife, Kathleen,
introduced our daughter's first grade
teach er to Ron. They were married
and now have two children. It is inter
esting how something that is supposed
to be merely a piece of machinery can

Xver fall

in love wit~

have such a profound effect on peo

ple's lives.
Quite a few Young Eagles passed
through this cabin. Two, Pete Henrik
sen and Chris Martin, flew in Big Bird
in completely different places. Chris
flew with me out of Fall Creek Field,
when we lived in Tennessee. Later,
Pete got to know what it was like to fly
in a biplane from Falmouth Airpark,
our new home on Cape Cod. Although
from widely separated places, these
two young men met while in the same
U.S. Air Force pilot training class. Ca
sual conversation revealed a shared
experience: Both had flown in a green
Staggerwing! Pete is training now on
the F-16, Chris on the B-l.
Another youngster had a dream to
fly that this Staggerwing fulfilled. He
was referred to me by local EAA con
tacts in Tennessee, and his mother
told me the boy was very ill and was
not expected to survive the cancer
that afflicted him. His wish was to fly.
That day, we arranged a ride for him
in many different airplanes out of the
Murfreesboro Municipal Airport. He

wanted to save the Stag for last. Tired

by that point, he and his mom
climbed aboard . The sofa-like back
seat was comfortable for them . As
usual, I asked what he would like to
see from the air. His home, his school.
What was not usual was his telling
his mom that he expected his school
would look much like this when he
looked down on it from heaven. Only
God knows why a child is called
home. He passed away a few short
weeks later.
Yes, this day is beautiful. It seems
that the good Lord wants us to have
one last perfect flight together, just the
two of us this time. I feel like a Judas,
somehow, passing this magnificent
flying machine on for so many pieces
of silver. Yet, I know that practical re
alities intrude, and there seems to be a
voice telling me it is time to move on.
I never really felt that I truly owned it,
anyway. I honestly felt that for the
time we were together I was its stew
ard. We kept it up and left it better in
many ways than we found it. I hope
all its future stewards do the same.
How long will it fly? Its bones were
put together way back in '37. It was a
movie star at 2, Wom en in the Wind,
RKO studios, Kay FranCis, William
Gargan, Eve Arden. And Big Bird. Now
at 63, it flies me across the upper Mid
west. Will it be flying at IOO? Later?
How many things were built so well
that their life expectancy is indefinite?
So, a few landings with her new
owner, Bill Mavencamp, a skilled avia
tor, and the Staggerwing passes into
my history. I am glad a person like Bill
has adopted it. He seems to under
stand the difficulty of what I do today,
and pretends not to notice when I fab
ricate one more reason to go into the
hangar to see it again.
I suppose many aviators under
stand that some airplanes transcend
being mere machines. How many of
us have given our planes an apprecia
tive pat when leaving the hangar after
a long trip? Why would you do that if
you did not think that at some level,
the thing could understand what you
were doing that for? Well, Beech Stag
gerwing E-17B NC18044, I thank you.
And I think you understand that........
VINTAGE AIRPLANE

13

14

JANUARY 2002

most folks at EAA Air Venture

kosh 2001, it wasn't until we
ooked carefully at Mike Williams'
Tiger Moth that we realized we sel
dom, if ever, see an actual English
Moth. We see lots of what we think
are Tiger Moths, but they are actu
ally built in Canada, and according
to Mike Williams, there are more
than 500 differences between the
English and the Canadian versions.
Most of us would be hard-pressed to
list more than 450 of the differences
(yeah, right), but Mike can regale
you for an hour or two, listing all of
them if you are willing to sit still
long enough.
Of course, the big differences that
are noticeable include a canopy on
the Canadian birds as well as an ab
sence of the horizontal slabs (spin
strakes) ahead of the horizontal sta
bilizer. Then there is the cabin heat
to minimize the Canadian weather,
the lack of slats on the upper wings,
a plywood leading edge on the lower
wings, and a tailwheel rather than a
skid. Of course, we all knew those
differences, right?
Mike's Moth is the result of his
long climb up the airplane ladder
that started with his father, a pilot
in both World War II (B-25s in the
Pacific) and Korea (MASH DC-3s).
His dad liked all sorts of airplanes
and got Mike started right by skip
ping to the unusual to be had in
aviation. The Williams' airplanes,
father and son's, ranged from a Cur
tiss Robin and Ryan PT-22 to a
Fairchild 24, a Monocoupe, Waco
RNF, KR-34C, and many others. In
fact, if you ask Mike to list the air
craft he has owned and restored,
he'll rattle off the list, but when
you continue the conversation ,
he'll continually interrupt with
something like, "Oh, yeah, I for
got the .... Count on it.
Mike started officially taking
flight training when he was 17
years old, taking less than four
and-a-half hours to solo a 7 AC
/1

VINTAGE AIRPLAN E

15

The aft cockpit is neatly restored and comes complete with a Sutton harness and Gosport speaking tube.

Champ. Guess being around his

dad helped. He flew for quite a
while, then , sti ll not having a cer
tificate, he bought a Cessna 140
that was badly in need of eve ry
thing. He tore the airplane down
to its und erwea r and started on
th e long road even a minor
restoration represents. He did the
work himself, including the paint,
interior, and e ngine. This was the
airp lan e in which he got his pri
vate certificate.
Even though he set up his own
business specializing in the repair
of Mercedes and Porsches, he con
tinued buying and restoring
airplanes on the side. Most he so ld;
some he kept. His 14S-hp Swift
was a keeper.
"When I went out to buy the
Swift," he says, "it had been sitting
in the same spot for at least five
years. There was an unreal amount
of dirt and bird droppings on it.
The fellow who sold it to me, how
ever, said he'd warranty the
airplane ' s basic condition, so I
bought it. I spent an entire day
with a hose, buckets, and a broom
trying to dig down to the airplane I
knew was beneath all of that crud.
It turned out to be a pretty good
airplane, and I flew it home."
16

JANUARY

2002

Mike has a definite idea about old

airplanes, their place in history, and
his role in working on those air
planes. "They aren't making those
airplanes any more, and every time
we modify one, that 's another one
that our children and grandchildren
won 't get to see in its original con
figuration. I feel it's important that [
bring the airplan es back to as close
to original condition as I can, while
making them safe for flight, so fu
ture generations will know what
they looked like. When [ found the
Swift, I knew I was lucky to find one
so origina l, so [ avoided any of the
airframe mods or hop-up goodies
that are so popular these days."
The Swift has stayed with him
and serves as his normal mode of
aerial transportation . This is evi
denced by the fact that the airplane
logs more than 300 hours a year.
Increasingly, the airplanes began
to overtake hi s normal business in
terms of time and certainly in terms
of desire. He wanted to work on old
airplanes. He didn't want to work on
expensive sports cars and big sedans,
so he put the automotive business
up for sale.
" I was at Oshkosh '98, and
Wednesday of that week the deal to
sell my business went through ," he

says. "Instantly, I went airplane shop

ping. I looked at a lot of airplanes and
even thought about buying a Waco.
Then I met Leon Welcher, who was
here with his Tiger Moth.
"I really liked th e airplane and
went over to the EAA library at the
museum to look up some informa
tion on Moths, which included the
address and phon e number of the
American Tiger Moth Club presi
dent. I ca lled him that day, and he
sa id they had just rece ived a "for
sale" ad for a Moth project that
would run in the next issue of their
newsletter. No one had seen the ad
yet, so I called the owner that
night. This was Wednesday of
Oshkosh week . The next day, I
hopped in the Swift and flew down
to Tullahoma, Tennessee, to take a
look at the project.
"The airplane that was for sale
had been imported into the U.S.
from England in 1974. It had been
sitting there for 24 years when I saw
it. The airplane was complete, but
much of it was in pretty sad shape.
The wing spars looked good, but the
glue in the tail had given up, and
the tail was literally falling apart. It
was still wearing its original English
cotton, which was pink, and you
could stick a finger through it with

no effort at all."
Mike struck a
deal and came back
down with his truck
to carry it home to his
shop in Columbus, Indi
ana, on November 28, 1998.
"I spent a long time just taking
stuff apart and inventorying the
pieces," he says. "Then, I made a ro
tisserie jig for every major part of
the airframe, including the wings,
the fuselage, and the engine. I work
alone, so it is essential I be able to
move stuff around and change its
position with no help."
Since it was an English airplane,
as he was taking it apart, Mike knew
one of the problems wasn't just fig
uring out what he needed to
restore, but he had to keep careful
track of what bolt went where be
cause of the British predilection for
using different types of fasteners.
"The bolts were a nightmare," he
laughs. "It had every kind you could
think of from Whitworth and British
Fine to British Standard Pipe and
Metric. Over the years even some
AN hardware had sneaked in there.
"For all intents and purposes, the
tail was trash," he says. "The origi
nal wood was warped and cracked,
and most of what appeared to be ca
sein glue had failed . I completely
disassembled it and made new pieces
where necessary, then reassembled it
using T-88 epoxy. This thing should
last for another 100 years now."
The wings and fuselage were in
much better condition, but they still
required a major amount of disas
sembly to clean and paint fittings,
replace bolts , and do away with
questionable glue joints.
"The airplane is much more of
an antique than something like a
Stearman, even though they come
from the same period," Mike says.
" Everything about its structure is
very 1920s. Plus it adheres to the
older English philosophy that says
it's better to use a whole lot of little
pieces than one bigger one. For that
reason, the wings, for instance,
have a lot more parts in them than

a Stearman does. Because it had

been Sitting so long and it had been
a fairly humid environment , I
couldn't let any piece go without
taking it apart, cleaning the rust
and corrosion off, and replacing
the bolts because practically every
thing had some sort of corrosion
on it. None of it was bad, but it was
time to remove it. I wanted to bring
this airplane back to new condition
all the way through."
Further complicating much of the
disassembly was the fact that many of

the bolts predated the use of self-lock

ing nuts. So, when the airplane had
been assembled, the bolts the me
chanics didn ' t want coming loose
were locked in place by the simple ex
pediency of peening the exposed end
over with a hammer. Mike says the
concept works because he had to work
hard to get some of those bolts out.
As he was proceeding through the
cleaning phase to the more pleasant
period of reconstruction and refin
ishing, he became more and more
fascinated with the history of the

