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G OFF RO ISON
PRESIDENT
VI
NTA
G
AI RCRAFT ASSOCIATION
Winter thoughts
H
ere's
hoping everyone
had wonderful Christ-
mas and New Year's cel
ebrations. The holidays
have proven to be a busy
time
for
me
. I had
the pleasure
of launch-
ing
out
on the
EAA B-17 Tour last
March, and it
ended
up that I was
also privileged
to end the
2008
tour
during
the
second week of De
cember, which I concluded
by
re
turning
all
of the
ground support
equipment back to Oshkosh.
Then it
got
busy. The
C 120
ran
out of annual last September,
but
my dedicated, professional
A&P
mechanic decided he
was
going
down
under" to Australia
and
New
Zealand for a couple of months. He
got back
during
the Thanksgiving
holiday,
and,
well there
it
sits.
We'll keep pecking away on it till
it flies again . My helpers and part
ners were as
distracted
as I was
by
that
time
with everything
else go
ing
on.
My 170A,
the
poor thing,
languishes in
another
hangar, hav
ing
had little exercise since its an
nual was completed.
exciting new project for
the
VAA
area
on
the AirVenture grounds.
The Vintage
Aircraft
Association
board
of directors
voted
this past
fall
to
erect a new
vintage hangar-
style structure in the Vintage area
of
operations at Wittman
Field
in Oshkosh. The volunteers who
The
Vintage
Aircraft
Association board of
directors voted this
past
fall
to
erect a
new vintage hangar-
style structu re in the
Vintage
area
of
op-
erations at Wittman
Field
in
Oshkosh.
have been
helping
get
this proj-
the
years drove the majority of
the
changes
that you'll see, which will
consolidate
interest
areas
and
ex
hibits and create pathways that will
allow members to more directly get
to
the
places they wish to access.
Campground
changes
are also
on
the slate of things to do, and
EAA s
multi-year project is quite exciting.
For more
on EAA s
plans, be sure to
read Steve Taylor's blog on
the
proj
ect at http://AirVentureSiteUpdate
blogspot com It's both entertaining
and informative
One of the benefits of our project
will
be the transformation of the
VAA headquarters
area. All
three
large tents directly south of
the
Red
Barn
will be eliminated. This
in-
cludes
the
type club
tent
and
the
vintage metal shaping/workshop
tent. The food tent and the ice cream
stand have been relocated,
and
they
will be replaced
with
a "food court"
provided by EAA. We're thrilled
to
be able
to
make these changes for
the
membership who
attend
Air
Venture; for more on the
project,
please see H.G. Frautschy's article
http://airventuresiteupdate/http:///reader/full/blogspot.comhttp://airventuresiteupdate/http:///reader/full/blogspot.com
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G
JANUARY
E
VOL. 37, No 1
2009
co
TENTS
Fe
Straight
&
Level
Winter thoughts
by Geoff Robison
2
News
4
VAA
Type Club Hangar
A new VAA building is planned
for EAA AirVenture 2009
by H.G. Frautschy
6
America
The first of the great flying boats
by Jim Poel
and
Lee Sackett
1 2 Bill Pancake
VAA Hall of Fame 2008
ind
uctee
by Dave Clark
18 Light Plane Heritage
The Sport Farman
by Jack McRae
The Vintage Instructor
Between a rock and a hard spot
by
Doug Stewart
STAFF
4
VAA
Type Club List
EAA
Publisher Tom Poberezny
Director of
EAA
Publications
Mary Jones
3
The Vintage Mechanic Execu tive Director/Editor
H.G.
Frautschy
Aging Aircraft Issues, Part 1
Production/Speci
al
Project Kathleen Witman
by Robert G. Lock
News
Editor Ric Reynolds
Photography Jim Koepnick
Bonnie Kratz
by H.G. Frautschy
34
Mystery Plane
Adver tising
Coordinator Sue
Anderson
Classified Ad Coordinator
Lesley Poberezny
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Large Aircraft
Security Program:
A
Threat to
All!
If the
Large
Aircraft Security Pro
gram
(LASP)
goes through as pro
posed,
owners and
operators of
aircraft 12,500
pounds
or heavier
will be required to obtain
the
Trans
portation Security Administra
tion's (TSA) permission
to
operate
their
personal
aircraft every
time
they carry passengers in domestic
airspace. Additionally, flight crews
of such aircraft will be required
to
undergo fingerprinting
and
a back
ground check, all passengers will
have to be vetted against the gov
ernment's terrorist watch lists, and
numerous
security
reqUirements
will be imposed on airports serving
these large aircraft.
You
might
be
thinking,
So
what? I fly a small recreational air
craft that weighs well under 12,500
pounds. Here is why you should
be concerned.