A rare sight on a restored Tiger Moth is this instrument training hood, which in
cludes a pair of small skylights to allow for a bit of light in the cockpit. They' re
placed well behind the student's head. With the hood up, there is little in the way
of outside visual cues, which helps the student master basic instrument flight.
VINTAG E AIRPLANE

17

Tiger Moth breed. When he wasn't

working on the airplane, he was
reading books and surfing the Inter
net looking for information.
He says, "As I looked at all the old
pictures, I began to get this image of
the airplane as it had been when it
was in service. For one thing, even
though it had been camouflaged on
the upper surfaces at some point, it
had started out as a Royal Air Force
yellow trainer. Also , the more I
learned about the airplanes, the more
I realized I hadn't seen many of the
pieces of equipment that had made
them so unique. I decided that, when
I finished the airplane, I wanted it to
have as many of the accessories it
originally carried as pOSSible."
In the normal course of restoring
an old airplane , it is precisely the
types of items that Mike was looking
for that prove the most elusive. This
is especially true of an airplane that
had once seen military service. Often,
after the airplane is sold as surplus,
much of the military equipment is re
moved and usually discarded. Mike
had a number of items on his shop
~

ping list that could have proved to be

problematic. These included the nau
tical-appearing binnacle compasses
for both cockpits, the Gosport com
munication systems, and the
instrument flying hood, which folded
up over th e rear cockpit like an
opaque, canvas canopy. He expected
the instrument hood to be nearly im
possible to find.
"One of the things that makes
restoring an airplane like this much
easier today than, say, 20 years ago,"
he says, "is the Internet. A huge per
centage of the restorers and
enthusiasts have banded together
into web sites or e-groups. The Tiger
Moth community has a really active
e-group called 'Moth Speak.' If I had
a question about how something
was supposed to go together or how
it should be finished, someone on
the group would know the answer."
"When I decided to go looking
for stuff like the instrument hood ,
the group was the first place I went.
On the hood, for instance, I put up
my request and four hours later
owned one. Malcom

~ijiiiilii ~~~-,.r~~ri1~1::
a part-tihad
me
Moth Goosey,
dealer in England,

an original, complete
with the covering, and
sold it to me for $170
J:~~~;I;t~ii::l.~~~Z~ American. The covering had to
....
be replaced, but at least I had it for
18

JANUARY 2002

a pattern. The Internet made the en

tire restoration process much easier.
"Another place the Net helped
was in locating the right material for
the wing walks. They were made of
a slurry that used ground-up slate,
just like that used on shingles, as the
basis. I went on the Net and found
the shingle company that made the
stuff here in the States, and they
weren't too far away from me. The
problem was, however, they wanted
to sell it by the ton, not the pound,
and I only needed about a gallon. I
spent a lot of time talking to their
secretary and finally talked her out
of a gallon of slate, if I' d come by
and give her a ride when the Moth
was finished."
Mike made up a mixture of epoxy
and slate and colored it with alu
minum powder normally used to
make silver dope. He practically had
to trowel that onto the wing walks,
but it came out looking very original.
His Gosport system arrived thanks
to contacts made on the Internet,
too, but it was no joy on the Sutton
harness seat belt system . The Sutton
is a four-pOint system in which the
straps were punctured by a series of
large diameter eyelets that pushed
down over a large conical post,
through which a safety pin of a
unique design was pushed. The sys
tem is very identifiable and necessary

The British-built Tiger Moths also

have a pair of extended strakes
added to the leading edges of the
stabilizers, along the fuselage. The
strakes slowed down the spin rate
for the Moths when induced to spin.
Many DH.82As were later modified
by having the strakes removed.

A slate, epoxy, and powdered alu

minum slurry was made to replicate
the heavy but authentic wing walk ma
terial used on the British Tiger Moth.

One of the most noticeable differences

between the British and Canadian
Moths is the use of automatic wing
slats on the British-built aircraft.

The four-cylinder, inverted de Havilland Gipsy Major engine became the stan
dard light aircraft engine in Britain for an entire generation.

for true authenticity in the restora

tion. Mike e-mailed a digital image
of the rotting original to Jack Hooker
of Hooker Harness in Rockford, Illi
nois, who made an exact duplicate.
Hooker says what made it possible
to duplicate the harness was that
many Russian aerobatic aircraft like
the Sukhoi use identical hardware
that he was able to adapt. Since the
belt doesn't have a TSO, Mike uses
an additional standard belt when
flying and tucks it away out of sight
while the airplane is parked.
Although Mike planned on flying
the airplane off every type of runway,
paved and otherwise, he couldn't
bring himself to discard the tail skid
in favor of a tailwheel, even though
it would have been more practical.
Instead, he cut a square hole in the
middle of the steel shoe at the bot
tom of the skid and installed a small
roller, which works fine on pave
ment. Steering is a little on the crude
side, however, as it consists of the
rudder slapping against the skid,
causing it to offset sideways. To make
up for the marginal steering of the
skid, he added better brakes.
Mike is justifiably proud of the
fact that he did every single bit of
the work on the airplane himself.
"The only parts which left my shop
were the instruments. I'm com
pletely set up including an English
wheel and Pull max machine, which
I used to make a new cowling."
When he rebuilt the engine, he
used as many new parts as he could
find, most of which came from Tom
Dietrich of Guelph, Ontario,
Canada. This included rods, pistons,
valves, heads, and reconditioned
cylinders. "Without Tom to help me
with the parts, building up this en
gine would have been an entirely
VINTAGE AIRPLANE

19

different pro ject. It actually turned

out to be enjoyable."
When it came time to cover and
finish the airplane, he stayed with
the Poly-Fiber system all the way
through. The co lors, along with t he
correct color scheme, came from his
Internet connections. In the course
of painting the airplane he ran
across a product that he thinks every
airplane builder should know about.
It 's a paint remover for your hands
that is named Cupran Paint Re
mover for Hands, and it is made by
Stockhausen. He says it is fantastic
and available in most automotive
paint stores. A q u ick check on the
Internet using the Google.com web
site came up w ith many online
suppliers for the product. The price
for a tube ranged from $6 to $8.
"The prop was originally painted
black," he says, "but, when I started
removing the finish, I found it was
laminated with alternating layers of
rock maple and something that

Mike Willi ams wears the receiving end

of a Gosport tube for communication
from the inst ructor to the student .

looks like mahogany. It was bea uti

ful, and I couldn't bring myself t o
paint it black again."
He says, "Someth ing t h at shou ld
be pOinted out is th at this may be
one of the few a ll -English Tiger
Moths, because the engine, airframe,
and prop all came from de Havilland

in England."
The first flight was on July 12,
2001, just a couple of weeks prior to
leaving for Oshkosh. On t he first
flight it was a little left wing heavy,
and it took four tries to get it rigged
righ t. "It ran just fine, and I was re
ally pleased with how well it flew. It
made all the hard work worth while. "
Mike says he works alone, but he is
qu ick to po int out that his wife,
Mamie, is his friend and partner in
his airplane business, which is named
Wingworks and has its own website,
www.wingworksusa.com. He says he
specializes in "un usual restoration
work," especially metal forming and
work. He can be reached at 812/375
or mike@Wingworksusa.com. He also
says he means it wh en he says "un
usual restoration work."
So, what's next for the Williams
fami ly? Just go to his website, and
you'll understand when we say there is
no possible way of knowing what Mike
Williams is going to do next.
....

Explore

illlflWIDU

ive the adventure and

Lromance of the early days

of flight with Will Turner,
pioneer aviator, in Chris
Davey's exciting new novel,
The Aviator's Appn'lItice. Will
earns his wings in Florida
before traveling to England to
prove himself as all officer in
the fledgling Royal Flying
Corps during the tumu ltuous opening weeks of
the First World War.
Fi nd out more about Will Turner's Flight Logs
at t he com pani on Web site:

www.turnerlogs.com
Published by Lucky Press and available at all

fine booksellers or call: 800-345-6665

ISBN : 0-9676050-3-2
448 pages
$18.95

E-mail: books@luckypress.com

Will Turner's adventures continue with

Turner's Flight (Available early 2002)

20

JANUARY

2002

NASA, LANE WALLACE AND

BAA PRESENT. ..
F10883 $19.95
Wild Blue Wonders: Exploring

the Magic ofFlight

Wild Blue Wonders explores the
dynamics of flight and aircraft design,
prepares the reader to begin creating
original designs, and provides infor
mation about pilots and diffe rent types
of planes. Lane Wallace wrote this
wonderful book in collaboration with
NASA and EAA, to help persuade a
youngster to take that next step toward
a life in aviation, with the Foreword
written by Chuck Yaeger it is sure to be
a success. Containing the components
of aviation presented in a user-friendly
way this aviation book provides logical
analogies relating to flight, such as how
a curve ball in baseball relates to lift
and Bernoulli's Principle.

To Order:

Call BOO-B43-3612

Outside U.S. & Canada

call (920) 426-4800

Visit us online at
www.eaa.org
Send your order
by mail to:
EAA Mail Orders
P.O. Box 3086
Oshkosh, WI 54903
3086

Major credit cards accepted.

WI residents add 5% sales tax.

Shipping and handling

NOT included.