In
November's Advance Infor
mation
on
Private Aircraft Arriving
and Departing
the
United States
fi
nal rule, the U.S. Customs and
Bor-
der Protection (CBP) imposed new
requirements on all private aircraft
regardless
of
size CBP
defines private
aircraft
as
any aircraft,
other than
government or military, which are
not engaged in carrying passengers
or cargo for compensation." In other
words, there is no distinction with
regard to weight or capacity. The new
vice president of government rel
a-
cont
in
ua
ll
y pushed lower by those
tions. This must be borne
in mind
who view all aircraft
as
a threat.
when contemplating the long-term
EAA
an
d other general aviation
future of
TSA's
proposed Large Air-
organiza tions have successfully mit
craft Security Program and the ten
igated most proposed security mea
dency
for
that
weight limit to be
sures post-9/11
that
have threatened
JIM KOEPN
IC
K
I
Plenty of skiplanes will descend on Pioneer Airport
January 4 . . .
if
conditions are
right.
Get
Your
Skis On!
On
January 24,
EM s
Pioneer Airport
wi ll
open for its only winter operations ,
if the weather is just right. The annual EM Skiplane Fly In gives the snowbound
a reason to love winter,
if
only for a
day
.
People come from all over to enjoy a steaming bowl of chili
and
endless cups
of cocoa, topped off with a piece of birthday cake in honor of EM s matriarch,
Audrey Poberezny. We ll also celebrate the 56th anniversary of the organiza
tion s fi rst meeting
on
January 26, 1953.
While some Wisconsinites may
be
pining for a January thaw, skiplane lovers
are hoping for adequate snow cover, which will allow the unique aircraft to take
off
and land
on
the billowy white
runway.
Watch the EM website for current
con-
ditions
as
well as instructions for pilots who would like to
fly in
.
if
the condi
tions are jus t right. (Navigate to www AirVenturemuseum org/webcamto monitor
the Pioneer Airport runway.) Anyone wishing to
fly
in to the event must contact
Sean
Elliott, EM director of aircraft operations; call 920-426-4886.
http://www.airventuremuseum.org/webcamtohttp://www.airventuremuseum.org/webcamto
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irVentureSite
Photo Tour
You can see for yourself what's being done on
the convention grounds through a virtual
AirVen-
ture On -Site Photo Tour map. Visit www AirVen-
ture org/siteplan and click
on
On-Site Photo
Tour
to view a panoramic series of photos from more
than a dozen locations, showing new roadways,
buildings, new configurations, and more. Click on
a camera icon to zoom
in
on a map section; then
click on the black dots to see the mini galleries.
(You can use your arrows to navigate through the
galleries.)
small general aviation aircraft.
This new rule makes no
dis-
tinction and
seeks
to
paint all air-
craft classes
with the
same
broad
brush, which shakes
any
belief that
TSA s proposed
Large Aircraft Se-
curity Rule
would
be
held
to only
large aircraft over the
long term,
Macnair added.
This
is why we
urge
all
members to respond to
TSA, regardless of the weight of the
aircraft
they
operate.
For
more information on how
to comment, visit www.EAA.org/
news/2008/2008-11-11 --proposal.asp.
You
have
until
February 27, 2009,
to
register
your comments on
this
regulation that has
the
potential
to
do irreparable
harm to
private avia-
tion in
the
United States.
Dutch Redfield
Many
of
you
may
recall a series
(( 9k 9Tt ud yoack owaJ)
by Dutch Redfield
During a lifetime in aviation, I have experienced only one forced landing.
It was not difficult. The dead-stick glide began at three thousand feet.
There were several suitable fields from which to choose .
Things worked out nicely.
Yet I know that I have one more forced landing lurking and waiting for me out there.
I believe that at this stage of my life, I am ready for it. Perhaps there will be warning,
maybe not.
Will there be time for me to plan a good approach to this final touchdown?
Will it be a hasty no power, no options , straight ahead steep descent to a walloping hard
touchdown?
Or
will
it be
a soft afternoon peaceful glide?
Whatever, for this final glide, I ask only for an open cockpit, so I can, however briefly, sa
vor for the last time the feels
of
flight , as biplane wings forward
of
me exquisitely frame
and record the slowly changing, tilting scenes as I maneuver and silently bank and glide
onto what I have long known will be my very final approach.
Please,
no
helmet, so old ears can best sense vital changes in speed, relayed through
the lovely sounds
of
whistling interplane struts and wires, and so cheeks and bared
head can best read changing airflows swirling behind the cockpit's tiny windshield.
http://www.airven/http:///reader/full/www.EAA.orghttp://www.airven/http:///reader/full/www.EAA.org
8/20/2019 Vintage Airplane - Jan 2009
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actically since
the
be-
ginning of the
vin-
tage aircraft movement,
members of the Vintage
Aircraft Association
who
have a particular interest in a spe-
cific airplane have flocked together
during
various venues on the E
BY
H.G.
FR UTSCHY
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V
volunteer leadership has
long recognized that the type clubs
have
been
a major part
of
the
vintage aviation movement
This artist s concept
drawing
by
VAA administrative assis-
tant
Theresa
Books
shows
you the
new
layout for
the
VAA
,
area
south
of
th
e
Red
Barn
headquarters
and VAA board member emeritus
John Turgyan of New Egypt, New
have
been
a
workable
shelter for
the clubs, inclement weather or soft
grounds have made it a
bit
uncom
fortable
at
times .
That tent
,
along
with
the
smaller workshop demon
stration
tent, will now be replaced
by
the
VAA
Type Club
Hangar,
a
new
7S-by-IOO foot
pavilion that
will be built in
the
spring of 2009.
In many
ways
this
project
is
also
the result of the foresight
shown
by the VAA board in creating the
VAA
Friends of the Red Barn cam
paign. I f that
yearly
financial
ap
peal
was
not
part of our annual
budgeting
process, the VAA
would
have been forced
to
spend more
of its members' annual
dues
on
convention
expenses. Instead, we
were able
to
save a
portion of the
money so that we can now
invest
in
the
infrastructure
that
will ben
efit
members
who
attend
the
an-
nual convention. Our thanks to
all
of you who have contributed to
the Friends of the Red Barn
cam-
paign
throughout the
years .
In
addition to
the 6,lOO-square
foot main
type
club area,
the
cre
ation of four
rooms in
the
back
section will allow VAA to
remove
hangar creates a
more secure,
weatherproof location
for
the
type
clubs
to meet with
member
s
who have an interest in their
par
ticular
aircraft.
The ground preparation work
and foundation
work
is
being com
pleted this winter
, and
then
the
wood frame structure, reminiscent
of
the
hangars
of the
golden age of
aviation, will be
built
as
the
snow
starts to melt.
Other changes
to
the area include
the
removal of
the
ice cream
stand
from
the
area just
to
the southeast
of
the Red Barn.
The
Classic Cafe
will
be
replaced with a different
food
venue in a
spot not too
far
from its
location in
2008.
The
re
location
of
those
two food service
venues
will allow VAA to add air
craft display areas.
We
'
ll
have more
on
the
additional plans for
the
VAA
display area
as they
are firmed
up
.
Our thanks
again
to John
Turg
yan and the other members who
have stepped
up to
help fund this
much-needed
improvement to
the
VAA
area . We'd also welcome con
tributions
to
the
building
by
type
clubs who
may
wish
to
make a do
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America s istory
In 1914 Rodman Wannamaker
(of the department store fame) con
tracted Glenn Curtiss to build
an
aircraft that was capable of flying
BY JIM P OEL AND L EE SACKETT
would be up to the task.
To
celebrate 100 years of peace
between
the
United
States
and
England, in 1913 The ondon
aily
ail
newspaper
offered a prize of
tiss had built. It also incorporated
many design features that stayed
in
use throughout flying-boat pro
duction in the coming years. The
innovations included the stepped
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compass
that
was built just for the
occasion
and an altimeter.
Also,
just above the instrument
board
mounted
just below
the
front wind
To
celebrate
100
years
of
peace
between
the
United
States
and
England
in
1913 The
ondon
aily
Mai newspaper
offered
prize of 50,000 for
the
first aerial
crossing
of
the Atlantic
between
the
two
countries.
with which
merica
was built
it
was
first test flown
on June
28, 1914),
testing
continued throughout the
next
two
months
during the sum
ships,
the
flight was postponed
and
eventually cancelled. Instead of
achieving the fame and fortune of
the
first aircraft
to
fly across the
At-
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ger, faster, nd more complex,
but
still used all the basic
innovations
th t Glenn Curtiss designed in 1914.
he
eplicil
As
part of their
continuing
work to honor
nd
com-
memorate the accomplishments of one of aviation s pi-
oneers, the volunteers of the Gl
enn
H Curtiss Museum
in Hammondsport built a reproduction of America The
project took a bit longer to build, covering a period of
three years.
After construction in the restoration shop of the
Glenn H.
Curtiss
Museum in Hammondsport New
York the wings are installed
on the
grounds of the
Mercury Aircraft Corporation.
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The planking of
the
inverted hull of
the
H-4
closely followed
high-speed
boat
construction.
The instrument ~ m ~ l ~ ~ 7 : : r J - ; -
"panel"
con
sisted of little
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Only a
few blue
prints were available.
The available drawings
documented
certain wing
sections,
the
flight
controls
, sta
bilizers, struts,
and
some
fittings.
To
aid in
filling in
the missing
knowledge, there were numerous
construction photographs
and
even patent drawings. The pho
tographs were enlarged, which al
lowed very accurate dimensions to
be
determined.