National Aeronca Association

Jim Thompson
806 Lockport Rd, P.O. Box 2219
Terre Haute, IN 47802-0219
812-232-1491
Dues: $25/yr US;$35/yr Canada;$45/yr Foreign
Magazine: 4 per year
International Aeronca Association
Buzz Wagn er
Box 3, 401 1st Street East
Clark, SD 57225
605-532-3862 Fax: 605-532-1305
Dues: $20 per yea r
Newsletter: Quarterly
Beech T34 Association
Charles H. Nogle
P.O. Box 925
Champaign, IL 61824-0925
217 -356-3063
Beechcraft-Staggerwing Club
Robert A. Hoff
10741 S. 25 th E
Idaho Falls, ID 83404-7753
209-848-0426
Dues: $25 per yea r
Newsletter: Quarterly
Twin Beech 18 Society
Staggerwing Museum Foundation
P.O. Box 550
Tullah oma, TN 37388
931 -455-1 974
Dues: $40 per yea r
Newsletter: Four per year
World Beech c raft Society
William]. Robinson
500 S.E. Everett Mall Way, Ste. A7
Everett, W A 98208-81 11
800-345 -9066 Fax: 425-355-6173
bill@Worldbeechcraft.com
htto://www.worldbeechcraft.com

Dues: $30 per year

Bellanca Champion Club
Robert Szego
P.O. Box 100
Coxsackie, NY 12051-0100
518-731 -6800
szegor@bellanca-championc/llb.com
http://www.bellanca-championclub.com

Dues: $33/yr-$59/2 yrs

fore ign $41/1 yr-$68/2 yrs
Newslette r: Quarterly B-C Contact!
Bird Airplane Club
Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
815-943-7205
Dues: postage don ation
American Bonanza Society
Nancy Johnson, Exec. Di r
P.O. Box 12888

Wichita, KS 67277

316-345-1700 Fax: 316-945-1710

bonanza2@bonama.org http://www.bonanza.org
Dues: $50 per year + Chapter dues

MagaZine: Monthly

IS

Classic Bonanza Association

Paul Whitese ll
6355 Stinson Street
Plano, TX 75093
972-380-5976

Cessna 150/ 152 Club

Royso n Parsons
P.O. Box 1917
Atascadero, CA 93423- 1917
805-461-1958 Fax: 805-461-1035

commreps@ematic.com

melllbership@cessnaJSO-1S2. com
http://www.cessnalS0-JS2.com

Dues: $1 per year

Twin Bonanza Association
Richard I. Wa rd
19684 Lakeshore Drive
Three Rivers, MI 49093
616-279-2540 or 616-279-2535
Fax: 616-279-2540
E-mail: forward(lJ1net-link.net
/lttp://www.twinbollall za .COI11

$35 /yr US & Ca nada;$45/yr foreign

Newsletter: Quarterly
Bucker Club
Chris G. Arva nites
16204 Rosemarie Ln
Lockport, IL 60441
815.436.1011 Fax 815 .436.1 01 1
863-3 18-1 231 Nov-Ap r
Dues: $22/year U.S. & Ca nada, $27 Foreign
News letter: 6 per year
National Bucker Jungmies ter Club
(A merica n Tige r Club)
Mrs. Frank Price
Rt . 1, Box 419
Moody, TX 7655 7
254-853-9067
Cessna International Bird Dog Association
(L-19 /0-1 )
c. L. Strance
13540 N 151 E Avenue
Collinsvill e, OK 74021 -5622
918-371-3233
E-mail: CLSL19@aoi.colll www.L-J98owWow.co/IJ
Dues: $25 per yea r
Newsletter: Qua rterly newsletter or web access
Cessna Owner Organization
David Hipschman
P.O. Box 5000
lo la, WI 54945
888-MYCESSN A
715-445-4053
ceSSllo@cesslloowner.org ilttp://wlvw.cessnoowner.org

Dues: $42 per year

Magazi ne: Monthly
Cessna Pilots Association
John Frank
3409 Corsa ir Ci rcle
Santa Maria, CA 93456
805-922-2580
Fax: 805-922-7249
E-mail: cpa@Cessna.org http://www.cessna.org
Dues: $45 US, Canada, Mexico;
$55 internationa l
International Cessna 120/ 140 Association
Doug Corriga n
604 Sheridan Dri ve
Loves Park, IL 61111
815-633-6858
webmaster@cessna 120-140.or'{
http://www.cessnaI20-140.or'{

Dues: $15 per year

News letter: Monthly

Dues: S25/yr US, Canada, Mexico; $40 all others

Newsletter: Bi-m onth ly
Cessn a 180/185 Inte rnational Club
(own ership required)
Scott White
P.O. Box 639
Cas tlewood, VA 24224
540-738-8 134 Fax: 540-738-8136
Dues: $20 per year
Cessna 195 Inte rnational Club
Dwight M. Ewing
P.O. Box 737
Merced, CA 95344
209-722-6283 Fax: 209-722-5124
ewin gdm@pacbell.llet
http://www.cessnaJ9S.on{

Dues:$25 per year

News letter: Quarterly
Ea s tern 190/ 195 Asso ciation
Cliff Crabs
25575 Butternut Ridge Road
North Olmsted , OH 44070
440-777-4025
ccrabs@aoi.com or
c/assic19S@aoi.coll1

Dues: $15 initial, then as required

Newsletter: Four per year, approx.
Cessna Airmas te r Club
Gar Williams
9 So. 135 Aero Drive
Naperville, IL 60564
630-904-84 16
E-ma il : aerocraft@aoi.COI11
Cessna 170 Association, Inc.
Velvet Fackeldey
P.O. Box 1667
Leba non, MO 65536
417 -532-4847
ileadquarters@)cessllaI70.org
http://www.cesslla170.or,{

Dues: $35 per yea r

Magazi ne: Fly Paper-monthly
170 News-quarterly
Cessn a T-50 "Ba mboo Bo mbe r"
Jim Anderson
Box 269 Sunwood
Marin e on St. Croix, MN 55047
612.433.3024 Fax 612.433.5691
E-Ma il : iia@lvrmed.col11
i1ttp://www.cessnatSO.org

Dues: Contact Club for Info

Newslet ter: Quarterly
Wes t Coast Cessn a 120 /14 0 Club
c/o Don and Linda Brand
9087 Madrone Way
Redding, CA 96002
530-221-3732
Dues: $20 per year
Newsletter: Bimonthly
VINTAGE AIRPLANE

21

Citabria Owner s Group

Carl Petersen
636 lona Lane
Roseville, MN 55113
E-mail: champ@Citabria.com
Website: www .citabria.com
Dues: $25 U.S., $40 Int'I (U.S. Funds)
Culver Aircraft Assoc.
Dan Nicholson
723 Baker Dr.
Tomball, TX 77375
281-351-0114
E-mail: dann@gie.com
For newsletter and dues info, contact the club.
Culver Club
Larry Low, Chairman
60 Skywood Way
Woodside, CA 94062
650-8510204
Dues: $20 per year
Newsletter: 3 issues annually
Culver Dart Club
Lloyd Washburn
2656 East Sand Road Point
Clinton, OH 43452-2741
419-734-6685
Culver PQ-14 Assoc.
Ted Heineman
29621 Kensington Drive
Laguna Niguel, CA 92677
949-495-4540
Er coupe Owner s Club
Carolyn T. Carden, Membership
7263 Schooners Ct. SW A-2
Ocean Isle Beach, NC 28469-5644
Voice/Fax 910-575-2758
coupecaper@aol.com
Website: www.ercoupe.org

Dues: $25 per year

Newsletter: Monthly

Ercoupe Owners Club - Wisconsin Wing

Judi Matuscak
6 62 Brever Road
Burlington, WI 53105-8915
262-539-2495
E-mail: jmatus@Wi.net
Fairchild Club
John W. Berendt, President
7645 Echo Point Road
Cannon Falls, MN 55009
507-263-2414
E-mail: (chld@rconnect.com
http://wwwfairchildclub.com

Dues: $15 per year

Newsletter: Quarterly

Fairchild Fan Club

Robert L. Taylor
P. O. Box 127
Blakesburg, IA 52536
641-938-2773 641-938-2084
E-Mail: aaaapmhlJ@f}csia.net
Dues: $15
Newsletter: (3) 16 pg. Newsletters
International Fleet Club
Sandy Brown, Newsletter Publisher
P. O. Box 511
Marlborough, CT 06447-0511
860-267-6562 Fax 860-267-4381
E-mail : flvboy@ntplx.net
Dues: Contributions
Newsletter: 3-4 per year, approx.
22

DECEMBER

2002

Funk Aircraft Owners Association

Thad Shelnutt
2836 California Av.
Carmichael, CA 95808
916-971-3452
E-mail: pilotthad@aol.com
President: Jon Schroeder
PMB 323 100 E. Whitestone
Cedar Park, TX 78613
E-mail: [SCHRO@onr.com
Newsletter: 10 per year
Dues: $12 per year
Great Lakes Club
Brent L. Taylor, Editor
P. O. Box 127
Blakesburg, IA 52536
515-938-2773
Dues: $15
Newsletter: (3) 16 pg. Newsletters
The American Yankee Association (Grumman)
Stew Wilson
3232 Western Drive
Cameron Pa rk, CA 95682
530-676-4292
Web Site: http://www.ava.org
Dues: $30 per year U.S.,
$30 Foreign (Initiation $7.50 1st year/
Foreign $10.00)

Canadian Harvard Aircraft Association

Greg Bu rnard
P.O. Box 774
Woodstock, ON Canada N4S 8A2
519-842-9922
Website: www.hangarline.com
Dues: $35/yr
Newsletter: The "Roar" -Quarterly
Hatz Club
Robert L. Taylor
P. O. Box 127
Blakesburg, IA 52536
641-938-2773 641-938-2084
E-mail: aaaapmhlJ@Jpcsia .net
Dues: $15 for 3 issues
Newsletter: (3) 16 pg. Newsletters
Am erican Hatz Association, Inc.
Mike Devroy
P.O. Box 5102
Vernon Hills, IL 60001-5102
E-mail: thayerS@mindspring.com
http://www.hatzbiplanes .org/