Studying
the
old
photographs
of
the
aircraft
under
construction in the Curtiss plant
became a daily ritual for the volun
teers. Thanks to the excellent reso
lution
of
the
slow film emulsions
of
that
time, amazing details were
discovered in this manner.
Each time a photograph was stud
ied,
some
new detail was
noticed.
Even a large electric drill hanging
on
a post in
one photograph that
was viewed dozens of times wasn t
noticed for more than a year.
Construction of
the
replica was
done
using
most of the
same
ma
terials
and techniques
that Cur
tiss used, such as copper rivets
and
slot-head
brass screws
(the
Phil
lips head screw wouldn t be
in
vented
for
at
least
15
years). There
were a
few
liberties taken
with
his
plane with
a bicy
cle spoke wrench.
As
the
airplane
came
together,
it was moved out of the restoration
shop onto the main floor. Watch
ing
the
work
being
done on
the
huge aircraft became quite an at
traction for visitors to the museum.
The final gross weight came
out
to
4,100 pounds. This gave the aircraft
a wing-area-to-weight ratio similar
to
a Piper J-3 Cub.
In late summer of 2007 it be
came clear
that
our engines, which
were sent
out
for overhaul, would
not be ready for the
planned
chris
tening and
first flight in September.
With
only
weeks
to
go, two
nor
mally
turning
90-hp Curtiss OX-5
engines
and mismatched props
were fitted.
I t
is worthy to note
here
that
the original America had counter
rotating propellers
that
were spe
cially carved for
the
airplane by
Dr.
Charles Olmstead of Buffalo. These
rotated just the opposite from mod
ern counter-rotating twin-engine
aircraft.
America s props had the
tions. America was officially
christened and
taxi
dem
onstrations were held, but flight
tests
would
have
to
wait until
the
freshly overhauled engines and
props were completed.
The year 2008 was a
different
story. With two newly overhauled
counter-rotating, 100-hp V-8 Cur
tiss OXX-6
engines
and matching
propellers, now mounted in the
center section, America was
again
disassembled
and
transported to
the waters of Keuka
Lake.
On September 7, 2008,
the
first
sea trials of
the
season began. The
engines were started
and
warmed
up
.
The
aircraft
then
was
turned
into the
wind
and the
throttles ad
vanced for
the
first-step taxi tests.
Would
the engines be
powerful
enough to get the aircraft on
the
step? The question was quickly an
swered. Eleven seconds later,
Amer-
ica
lifted sprightly from
the
surface
of Keuka
Lake
.
With no pitch
change,
the
aircraft transited from
displacement directly to flight. Un
like most seaplanes, which
need
time to accelerate to flying speed
8/20/2019 Vintage Airplane - Jan 2009
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the horizontal elevator trim the
next
day
we made the first flight
tests flying
merica four times.
Aside from both of us
getting some land
ings, we
found
out
a
lot about
the
handling
characteristics.
At
first
the
ailerons were
very stiff and barely responsive
so turns were avoided. Since
they
are each 17 feet long, we expected
some resistance, but not quite this
much! Later, we repaired a jammed
pulley, which fixed that problem.
The rudder was extremely heavy.
t
took all of our
strength
just to
move the ball out of the center just
a fraction. Differential thrust and
rudder
trim had much more ef
fect. The elevators were somewhat
at
50 to 55 mph,
during which
the
engines were throttled back
to
just
above idle.
At
about 5 feet off the
surface, the
throttles
were reduced
to
idle
and the
aircraft slowed
to
about
45
mph
where i t
would
softly settle onto the water. It is the
smoothest-landing
seaplane
either
one
of
us has ever flown. Over all,
America performed very well.
The preliminary flight tests
showed it to be a large, very stable
aircraft that takes some strength
to
maneuver. We
now
felt ready for
the big show in six days.
On September 13, 2008, during
the
Annual Seaplane Homecom
ing in Hammondsport merica
was started and taxied out. After
warming up the
engines, the power
was
applied. The
crowd cheered
a large sweeping turn and headed
back to the crowd where we re
peated the maneuver around the
end of the lake. We turned a
third
time back toward Hammondsport
and
started our landing approach.
It was a long, shallow
approach at
55 mph. Just above the surface the
throttles were retarded,
and America
slipped gracefully onto
the
water.
That day
the people
of
Ham
mondsport watched
and
listened
as a twin OX-powered biplane
flew
overhead
repeating an
event
that happened
nearly
a
century
ago. For us it was a true
honor
and
the
thrill of a lifetime to fly
the
same
type
of aircraft
that
Glenn
Curtiss
flew in the
same
place he
flew it. The Curtiss-Wanamaker
H-4 merica was the aircraft
that
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BILL PANCAKE
V
Hall of ame 2 8 inductee
by Dave Clark
Editor's Note: This article wa s well
on
its way to being published
wh
en
we
were
advised that
Bill Pan
c
ake
had been nominated and sel
ected
to be
the
2008
induct
ee
in
th
e
EAA Vinta
ge Aircraft Ass
ociation Hall
of
Fame
. We pe
rsonally in
-
form ed
Bill
of
his
sele
c
tion durin
g
th
e National
Aeronca
Association's
fly-in ban
quet
in Middl
e
town,
Ohio, in
the
middle
ofJune. To
say
he
was
surprised would
be
an
understatement
So
that we
could
adequately
tell
his
story at an
appropri
-
ate time, we 've held Dave Clark s terrific member profile until after
the
induction
ceremony.
HGF
In hangars, workshops,
and
fixed Here's just
one
example of his in
base operator
(FBO)
lounges,
when
ventiveness. Wh
en
Bill was
in
sev
a
question
arises
about
anything
enth
grade, he took a metal case
dealing with an
Aeronca, it's
not
for a cigarette pack
and inserted
a
uncommon
to hear, I'm
not sure-
model airplane ignition coil, bat ter
we should call Bill Pancake. ies, and a switch
th
at was triggered
While
the legal manufacturi
ng when
opened. While sitting in class
successors to
the
Aeronca type cer
one
day, he showed it
to
an unsu
s-
tificate have
been
located in a few
pecting
classmate.
The boy pulled
places like Osceola and Rochester,
Wisconsin, since 1970, Aeronca
vators
know
the real
knowledge
about
their
favori te brand
of
air
plane resides in a sma
ll
factory in
Keyser,
West Virginia, under
the
su
pervision of (Chief Engineering Offi
cer )
Bill
Pancake,
EAA
118244,
VAA
the two halves of t
he
case apart
and
got a nice shock
and
let out a yell.
The teacher
the
n stretched
out her
hand
and demanded to
have
what
Bill had in his
hand
. He gave
her
the closed case. She pulled the two
halves apart and was shocked . She
took
Bill by the
arm
and
marched
him
to the
principal's
office.
The
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principal took the case and, yes, he
pulled it apart, got
the
shock,
and
let
out
a dignified squawk.
Bill
said
years later
the
principal told
him
it
was all he could do
not to
laugh
at
him then.
The teachers
must
have
thought
he was filled with mischief,
but
they
could tell
he
was also in
quisitive
and
very bright. Still, his
stunt charging up the teacher and
principal earned
him a
three-day
"vacation,"
which
he said he used
to work
on
airplanes
While
in high
school,
his mis
chievous mind concocted a plan to
"shock"
his friends. He
mounted
a
telescoping auto
radio antenna
in a horizontal position just
under
the front bumper of his car. This, of
course, was wired
to
another igni
tion
coil
with
a switch
controlled
by
Bill. He
would
then
park just be
hind the
car of a
friend and wait
until someone leaned on the car in
front.
He
would then extend
the
antenna
to touch
the
car
in front
and,
you guessed
it, "shock" his
friend. t
seemed
his
mind was
never at rest.
Quite a few of the EAA/VAA types
are
multifaceted
in
talents.
Bill
is
"megafaceted"
Since graduating
from high school in Keyser in 1959,
Bill has
taken
15
correspondence
courses
and has mastered digital
electronics, math, physics, chemis
try, instrumentation, locksmithing,
and many
more
subjects. Besides
his
interest
in
aviation, Bill also
holds
an
advanced class
ham
radio
operator license
W8SPK) and
vol
unteers as
an
official
U.S.
Weather
has
been
working
on air
planes since
he
was a very
young boy. In 1953,
at
age
13, he was
doping
wings
behind
the hangar at the
Keyser Airport, in
the
sun
light,
and
two Civil Aero
nautics Administration
(CAA)
inspectors,
John
Gibson
and
Bob
Bell,
asked
him
what he
was doing.
He
said the dope
blushed too
much
in
the shade, so
he
moved out
into
the sun
light. The
in
spectors
asked
where
the
me
chanic who
supervised him
was. He told them, "It's Ju
nior
Thrush and he is
back
at
the
airport in Burlington.
He comes
around
once in a
while, and the airport man
ager, Stanley Dantzic, is over
in
the
office."
Needless
to say, they
called
the
mechanic on
the
carpet. Three years later,
in
1956,
at
age 16, Bill
was
taking his private
pilot
written when
he
saw
the same two CAA
inspectors.
He
thought
he
was
in
trouble when
they recognized
him,
but
they were very cor
dial and encouraged
him
to
continue
in avia
8/20/2019 Vintage Airplane - Jan 2009
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Bill s
shop is filled with
tools that are
so
organized
and
neat, they
seem
to never
have been used. Don t
let that
fool you-
he s a
prolific restorer
and
insatiable parts builder.