Dues: $20 per year

Newsletter: Quarterly

Heath Parasol Club

William Schlapman
6431 Paulson Road
Winneconne, WI 54986
920-582-4454
Howard Club
David Schober
P.O. Box 52
Volga, WV 26238
E-mail: HowardClub@aol.com
www.members.aol.comlHowardClub

Interstate Club
Robert L. Taylor
P.O. Box 127
Blakesburg, IA 52536
641-938-2773
Fax: 641-938-2084
E-mail : aaaapmhlJ@pcsia.net

Luscombe Association

Steve and Sharon Krog

1002 Heather Lane

Hartford, W I 53027

262-966-7627 Fax: 262-966-9627

E-mail: sskrog@aol.com

Dues: $25 U.S. & Canada, $30 Foreign

Newsletter: 6 per year

Conti nental Luscombe Association

Gordy and Connie Birse, Treasurer and Secretary

29604 179th Place SE

Kent, WA 98042

253-631-8478

E-Mail : wizard8E@msn.com

http://www.luscombe-cla.org

Dues: U.S. $15, Canada $17.50 U.S. Funds,

Foreign $25 U.S. Funds

Newsletter: Bimonthly (6 per year)

Maule Rocket Associatio n (MRA)

David E. Neumeister

5630 S. Washington

LanSing, MI 48911-4999

517 -882-8433 or 800-594-4634

Fax: 517-882-8341 or 800-596-8341

aircraftnews@yahoo.com

Dues: $23.50 for one year, $30.50 for 2 years

Newsletter: 12 issues

Meyer s Air cr a ft Owners Associatio n

William E. Gaffney, Secretary
24 Rt . 17K
Newburgh, NY 12550
914-565-8005
Dues: Postage fund donation
Newsletter: 5-6 per year
Monocoupe Club
Bob Coolbaugh, Editor
18404 Bel Pre Road
Culpeper, VA 22701
540-825-0141 or 540-829-9375
monocoupe@earthlink.net

Dues: $15 per yea r

Newsletter: Monthly, Approx.

Mooney Aircraft Pilots Association

Lela Hughes
100 Sandau, Suite 200
San Antonio, TX 78216
Western Association o f Mooney Mites
(WAMM)

Ben Favrholdt
757 W. Putnam Ave #6
Porte ville, CA 93257
559-782-8925
E-mail: n6mx@sosinet.net
Website: http://www.mooneymite. com
Dues: None
Newsletter: via e-mail

N3N Restorers Association

H. Ronald Kempka
2380 Country Road #217
Cheyenne, WY 82009
307.638.2210
E-mail: wyn3n@aol.com
Dues: $20 per year
Newsletter: Quarterly
American Navion Societ y
Gary Rankin
PMB 335
16420 SE McGillivray #103
Vancouver, WA 98683-3461
360-833-9921, Fax: 360-833-1074
Flynavion@yahoo .com

Newsletter: Bimonthly
Dues: $45 per year

www.navionsociety.org

Navion Skies Type Club

Raleigh Morrow
P.O. Box 2678
Lodi, CA 9524 1-2678
209-367-9390
E-mail : Navionl@inreach.com

International Comanche Society

Ha rley McGa tha
50 County Road 537
Centre, AL 35960
256-927-5044

http://www. navionskies.com

Dues: $35 per year

Newslette r: Monthly

Dues: $45 per year

Newsletter: Monthly, also via e-mail

Brodhead Pietenpol Association

Donald Ca mpbell
221 N. laSalle St, Ste 311 7
Chicago, IL 60601
http://www.pietenpoi.ofS(

Dues: $10 per year US

Newsletter: Qua rterly

International Pietenpol Association

Robert L. Taylor
P. O. Box 127
Blakesburg, IA 52536
515-938-2773
Dues: $15
Newsletter: (3) 16 pg. Newsletters
Cherokee Pilots Assoc .
P.O. Box 1996
Lutz, FL 33548
813.948.3616, 800-292-6003
Dues: $32.00 U.S., $36.00 Canada & Mexico,
$44 .00 Foreign
MagaZine: 11 issues per year
Cub Club
Steve and Sharon Krog
1002 Hea ther Lane
Hartford, WI 53027
262-966-7627 Fax: 262-966-9627
E-mail: sskro:<@aoi.com
Dues: $25 U.S., $29 Canada, $30 Foreign
Newsletter: 6 per year
Flying Apache Assoc. (Piper)
John J. Lum ley
6778 Skyline Drive
Delray Beach, FL 33446
561-499-1115
Fax: 561-495-7311
E-mail: maiito:fivinzapache@cs.com
Dues: $25 per yea r
Newsletter: Quarterly
Short Wing Piper Club, Inc
Eleanor and Bob Mills, Editors
220 Main Street
Halstead, KS 67056
316-835-3650
Fax: 316-835-3357
membership@shortwing.org
http://www.shortwing. org

Dues: $30 per yea r

Newsletter: Bimonthly

L-4 Grasshopper Wing

Bill Collins, Editor/Publisher
RR 2, Box 619
Gould, AR 71643-9714
870-263-4668
Dues: $10 per year U.S., $15 Ca nada
$20 Foreign-All US Funds
Newsletter: 6 per year
Piper Owner Society
P.O. Box 5000
lola, WI 54945
866-MYPIPER Fax: 715.445.4053
E-Mail: piper@piperowner.org
http://www.piperowner.org

Dues: $42 per yea r

Magazine: Monthly

comanche@maii .tds.net

Super Cub Pilots Association

Jim Richmond, Founder/Director
P. O. Box 9823
Yakima, WA 98909
509-248-9491
answers@cubcrafters. com
http://www.cubcrafters.com

Porterfield Airplane Club

Chuck Lebrecht
91 Hicko ry Loop
Ocala, FL 34472
352-687-4859
Dues: $5 per yea r
Newsletter: Quarterly
Super Cub Pilots Association
Jim Richmo nd, Founder/ Directo r
P. O. Box 9823
Yakima, WA 98909
509/248-9491
answers@ClIbcrafters.com
http://www.cubcrafters.com

International Ryan Club

Bill Hodges, Edi tor and Historian

19 Stoneybrook Ln.

Searcy, AR 72143-6129

501-268-2620

E-mail: recmit@csw. net

Dues: $20 per year, $25 overseas Airmail and Canada

Newsletter: Quarterly

1-26 Association (Schweizer)

Bob Hurni

516 East Meadow Lane

Phoenix, AZ 85022

602-993-8840

E-mail: bhurni@aoi.com

www.126association.org

Dues: $15 per yea r

Newsletter: 6 per yea r (plus a directory)

Stearman Restorers Association

Jack Davis

1209 San Marino Ave.

Sa n Marino, CA 91108

626-792-0638

E-mail: davco@stearman.net

http://www.stearman .net

Dues: $35 per year

Newsletter: 4 per year

Stinson Historical and Restoration Society

(or Stinson 108, An tique Airplane Association)
Robert Tay lor
P.O. Box 127
Blakesburg, IA 52536
641-938-2773 Fax: 641 -938-2084
E-mail: aaaapmhq@pcs ia .net
Swift Association, SMF, Inc.
Charlie Nelson
P. O. Box 644
Athens, TN 37371
423-745-9547
E-mail: swiftivchs@aoi .com
http://www.napanet. net/-arbeau/s w ift

Dues: $30 per year

Newsletter: Monthly

West Coast Swift Wing

Gerry and Carol Hampton
3195 Bo nanza Dr.
Cameron Pa rk, CA 95682
530-676-7755
E-ma il: annie@Calweb.col1l
http://www. napanet. neU-arbea ll/swift

Dues: $15 per year

Newsletter: Monthly

Taylorcraft Owner's Club

Bruce Bixler, II
12809 Greenbower, N.E.
Al li ance, OH 44601
330-823-9748
E-mail: tocprez@Yahoo.com http://www.tayiorcraft.org
Dues: $12 per year
Newsletter: Quarterly
Virginia/ Carolinas Taylorcraft Owner's Club
Tom Pittman
Rt. 6 Box 189
Appomatox, VA 24522
434-352-5128
E-mai l: vctoc@juno.com http://members.aoi.com/vctocl
Dues: $10 per year
Newsletter: Quarterly
Travel Air Club
Robert L. Taylor, Editor
P. O. Box 127
Blakesburg, IA 52536
641-938-2773
Fax: 641 -938-2084
E-mail: aaapl1lhl @pcsia.net
Dues: $15
Newsletter: (3) 16 pg. Newsletters
Travel Air Restorers Association
Jerry Impellezzeri
4925 Wilma Way
San Jose, CA 95124
408-356-3407
Dues: $15 per yea r
Newsletter: Quarterly

International Stinson Club

James Cole

7305 Ll ano Road

Atascadero, CA 93422

805-461-5522

E-Ma il: jimcoie@{ix. net

Travel Air Div. of Staggerwing Museum

Karen Ga rrick
P. O. Box 550
Tulla ho ma, TN 37388
931-455-1974

www.aerol1lar.col1l/s wsc. htmi

Dues: $40 per year

Newsletter: 4-5 per yea r

Dues: $30 per yea r

Newsletter: 11 per yea r

National Stinson Club

George All eman

1229 Rising Hill Road West

Placerville, CA 95667

Phone & Fax: 530-622-4004

E-ma il : nscgeorge@d-web.col1l

Dues: $20 US & Ca nada; $25 Foreign

Newsletter: Six per yea r

www.staggerwing.col1l

American Waco Club

Phil Coulson
2815 Springbrook Dr.
Lawton , MI 49065
616-624-6490
E- ma il: rcouison51 6@cs.com
www.al1lericanwacocillb.col1l

Dues: $25 per year, $30 Foreign

Newsletter: Bi-monthly
VINTAGE AIRPLANE

23

National Waco Club

Andy Hein s
3744 Clea rvi ew Rd.
Dayton, OH 45439
937-866-6692
E-mail: wllcollso@llo l.com
Dues: $20 per year, $25 Foreign
Newsletter: Bimo nthly
Western Waco Association
Barry R. Branin
PO Box 706
Groveland, CA 95321
209-962-6121
OYWIlCO@jII110.COIII

Dues: $5 per yea r

ews letter: Occasional

MULTIPLE AIRCRAFT ORGANIZATIONS

Arctic / Interstate Newsletter
David Neumeister
5630 S Wa shington
Lansing, MI 48911 -4999
517 -882-8433 or 800-594-4634
Fax: 5 17-882-8341 or 800-596-8341
ll ircmft'l ews@Ylli1oo.com

Dues: $16.50/yr; $20.50/4 yrs

Magazin e: Quarterly

Rorida Antique Biplane Association, Inc.