In the
upper
right is one of two fonns
made by Bill to
create new
Champ/Chief wing
ribs,
and
in the
comer
are
a
few of
his
OX-S engine maintenance tools.
The
Aeronca factory used Waterbury
brass
eyelets to attach the
wood fonn
ers to the steel tube fuselage. In keep
ing with
his passion
for originality in
Aeronca restorations, Bill built this
special tool to
flatten
the
eyelets.
ox-s with
Bill,
and
now he
says
that at
age 68,
he
is
probably
the
youngest OX-S mechanic around
This indexing rotisserie
helps
Bill work efficiently in his relatively ti ht
work
space.
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Young Bill at age
6.
chael
on his 16th birthday, the
Fourth
of July, 2004,
from
Miller
Field in Keyser, the same field
that
Bill
soloed from on his 16th birth
day,
February
9, 1956. And from
the same field, Curtiss Robin soloed
on his 16th birthday on the
30th
of
October this year. Grandson Robert
enjoys the airport as well-it makes
a great autocross track
Bill earned his CFI in 1970, an
A P
in 1972,
and
his IA in 1975.
His other ratings include commer
At age
15,
Bill enjoyed gas-powered,
free
-
flight
flying models.
The
ingenious
use of a model airplane ignition
coil
earned
young Bill a
visit
to the princi
pal
soffice .
1956-Aeronca sales
and
service at
Baker Air Park in
Burlington, West
Vir
ginia. Young
Bill s
early exposure
to
Aeronca
airplanes
would set a path
that he d follow
for
more
than five de
cades. The
airplane
in the foreground
is
a Messerschmitt Me-lOS.
Rockwell
hardness
tester, an
oven
that can
heat
parts
to
3,OOO°F, a com
mercial metal lathe, vertical milling
machine, metal brake, instrument
overhaul
and
repair tools, a form
for making wing ribs, an alarm that
is sounded when the sensor in his
mailbox tells
him
the mail has been
delivered,
an
alarm
that
goes off if
his city water pressure is low
and
when his emergency water pressure
pump is
activated,
an
electronics
drafting table, a large assortment
of shortwave radio transmitters, a
spray
booth with
a
brush
less mo
tor exhaust fan, and a 1I4-foot-tall
shortwave radio tower (he climbs it
to
change
the
lightbulb and Ameri
can flag-yikes ).
Bill
also designed
his own gin pole" out of 4130 tub
ing to raise the shortwave antenna.
He also has a self-designed loop an
tenna lightning
detector
to
trian
gulate
the
direction of each strike.
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During the
restoration of NC1890E,
Bill
and
Saundra
pause near
Bill's Champ
dur-
ing
the 100
anniversary
celebration of Continental
engines.
During the restoration of
NC1890E,
Bill gives
it
a test flight.
Jack Vorach s, which won
both
Best
Champ and
Best Custom in 2000.
He also had several winners at the
National Aeronca Association fly-in
at Middletown, Ohio; Sentimental
Journey at
Lock Haven, Pennsylva
nia;
and some
at
the
Winchester,
Virginia, fly-in as well.
Bill also did two
complete
res
torations of
his
own.
The
first
is a 1946 IFR-equipped Aeronca
Champ, which won Best Custom
Classic at
EAA
Oshkosh in 1981.
He recently completed a custom
Aeronca Champ, NC1890E-which
included a McDowell hand starter
with 22 field approvals. (The Mc
Dowell was standard on the Chief,
and
there
were
factory
drawings
to add
it
to a Champ.) This air
plane won
Outstanding
Aeronca
Champ in 2003 in Oshkosh, Grand
Champion and the People s Choice
Award at the National Aeronca As-
sociation Convention in 2004,
and
Best Custom Classic at
Sentimen
tal Journey in 2007. Bill said he has
no trouble getting field approvals,
since he does lots of research
and
is well acquainted
with
the very
experienced FAA personnel in the
Baltimore Flight Standards District
Office
FSDO).
To supplement his various inter
ests, Bill
is
a voracious reader. His
favorite
book
is Marks Standard
Handbook
for
Mechanical Engine
ers.
He subscribes
to
several magazines,
including Invention Technology
and said he can t wait
to
get each
issue every
three
months.
He also
prefers QST and CQ magazines, as
8/20/2019 Vintage Airplane - Jan 2009
19/44
Bill
and hisgrandson Michael Boogs during a
visit to EAA
AirVenture.
Bill;
son-in-law Michael; grandchildren Curtiss,
be
rt, Hannah, and Mark; daughter Stacey; and
Bill s wife
Saundra.
computerized system. For about the 5,000 of
them
in his personal filing
Virginian
to
receive
both
awards.
He was also recently awarded the
Distinguished Mountaineer Award
by West Virginia Governor Joe
Manchin
and was
inducted into
the
Keyser High School Legion
of
Honor in
2000
. A
lifetime mem
ber of the Silver Wings fraternity,
he has also found time to become
a deacon of the Keyser Presbyte
rian Church, a past master of Da
vis Lodge No.5 1
AF and AM
,
and
past patron of Alkire
Chapter
10,
Order of
the
Eastern Star.
Bill is
also
V an
EAA
technical counselor and an
EAA flight advisor.
We would need
a short story
no, a book-to
tell of
all
of the
accomplishmen t s of this
truly
outstanding aviator, maintenance
technician, restorer,
shortwave
radio guru,
weather
expert,
and
electronics expert. The next time
you want to know anything about
an Aeronca,
or just about any
other
antique or classic aircraft,
call Bill Pancake
When asked
how long
he in
tends to keep traveling to Oshkosh
and enter
airplanes for judging,
he
said, "As long as I am physically
able, I will look forward
to
going
every year."
Bill's wife, Saunie, said
Bill
is al
ways ready to lend a
helping
hand
to
his
neighbors
to fix broken
things,
and
it doesn' t stop with air
planes. "The
Bill
you see in Oshkosh
is the Bill I see every day;
he
is
something special." Bill said that
his
primary concern with any air
plane is to
keep i t safe
, flying,
and
legal.
8/20/2019 Vintage Airplane - Jan 2009
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Light Plane Heritage
ORIGINALLY PUBLI SHED IN E Experimenter SEPTEMBER 992
The Sport Farman
The Sport Farman was introduced
to
the aviation
world
in
late 1919
by
Henry
and
Maurice
Farman
of
Billancourt, France. The huge Farman
factory was reportedly 2 miles long,
employing 5,000 people, and capable
of producing 10 airplanes per day of
various types. The Sport Farman was
one of
the
earliest attempts to build
Y JACK McRAE, EAA 9
The airplane was of all-wood
construction;
the
fuselage
had
four
longerons and
was
covered
with
plywood.
To
avoid excessive center
of-gravity travel,
the
two seats were
arranged in tandem so
that the
rear
passenger's legs straddled
the
pilot's
seat, unfortunately preventing dual
controls from being used.
be capable of all aerobatic maneuvers.
The price at
the
factory was reported
to be approXimately $2,000.
Specifications of the Sport arman
Wing Span
23
ft.
4 in.
Length
20 ft.
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Iii
....
N IN£
t3
-,.,-.
-
)-
---.:..
--
-
I
I -
-
I
-
8/20/2019 Vintage Airplane - Jan 2009
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an hour of St. Louis, a failure
of
the
magneto drive forced
them down again
and
required
installation of a
new engine.
After finally arriving at the
races,
the other
more powerful
airplanes were
found to
be
too
fast for the Farman in the closed
course races. The
return
trip
to
Philadelphia was made without
further troubles. Flying from a
small field on the Delaware River
near Philadelphia on weekends,
a good business was developed
carrying
passengers
for $5
rides
or
$10
for a
ride under
the
bridge. Some airplane sales
were made, and charter
trips
in good
weather
and jobs such
as dropping leaflets provided
income. Eventually
the
Farman
was
cracked up in an emergency
landing
in
the river caused
by
a broken control
cable,
but
the
new Farman in
the
On to
Dayton race, but delays due
to
weather
prevented them from
finishing
in time. When they
arrived in Dayton , a ground
loop
caused
the
racing-t
y
pe
landing gear to collapse, putting
them out of
any
further
races.
After repairs
and returning
to
Philadelphia, the Super Sport
was used for charter and flight
instruction
and proved to be
very satisfactory.
In 1927
the Ludington
Company built up a special Sport
Farman from spare parts for
the
trans-Atlantic pilot
Clarence
Chamberlin. This
ship
had
rounded wingtips, redesigned tail
surfaces and landing gear, and
a 50-hp Siemens Halske engine.
Chamberlin
called
it the
Je
rsey
Sport
Farman
showing
its
speci l l nding
gear
27-1/2-foot
span, had a
greater
without injury to pilot or passenger. range, and was powered with a 90
In 1924 a later model
Farman,
hp
Anzani
engine
equipped with
the Super Sport, was
obtained
by dual ignition. The
National
Air
the
Ludington
Company.
This
Races were held in Dayton in 1924,
model was slightly
larger
with a and Ludington and Hewitt entered
Skeeter
and
used it
for several
years until it was cracked up by
another pilot.
References:
viation
magazine, March I, 1920;
June 12 1922; June 11
1923.
OP
Pilot magazine, July
1961
- :+
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aSH
1
The recommended speed for maximum aviation enjoyment.
2
Optimum dream lift off speed.