Larry Robinson
10906 Denoeu Road
Boynto n Beach, FL 33437
56 1-732-3250
Fax 561 -732-2532
E-ma il: BeyeView@llo1. com
Dues: $48 yea r
The Flyin g Wire Newsl etter
National Biplane Association
C harles W. Harris
P.O. Box 470350
Tulsa, OK 74 14 7-0350
918-622-8400 Fax: 918-665-0039
E-mail: cWi1@i1VSll.COI11
www. llIltionlllbipllll1ellssn.org
www.biplilneexpo.com

Dues: $25 individ ual; $40 fam ily;

add $10 foreign

North American Trainer Association

(T6, T28, NA64, NASO, PSI, B2S)
Kathy & Stoney Stonich
25801 NE Hinn ess Road
Brush Prairi e, WA 98606
360-256-0066 360-896-5398
E-ma il: llatrailler@aol.colII Web: wWlv. llatrailler. org
Dues: $45 US & Ca nada; $55 foreign
News letter: Quarterly, "NATA Skylines"

ORGANIZATIONS
American Aviation Historical Society
Bruce Cunningham
2333 Otis Street.
Santa Ana, CA 92704
714-549-48 18
E-mail: llai1s2333@earthlillk.l1et
Website: www.aails.online.org
Dues: $45 U.S. & Ca nada;
$60 Foreign (U.S. Funds)
Newsletter: Quarterly and Journ al
Eastern Reg. U.S. Air Racing Association
Jack Dian iska, President
26726 Henry Road
Bay Village, OH 44140
440-871-3781
Flying Farmers International
Ka thy Mars h
2120 Airport Rd
P.O. Box 9124
Wichita KS 67277
316-943-4234 Fax: 316-943-4235
www.Oyingfarmers.or<{
Dues: $50/y r + chapter dues

Maga zines: 6 magazin es per year

Flying Octogenarians
Erv Mart in
P.O. Box 1055
Wisconsin Rapids, WI 54495
715-421-3763
The Howard Aircraft Foundation
David Schober
P.O. Box 252
Volga, WV 26238
(304) 457-5026
E- mail: HowardClllb@aol.com
llttp://mel11bers.aol.col11/HowardClllb

International Deaf Pilots Association

Clyde Smith
1553 Gravel Sp rings Circle
Jacksonville, IL 62650
Dues: $30 per year, active pilots
Newsletter
Int'l Fellowship of Flying Rotarians 203
Tom Surowka, World Sec/Treas.
203A Rubens Drive
Nomis, FL 34275-4211
941 -966-6636 Fax: 941-966-914 1
E-mail : sllrowka@iffr.org
Website: www.iffr.org
International Liaison Pilot
&: Aircraft Assoc.
Bill Stratton
16518 Ledgestone
San Antonio, TX 78332-2406
21 0-490-45 72 Voice/ Fax
www. celltercomp.com /ILPA /index .html

Taildragger Club
Asa Dean
16216 N 34th Way
Phoenix, AZ 85032-3 11 9
Cell: 602-622-8335
E-mail: Ilsa@taildmRgerclllb.org

Dues: $35/yr US; $40/yr Foreign

Newsle tter: "Liaison Spoken Here"

www.ta ildmggerclllb .org/tdc

International Wheelchair Aviators

P.O. Box 2799

Big Bear City, CA 92314

909-585-9663

WWI Aeroplanes, Inc.

Leonard Opdycke

15 C resce nt Road

Poughkeepsie, Y 12601

845-473-3679

Dues: $30/yr - $35 foreign

Newsletter: 2 Journa ls each 4 years

International Women in Aviation

Dr. Peggy j. Chabrian
101 Co rsair Drive
Daytona Beach, FL 3211 4
386-226-7996 386-226-7998
Website: www.wiai. org
Dues: $39 per year - $29 students
Magazine: Bi-month ly

24

DECEMBER

2002

Lake AmlJhibian Flyers Club

Mark &: Jill Rodstein
7188 Mandarin Drive
Boca Raton , FL 33433-7412
561 -483-65 66
Fax: 240-376-48 75
lakeOversclllb@avweb.com

Dues: $54 per year

Newslette r: "Lake Flyer"

The Don Luscombe Aviation

History Foundation
1890 E. Queen Creek Road
Chandler, AZ 85249
480-917-0969 Fax: 480-917-4719
E- mail: silvaire@lllsco l11be.org
Parts/Tech: tech@lllscombe.org
http://www.lliscombe.org
Dues: $25 U.S . & Ca nad a, $30 Foreign

Newsletter: 6 per year

National Air Racing Group

Betty Sherman
1932 Mahan Avenue
Richland , WA 99352-2 121
509-946-5690
E-ma il : betty.si1erman@gte.net
Website: www.pylon. com
Dues: $15 US/$20 ou tside US
Newsletter
National Association of Priest Pilots
Mel Hemann
127 Kaspend Place
Cedar Falls, lA 506 13-1683
319-266-3889
E-mail : N298MH@aol.cum
Dues: $20
Newsletter: "NAPP"
The 99's Women Pilots
Faith Dunca n
Will Rogers Airpo rt
Box 965
7100 Terminal Drive
Oklahoma City, OK 73 159
405-685-7969
Dues: $55 per yea r
Newsletter: Bi-monthly
OX-S Aviation Pioneers
Robert F. Lang
P. O. Box 201299
Austin, TX 78720
5 12-33 1-6239
Dues: $10 per yea r
Newsletter: 6 per year
Piper Aviation Museum Foundation
John R. Merin ar
One Piper Way
Lock Haven, PA 17745-0052
570-748-8283 Fax: 570-893-8357
E-mail: piper@ClIb.kcnet.org
Website: www.pipenm ISelll11.conl
Dues: $30 per year
Newsletter: Quarterly
Replica Fighters Association
Gerald Gerber
6956 E. Waco Drive
Syracuse, IN 46567-9432
2 19-457-5924
Fax: 219-457-8272
E-mai l: 44GN@Kconline.col1l
Web: www.replicafigi1ters.of'?
Dues: $20 per yea r
Newsletter: Bimo nthly

Seaplane Pilots Association

Michael Volk
4315 Highland Park Blvd, Suite C
Lakeland, FL 33813
863-701-7979 Fax: 863-701 -7588
E-mail: spa@seaplanes.org
Web: www.seaplanes.org
Dues: $40 per year
Magazine: Bi-monthly

Sentimental Journey to Cub Haven, Inc.

E. J. "Doc" Conway
P. O. BoxJ-3
Lock Haven, PA 17745-0496
570-893-4200
Fax 570-893-4218
E-mail: Piper@cub.kCllet.org
www.pipennuseum.col1l

Dues: $10 per year

Newsletter: Quarterly
Silver Wings Fraternity
P.O. Box 44208
Cincinnati, OH 45244
800-554-1437
E-ma il : BGeier3680@aol.com
Website: www.silverwings.org
Dues: $15/1st yea r, $10 renew
Newsletter: Bi-monthly
Society of Air Racing Historians
Herman Schaub
168 Marion Lane
Berea, OH 44017
440-234-2301
E-mail: i1ennan @airrace.com
Website: www.airrace.col11
Dues: $20/yr US - $23 others
Newsletter: Bi- monthly
Taylorcraft Foundation, Inc.
Forrest A. Barber, Exec. Dir.
13820 Un ion Ave. NE
Alliance, OH 44601 -9378
330-823-1168 Fax: 330-823-1138
E-mail: (barber@alliancelink.com
Website: www.taylorcraft.org
Dues: $10 per year
Newsletter: Qua rterly
Vintage Sailplane Association
George Nuse
4310 River Bottom Drive
Norcross, GA 30092
770-446-5533
Dues: $15 per year
News letter: Quarterly
Waco Historical Society, Inc.
Waco Aircraft Museum
John R. Bosse, Treasurer
P. O. Box 62
Troy, OH 45373-0062
937.335 .WACO 1-5pm Sat.-Sun.
Dues: $30 per year, 9/1-8/31
News letter: 4 per year

If you have changes related to your

Type Club list, drop a n o te in the m ail
deta iling your listing (use the forma t
you see o n this page) . Send your n o te
to: Edi tor, Vintage A irpLa n e; Vi ntage Air
craft Association Type Clubs; P.O. Box
3086; Osh kosh, W I 54903-3086. or E
mail it to vi ntage@eaa .org

'~?
a TM

:kOmes

NEW MEMBERS

Bob K. Lehr ....... .. . Cardston, AB, Canada

Norman J. Rix ...... Wetaskiwin, AB, Canada
Peter Koller. .......... Oakville, ON, Canada
David R. Kozak ... St. Catherine's, ON, Canada
Yves Ayotte.. Trois-Rivieres Ouest, Po. Canada
Tillman David Baker .... .. Phil Campbell, AL
Glen n E. Bell . . .. . . . ......... Pine Bluff, AR
Harold L. Black ...... . . . .. . .... Tucson, AZ
K. Ralph Eddy ........ . ...... Chandler, AZ
Paul R. Brunkhorst ...... . ....... Fresno, CA
Kimberly DeSimone ... ... .. .. Livermore, CA
Mike L. Gaylord . ......... San Francisco, CA
Robert Hinsch ... .. . Rancho Palos Verdes, CA
Sanford Hood .... .. .... .. San FranCiSCO, CA
Ken Neff . . .. . .. ........... . . San jose, CA
john Pehrson... .. . .... . . . .... . Sonora, CA
Art Teeters ... .. .. .. . .... . ..... Salinas, CA
Donald F. Daniels .... . ...... Evergreen, CO
Wyman Varnedoe . ......... Monument, CO
George Buzel .. . . .. ... . ... .. . Trumbull, CT
Alphonse Gowlis .. . ... .. .... Waterbury, CT
Rodney D. Daulton . ..... New Port Richey, FL
jack De Niro ........... . .. Delray Beach, FL
Blaine Hoffman ....... . ... ... . .. Ocala, FL
John A. Ritchie ....... . ........ Duluth, GA
Meredith j. Whillock . . . .... MCDonough, GA
Dale R. Severs . . .... . ... .. ... .. . Gurnee, IL
David L. Shadle . ......... . ... St Charles, IL
Will iam R. Whitaker ..... . ........ Baylis, IL
Thomas L. Brower .... . ....... Zionsville, IN
john R. Norman ............. Newburgh, IN
Daniel W. Patton ........ . .. . Columbus, IN
Fredrick S. johnson .. . . . .... . Shelbyville, KY
Richard Meier ........ . . ....... Benton, KY
Mike Harris... .. .. . ... . ... Baton Rouge, LA
Chris Cosentino .. ... . . ...... Bradford, MA
DennisJ. Ellard . ..... . . . ....... Salem, MA
john Keaney .. . ....... . . . ... . Auburn, MA
james E. Masterson ............. Natick, MA
Robert L. Morri ll . ....... . ... Stoughton, MA

Ira Whorf .............. Yarmouth Port, MA

Edward A. Dudgeon. ........... Okemos, MI
Roger Gomoll ... ... .. .... .. Rochester, MN
Walter I. Groskurth. ....... . . . Mankato, M
jeffrey W. Kallberg .. .... . . Minneapolis, MN
Kenneth Kuby .......... . West St. Paul, MN
Raymond W. Caselman .... .. Meadville, MO
Karen Rankin ............. Kansas City, MO
E. Thomas Monroe . . .... .. .... Hickory, C
Richard Williams .... . .. ... .... Raleigh, NC
Ted Fox ....... . .... . .. . ... Cherry Hill, NJ
Walter F. Schwarz. .. . . . ... .... Red Bank, NJ
Richard Appling .. .... . ... Winnemucca, NV
Robert A. Barrett ... . .... .. ... Rochester, NY
Eric DeHorta . .... . .. . ........ Wooster, OH
William S. Ennis, Jr. ........... .. Tiffin, OH
Robert L. Schuette .......... Bartlesville, OK
james S. Wilson .............. Portland, OR
Bruce R. Sheaffer. . .. ... .. ..... ... Lititz, PA
Todd Givens . ... .. ... . .. . . . ... . Ruffin, SC
Robert S. Morris .......... . .. Ridgeland, SC
Lourie Salley .. . ... . . .. .. ... . Lexington, SC
Alan D. Basham . ... ... ... ... Clarksville, TN
Gordon D. Webster ......... .. Kingston, TN
Michael P. Anthony ......... . . Kerrville, TX
Robert E. Brownell ........ . .. . Rockport, TX
Donald G. Dickson ....... . ..... Seguin, TX
Daniel A. Fox ............. Duncanville, TX
Brian Loewecke .. . . . ..... . ...... Keller, TX
William j. Taylor ................ Willis, TX
Del G. Younglas .. . ..... .. .... Westlake, TX
jeff H. Pierce . ... .. . ...... Salt Lake City, UT
john F. Ward ............ Virginia Beach, VA
Frank E. Almstead .. .... . ...... Everett, WA
john Coussens.............. Stanwood, WA
Richard S. Drury . ... .... . Friday Harbor, WA
Rodney W. Fisher . .. ....... Gig Harbor, WA
Paul E. Pearson ..... . ........ Olympia, WA
Robert M. Prus .. .......... Fond du Lac, WI
Robert Jagodzinski ............ . .. Gay, WV
VINTAGE AIRPLANE

25

FLY-IN CALENDAR
FEBRUARY 23-Fort Pierce, FL-EAA

Ch. 908 Pancake Breakfast, 7-11 a.m.

at the EAA Hangar, St. Lucie Interna
tional Airport. Info: 561-464-0538 or
561-489-0420.

FEBRUARY 28 thru MARCH 2 Bozeman, MT-Montana Aviation

Conference, Holiday & Gran Tree
Inns. Workshops, seminars, nation
ally recognized speakers, trade show.
Info: phone: 406-444-2506, fax : 406
444-2506, e-mail: dalke@state.mt.us.

The following list of coming even ts is

furnished to ollr readers as a matter of in
formation only and does not constitute
approval, sponsorship, involvement, con
trol or direction of any event (fly-in,
seminars, fly market, etc.) listed. Please
send the information to EAA, Att: Vintage
Airplane, P.O. Box 3086, Oshkosh, WI
54903-3086. Information should be re
ceived four months prior to the event date.
JANUARY 19, 2002 - Fort Pierce, FL
EAA Ch. 908 Pancake Breakfast, 7
11 a.m. at the EAA Hangar, St.
Lucie Internationa l Airport. Info:
561-464-0538 or 561-489-0420.
FEBRUARY 100Mondovi, WI-Ski
Fly-In at Log Cabin Airport. Info:
715-287-4205 .

MARCH 1-3-Casa Grande, AZ-the

Arizona Antique Aircraft Assoc is
sponsoring the 44th Annual Cactus
Fly-In, 480-98 7-5516.
MARCH 23 - Fort Pierce, FL-EAA Ch.
908 Pancake Breakfast, 7-11 a.m.,
EAA Hangar, St. Lucie International
Airport. Info: 561-464-0538 or 561
489-0420.
APRIL 20 - Fort Pierce, FL-EAA Ch.
908 Pancake Breakfast, 7-11 a.m.,
EAA Hangar, St. Lucie International
Airport. Info: 561-464-0538 or 561
489-0420.

MAY 3-5-Cleveland, OH-18th Annual

Symposium of the Society of Air
Racing Historians. Sessions featuring
talks by pilots, crew members and
others at the Holiday Inn-Airport.
Info: Herman Schaub, 440-234-2301
or Don Berliner, 703-548-0405.
MAY 4, 5 - Woodland, CA-8 th Annual
Great Valley Fly-In, Watts-Woodland
Airport (041). Judging of antiques,
classics, and homebuilts. Pancake
breakfasts, food vendors, raffle,
Young Eagles program. Info: 530-662
9631 or www.woodlandaviation.com.
MAY 4,5 - Dayton, OH-Ch. 48 Annual
Funday Sunday Regional Fly-In at
Moraine AirPark (1-73) . Camping,
awards, displays. Info: 937-859-8967
or www.MoraineAirpark.com.
MAY 5 - Rockford, IL-EAA Ch. 22 Fly
In/Drive-In Breakfast, Greater Rfd.
Airport, Courtesy Aircraft Hangar.
Info: 815-397-4995.
MAY 18 - Fort Pierce, FL-EAA Ch. 908
Pancake Breakfast, 7-11 a.m., EAA
Hangar, St. Lucie International Air
port. Info: 561-464-0538.

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have won
these swell
trophies
without
Poly-Fiber!"

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Complete interior assemblies ready for installation
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Cushion upholstery sets

Wall panel sets
Headliners
Carpet sets
Baggage compartment sets
Firewa ll covers
Seat slings

ell, OK. .. maybe he didn't actually say that. ..

but we bet he would have if Poly-Fiber had
been around in the '30s. His plane would have been
lighter and stronger, too, and the chance of fire
would have been greatly reduced because Poly-Fiber
won't support comb ustion. Not on ly that, but
Gilmore's playful claw holes would have been easy
to repair. Sorry, Roscoe.

Free catalog of complete product line.

Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00,

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website: www.airtexinteriors.com

Fax: 800/394-1247

26

JANUARY

2002

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Toll-free technical support

VAA

NEWS

CONTINUED
HALL OF FAME HONORS GO TO
VAA TREASURER
National Bip lane Associatio n
Chairman and Vintage Aircraft As
sociation Treasurer Charlie Harris
was inducted into the Oklahoma
Aviation and Space Hall of Fame at
the Omniplex in Oklahoma City on
September 22, 200l.
Charlie was one of seven Okla
homans who was honored. The other
six were around -the-world pilot U.S.
Senator Jim Inhofe, former Braniff
Airways Chairman Harding Lawrence,
around-the-world Stearman p il ot
Robert Ragozzino, former Tuskegee
Airman Nathan Sams, former Bell Air
craft test pilot Bob Stanley, and
physicist Dr. Dean E. Wooldridge, one
of the founders of Thompson, Reno,
Wooldridge, or TRW.
Incoming U.S. Air Force Chief of
Staff and Four Star General John P.
Jumper was the featured speaker of
the eve ning, and since the event
was held only 11 days following the
terrorist attacks of September 11, se
curity was extremely tight.
Charlie joins the other Oklahoma
National Biplane Association mem
b e rs in the Hall who hav e been
inducted in prior years, including
Mary Jones Wilkinson, Joe Cunning
ham, Mary Kelly, Jan Mauritson, and
John Bouteller.
The black tie affair attracted ap
proximately 400 patrons and guests.
During the presentation of Robert
Ragozzino , an audio tape of the
sounds of Robert's 450 Pratt & Whit
n ey engine was played in the
background. Inhofe's previo u sly
o wned and flown Stearman was
prominently shown during the
video presentation honoring him,
and Charlie was videotaped in front
of his Pitts S-lS-placing biplanes in
the spotlight for the large biplane
contingent in attendance.
Our hearty congratulations to Char
lie on this well-deserved honor! ~

Workshop Schedule
Jan 11-13. 2002

Griffin. GA

Mar 1-3. 2002

TIGWELDING

Jan 18-20. 2002

Corona. CA
RVASSEMBLY

Jan 18-20. 2002

Jan 19. 2002

Corona.CA

Mar23.2002

Dallas. TX

RVASSEMBLY
TEST FLYING
YOUR PROJECT

Oshkosh. WI
TEST FLYING
YOUR PROJECT

Jan 19-20. 2002

Oshkosh. WI
SHEET METAL
COMPOSITE CONSTRUCT.
ELECTRICAL SYSTEMS
& AVIONICS
FABRIC COVERING
INTRO TO BUILDING

Feb 8-1 0. 2002

Griffin. GA
TIGWELDING

Mar 1-3. 2002

Mar 22-24. 2002

Griffin. GA
RVASSEMBLY

Griffin. GA
ADVANCED TIG WELDING
RVASSEMBLY

Mar 23-24. 2002

Dallas. TX
SHEET METAL
COMPOSITE CONSTRUCT.
ELECTRICAL SYSTEMS
& AVIONICS
FABRIC COVERING
GAS WELDING

April 20-21. 2002 Watsonville. CA

SHEET METAL
COMPOSITE CONSTRUCT.
FABRIC COVERING

Oshkosh. WI
RVASSEMBLY

Visit www.sportair.com for a complete listing of workshops.

S EAA

IfJORT~'lR

WORKSHOPS

iro

1-800-WORKSHOP
1-800-967-5746
sportair@eaa.org
VINTAGE AIRPLAN E

27

.*7

Aircraft Exhaust Systems

JlUnping Branch, WV 25969
800-227-5951

" "~.

1M

30 different engines for fitting

VINTAGE

TRADER

~
Something to buy,
sell or trade?
Classified Word Ads: $5.50 per 10 words, 180
words m ax imum, with boldface lead-in o n first
line.
C lass ifi ed Display Ads: One co lumn wide
(2.167 inches) by 1, 2, o r 3 inches high at $20
per inch. Bla ck and white only, and no fre
quency discou nts.
Adve rti si n g Closing Dates: 10th of seco nd
month prior to desired issue date (Le., January 10
is the closi ng date for the March issue). VAA re
serves th e right t o rejec t any advertising in
co nflict with its policies. Rates cover o ne inser
tion per issue. Classified ads are not accepted via
phone. Payment must accompany o rd er. Word
ads may be sent via fax (920/426-4828) or e-mail
(c1assads@eaa.org) using credit ca rd payment (a ll
cards accepted) . In clude name o n card, complete
add ress, type of card, ca rd number, and ex pira
tion date. Make checks payable to EAA. Address
advertising correspondence to EAA Publications
ClaSSified Ad Manager, P.O. Box 3086, Oshkosh,
WI 54903-3086.
BABBITT BEARING SERVICE - rod bearings,
main bearings, bushings, master rods, valves,
piston rings Call us Toll Free 1/800/233-6934,
e-mail ramremfg@aol.com Web site www.ra
mengine.com VINTAGE ENGINE MACHINE
WORKS, N. 604 FREYA ST. , SPOKAN E, WA
99202.
Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE!

www.airplanetshirts.com
1-800-645-7739

THERE'S JUST NOTHING LIKE IT ON THE WEB!!

www.avjation-giftshoP.com
A Web Site With The Pilot In Mind
(and those who love airplanes)
For sale, reluctantly: Warner 145 & 165 engines. 1
each. new OH and low time. No tire kickers, please.
Two Curtiss Reed props to go with above engines.
1966 Helton Lark 95, Serial #8. Very rare, PO-8
certified Target Drone derivative. Tri-gear Culver
Cadet See Juptner's Vol. 8-170 . Total time A&E
845 hrs. I just have too many toys and I'm not get
ting any younger. Find my name in the Officers &
Directors listing of Vintage and e-mail or call
evenings. E. E. "Buck" Hilbert
1940 J-3 Cub project, disassembled, 65 Continental
engine. $7,500 firm! 863-699-1911
1971 Bellanca 7ACA Champ project. 800 hrs.
total time since new. $8500 . 757-357-0826,
cheek@visi.net
Wanted: Kinner #610 taper shaft prop hub.
Russ, 610-372-7333 .

28

JANUARY 2002

"'The use of Dacron or similar modern maleriak os a substi.ule for (oHon ts

dead giveaway 10 Ihe knowing eye. They simply do nOllook righl on vinloge
aircroh,' from Rabert Mikesh, former curolor of Ihe Nolional Air and Spoce
Museum, in his book Restoring Museum Aircraff.

VltiTAGE. AE.RO FAP.>RICJ, LTD

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German WWl lozenge print fabric

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304-466- 1724 Fax 304-466-0802

Pure cotton machine and hand sewing thread

Vinlage Aera Fabri(s, ltd. 18 Journey's End, Mendon, VI 05701
lei: 8027730686 lax: 80278621 29 websile: www.avdalh.(am
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PRIME

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CLASSIFIED REAL ESTATE

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IMPRESSIONS .

CALL TAMARA AT EAA HQ

920-426-6565

FOR MORE INFO .

A history of air rac ing at its best l

170 photos, 19 detailed drawings.
$ 19.95 plus $3.95 shipping.

Order f rom : Little Buttes Publishing Co.

PO Box 2043
Lancaster, CA 93539
OR online:

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want to see your plane or pearls of wisdom in print?

Write an article for

VINTAGE AIRPLANE

We're always looking for technical articles and photos of your latest
restoration. We can't offer you money, but we can make you a hero among
fellow Vintage Aircraft enthusiasts!
Send your submissions to:

Editor, Vintage Airplane

P.O. Box 3086

Oshkosh, WI 54904

e-mail: vintage@eaa.org
For pOinters on format and
content feel free to call
920-426-4825

Membership Services Directo~

VINTAGE

AIRCRAFT
ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION
ASSOCIATION

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

OFFICERS
President

Vice-President

Espie ' Butch" Joyce

P.O. Box 35584
Greensboro, NC 27425
336/668-3650

George Daubner
2448 Lough Lane
Hartford, WI 53027
262/673-5885
vaaflyboy@aol.com

windsock@aol.com
Secretary

Steve Nesse
2009 Highland Ave.

Albert Lea, MN 56007

507/373-1674

Treasu rer

Charles W. Harris
7215 East 46th St.
Tulsa, OK 74147
9 18/622-8400
cwh@hv5u.com

DIRECTORS
David Ben nett
P.O. Box 1188
Roseville, CA 9S678
916/645-6926

anUquer@inreach.com

Jea nnie Hill

P.O. Box 328
Harvard , lL 60033
815/943-720S
dinghao@owc.net

Robert C. -Bob" Brauer

9345 s. H0t?Qne

Steve }(reg

1002 Heather Ln.

Chi~~~?7~~210~20

Hartford, WI 53027

262/966-7627

photopilot@aol.com

sskrog@aol.com

John Bereodt

7645 Echo Point Rd.

cannon Fails, MN 55009

507/263-2414

Robert D. "Bob" Lumley

1265 South 124th St.
Brookfield, WI 53005
262/782-2633

fchJd@rconnect.com

lumper@exeq>C.com

Jobn S. Copela nd

1A Deacon Street
North~8/3~~:4~f5 01532
copeland l@j uno.com
Phil Cou lson

28C1~t~~i~r~fo~pr
616/624-6490

rcoulsonS16@cs.com
Roger Gomoll

3R2~I!e;t~r,B~~r~~tl
507/288-2810

India:ftJ/z~j_!~366278

n03capt@fiash.net
Dean Richardson
1429 Kings0jnn Rd
n
StoU$i?8 h _8~~l589
dar@aprilaire.com
Geoff Robison
152 1 E. MacGregor Dr.
New Haven, IN 46774
219/493-4724
chiel702S@aol.com

S.H. " Wes' Schmid

2359 Lefeber Avenue
Wauwatosa, WI S3213
414/771-1S45
shschmid@gdinet.com

DIRECTORS

EMERITUS

Gene Chase
2159 cariton Rd.
Oshkosh, WI 54904
920/23 1-5002

E.E. "Buck" Hilbert

P.O. Box 424
Union, IL 60 180
815/923-4S91
buck7aC@mc.net

ADVISORS
AJan Shackleton
P.O. Box 656

Sugar Grove, IL 60554-D656

630/466-4193

103346.1772@compuserve.com

Steve Bender
815 Airport Road
Roanoke. TX 76262
817/49 1-4700

sst IOOCalfmail.msn.com

EAA and Division Membership Services

800-843-3612 . ... . ....... FAX 920-426-6761
(8:00 AM-7:00 PM
Monday-Friday CSn
New/ renew memberships: EAA, Divisions
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Flight Instmctors
(NAFI)

Address changes
Merchandise sales
Gift memberships

Programs and Activities

EAA AirVenture Fax-On-Demand Directory
....... _... ..... .......... 732-885-6711
Auto Fuel STCs . .. . ......... . 920-426-4843
Build/ restore information ..... 920-426-4821
Chapters: locating/organizing .. 920-426-4876
Education _..... .. ...... .. .. 920-426-6815
EAA Air Academy
EAA Scholarships

Gene Morris
5936 Steve Court
Roanoke, TX 76262
817/491-9110

rgomoll@hotmaii.com

Dale A. Gustafson
7724 Shady Hills Dr.

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

Web Site: http://www_eaa.org and http://www,airventure_org

E-Mail: villtage

Dave Clark
635 Vesl.1 Lane
Plainfield, IN 46168
317/839-4S00
davecpd@iquest.net

eaa_org

Flight Advisors information ... . 920-426-6522

Flight Instructor informa tion ... 920-426-6801
Flying Start Program .. ........ 920-426-6847
Library Services/ Research ... . .. 920-426-4848
Medica l Questions. . .. . .... ... 920-426-4821
Technical Counselors ......... 920-426-4821
Young Eagles . ... ........... . 920-426-4831
Benefits
Aircraft Financing (Textron) ... 800-851-1367
AUA ...... ..... . ... .... . .. 800-727-3823
AVEMCO .... .... .. ........ 800-638-8440
Term Life and Accidental ...... 800-241-6103
Death Insurance (Harvey Watt & Company)
Editorial
Submitting article/ photo; advertising informa
tion
920-426-4825 ............ FAX 920-426-4828
EAA Aviation Foundation
Artifact Donations .. .. .. ... .. 920-426-4877
Fi nancial Support ... .. . _. . .. 800-236-1025

MEMBERSHIP INFORMATION

EAA
Membership in the Experimental Aircraft Associ
ation, Inc. is $40 for one year, including 12 issues of
SPORT AVIATION. Family membership is available
for an additional $10 annually. Junlor Membership
(under 19 years of age) is available at $23 annually.
All major credit cards accep ted for membership.

AVIATION magazin e not included). (Add $10

for Foreign Postage.)

WARBIRDS

Current EAA members may join the EAA War

birds of America Division and receive WARBlRDS
magazine for an additional $35 per year.
(Add $16 for Foreign Postage.)
EAA Membership, WA RBIRDS maga zin e
and one year membership in the Warbirds Divi
VINTAGE AIRCRAFT ASSOCIATION sion is available for $45 per year (SPORT
AVIATION magaZine not included). (Add $7 for
Current EAA members may join the Vintage
Foreign Postage.)
Aircraft Associaton and receive VINTAGE AIR
PLANE magazine for an additional $36 per year.
EAA Membership, VINTAGE A IRPL ANE
EAA EXPERIMENTER
magazine and one year membership in the EAA
Curr ent EAA members may receive EAA
Vintage Aircraft Association is available for $46
EXPERIMENTER magazine for an additional
per year (SPORT AVIATION maga Zine not in
$20 per year.
cluded). (Add $7 for Foreign Postage.)
EAA Membership and EAA EXPERIMENTER
magaZine is available for $30 per year (SPORT
AVIATION magazine not included). (Add $8 for
lAC
Foreig'" Postage_)
Current EAA members may join the Interna
tional Aerobatic Club, Inc. Division and receive
SPORT AEROBATICS maga zine for an addi
FOREIGN MEMBERSHIPS
tional $40 per year.
Please submit your remittance with a check or
EAA Membership, SPORT AEROBATICS
draft drawn on a United States bank payable in
magaZine and one year membership in the lAC
United States dollars . Add required Foreign
Division is available for $50 per year (SPORT
Postage amount for each membership.
Membership dues to EAA a nd its divisions are not tax deductible as charitable contributions.

Copyright 2002 by the EM Vintage Aircraft Association

All rights reserved.
VINTAGE AIRPLANE DSSN 0091-6943) IPM 1482602 is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM Aviation
Center. 3000 Poberezny Rd., P.O. Box 3086. Oshkosh. Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM
Vintage Aircraft Association. P.O. Box 3086. Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via sur
face mail. ADVERTISING - Vintage Aircraft Association does nol guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise
obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. POIKoY opinions expressed in artKoles are solely those of the authors. Responsibility lor accuracy in reporting rests entirely with the
contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800.
EAAtJ and SPORT AVIATIO~, the EM Logo and Aeronautica flll are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association , Inc. The use of these trademarks and service
marks without the permission of the Experimental Aircraft Association, Inc. is strictry prohibited.
The EM AVIATION FOUNDATION Logo is a trademark of the EAA Aviation Foundation, Inc. The use of this trademark without the permission of the EM Aviation Foundation, Inc. is strictly prohibited.

VINTAGE AIRPLANE

29

INTAGE
ME
AND
a. Fleece Youth Vests ....... $12.95
These soft fleece vests are ava il able in
royal blue, grey. and green.
blue sm V00587
grey sm VI0515
blue Ig V10509
grey md \100516
blue xl \110510
grey Ig \110517
grey xl \110518
green Sill V10511
green xl \I 10514

b. Zippered Sweatshirt..... 59.95

50% cotton/50% poly and machine wasb
able, this top has an elegant outline around
the Vintage logo with genu ine Austrian
crystals. Comes in navy or for'fest green.
navy md \I 10489
navy Ig \I 10490
nm')' xl \110491
green Iud \110492

c. Leather Val'slty Jacket ... $ 229.95

Leather aud wool are combined to create
this classic jacket with embossed vintage
airplanes and Vintage logo ottlthlYDti:l6
md \100344
Ig V00345

d. 'l'ravel lUug ... .. \100342

$ 12.95
Classic sta inless steel mug with plastic
handle and cap. Standard base fits most
cal' cup holder's.

e. Coffee Mllg .... . V00234

$4.95
Enjoy your morning coffee with this blue
trimmed Vintage logo mug.

f. Youth Flight Jacket. $38.95

This classic jacket is sized for young
people. Made of nylon with knit coilaI'.
cuffs. aDd waist. Sports an ora nge liner.
Youth sizes:
sm \100605
md V00606
Ig V00607

TELEPHONE
ORDERS

800-843-3612
FROM US AND CANADA
ALL O T HERS CALL

920-426-5912

MAIL ORDERS
P.o. Box 3086
OSHKOSH , WI 54903-3086

ORDER ONLINE

WWW.EAA.ORG

a.

g. Crew Sweater . . ....... ~

This dal'k navy knit sweater has cotton
patches at the shoulder' and elbows and
sports the Vintage logo.
~~ ..
sm V00516
xl V 10525
~.E:
md Vl0523
xxi V00517
Ig Vl0524

c..t

49.911

8a~s frOID
Vinta~e Aircraft

Leather

An embossed logo graces each of these

finely crafted, genuine leather bags,
which come in either tan or black.

h. Leathel' Pouch ........... $21.95

tan V00584
black V00513
Flapped. soft leather bag has shoulder
strap. Approximate size: 7.5"h x 5'\v x 1.5"d

i. Leathel' Bl'ie(case ........ $79.95

tan \100497
black \100510
Crafted with a rich design, this case has
several interior pockets and goes from
home to the boardl'Oom in st;yle. Appl'Oxi
mately 12"h x 16"w x 4.5"d

j. Leal,her Backpa('k ........ $49.95

tan V00498
black V00511
Perfectly sized with convenient zippered
pockets on the inside and outside. Appl'Ox
imately: 11"h x 9"w x 4.5"d

k. LeatheI' Pocket Bag

(black only) . .... . .... V00512
$46.95
Convenient phon e/sunglass pocket make
this bag a definite accessory.
ApPl'Oximate size: 9"h x 6"w x 3"d

I. Adult Burgundy Fleece "est

.. .. ... .. .. ............ $ 14.95
Simi lar to the youth fleece vest, this adult
version is a wel comed layer during cold
winter activities.
Ig \110506
sm V00586
xl
Vl0507
md \110505

m. Youth Camo Shh't ....... $&9.95

Sport shir't features four buttoned pock
ets and Vintage Logo. Made of 65%
poly/35% cotton and is machine
was hable. Youth sizes:
SOl V00609
md \100610

Ig \100611
xJ \100612

TELEPHONE

ORDERS

800-843-3612
FROM US AND CANADA
A LL OTHERS CALL

920-426-5912

MAIL ORDERS
ORDER ONLINE

WWW.EAA .OR

P.o . Box 3086

OSHKOSH , WI 54903-3086

r
Russ King
Aransas Pass, TX

Private pilot in SEL in

1981 , A&P, IA, FAA-DAR
Diredor of Quality
for McTurbine, Inc.,

a 145 repair station

specializing in
Lycoming T53 Turboshaft
helicopter engines

AUAis

~
approved.

'And the award for Best Post War Custom Aeronca goes to... ' Russ King stands with his award
from the June 2000 Middletown Ohio, National Aeronca Fly-In and his N238 7 E 1946 Aeronca 7AC.

"This was the first airplane I ever flew in .

My Dad sold it in 1964. When I

member of the

insurance company familiar with classic

Association call

800-843-3612

lower liability and hull premiums

Medical payments included

that company. They understand classic

Fleet discounts for multiple aircraft

carrying all risk coverages

airplanes, offer great service, and have

No hand-propping exclusion

very reasonable rates. Thanks, AUA,

Vintage Aircraft

Insurance Program

re-acquired it in 1996, I wanted an

airplanes to insure my prize . AUA is

To become a

AUA's Exclusive EAA

Vintage Aircraft Assoc.

No age penalty
No component parts endorsements

for helping to make it affordable to

own and fly the classics!"

Discounts for claim-free renewals

carrying all risk coverages

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

800-727-3823
Fly with the pros .. .fly with AUA Inc.

Remember,
We're Better Togetherl