3
The designated speed for
stress retraction. 4 The speed at which Oshkosh comes each
year. See also: www airventure org
http:///reader/full/www.airventure.orghttp:///reader/full/www.airventure.org
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Y
DOUG
STEWART
Between a
rock
and a
hard
spot
In last month s article I wrote
about flying on the backside of the
power curve.
So
just as a refresher
in case you didn t get a chance to
read it, the backside
of the
power
curve
exists
whenever there
isn t
sufficient power
to overcome the
induced
drag created by high an
gles of
attack.
Anytime we fly in
slow flight, we are
most often
on
the backside of the curve. In this
re
gime, you will notice that if you in
crease back pressure
on
the stick,
the
houses actually get smaller
rather
than
bigger. This is why it's known
as
the area of reverse command.
And of course if we
continue to
pull on the stick, or yoke, the air
plane will reach its critical angle of
attack, and if that angle is exceeded
the airplane will stall. To add insult
to
injury, if we
haven t
added
suf
ficient right rudder to compensate
for all the left-turning tendencies
occurring in this attitude, when the
airplane stalls, it will most likely
spin.
flight rules VFR) aircraft is hover
ing
at
5,500 feet.
However,
there are certainly
times when we might very well
have
to
fly the
backside of
the
power curve,
not
to
confuse a con
troller, but to
achieve
a specific
task. Ask any bush pilot to describe
his technique for landing on a very
short landing strip, especially when
it is surrounded by obstacles,
and
he will
explain
his
method
as be
ing on
the
backside of
the
power
curve,
balancing pitch and power
to keep
them on
a steep glide slope
at slow speed. This is the technique
I had to use landing at a l,900-foot
runway (not that
that
is very short)
in
the
hills of New Hampshire this
past summer.
It was the end of August on what
was perhaps
one
of
the most
beau
tiful days of the year. The temper
ature
was in
the
mid-70s,
the
air
was smooth with light and variable
winds on the ground, and the high
pressure
helped to
create visibili
rolling hills and thick forest, and
then suddenly
emerged
at
the air
port. The only real indication that
we had transitioned to an airport
was a windsock, a couple of
han
gars,
and my
parked Cardinal
RG.
Although the runway
had
been
dirt for many years (and really was
a continuation of the dirt road), it
was now paved with asphalt. It also
was not flat, but had a gentle roll
ing
contour
similar to
the end
of a
roller coaster ride.
The airport narrowed toward
the
departure end, with rising wooded
terrain on both sides,
and
trees at
both
ends. (This sure
isn t
Kansas,
Toto )
At
least the density altitude
wouldn t be an issue, what with
the
moderate temperature,
high
pres
sure, dry air, and a field elevation
of
only
510
feet.
The windsock
indicated light
winds
at about 3
knots, favoring a departure to
the
southwest. The winds wouldn t be
of much help, especially in clear
ing the trees, but it was better
than
8/20/2019 Vintage Airplane - Jan 2009
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the left side
of the
runway. They
seemed to be
moving
to the edge
of
the
woods that bordered
the
air
port, so with maximum power still
applied
I
released the brakes and
started the take-off roll.
Watching
to
confirm
that
the
airspeed indicator was alive, I saw
the airspeed come
up
to 55 lAS (in
creased attack speed) and then I no
ticed it drop
back
down to about
52 lAS.
I momentarily considered
aborting the takeoff, but we were
already
about
two-thirds
of the
way
down the runway, and the possibil
ity of not
being
able
to stop
before
the end of the runway ran through
my mind.
Virtually at the same time as I
completed that
thought, the air
speed
reached
the
rotation speed
of
65 lAS
and
I
felt
it better to
con
tinue the takeoff. We rotated and
I
lowered
the nose to achieve a
Vx
of
about 7
lAS (slightly lower
than the max gross Vx of 7 lAS).
We
were rapidly
approaching some
pine trees,
and
being concerned
that we
might not
clear
them I
low
ered
the
flaps
another
10 degrees
to balloon us over the trees,
which
worked.
But
now
I had used up a lot of
energy, and I needed to regain it.
That meant I
would
have to raise
the
flaps back to a
10-degree
set
ting, which would also mean that
we
would
settle
as
that
occurred.
There were still
more
trees in front
of
us, so I
turned toward
the low
est of those.
The
gear was still ex
tended.
Knowing
that the
worst
is with the
not making
enough
power for
us
to climb. Lowering the nose would
put us into
the
trees, whereas
main
taining the pitch I had might clear
them. Pulling
back
on
the
yoke
would put us dangerously close to
a stall.
With
the trees
getting
ever closer
it was
difficult
not
to
pull on the
yoke. The stall warning started to
sound intermittently
and
I worked
the
pitch
to
keep us above stall
speed. At this point we were at the
trees,
and the
propeller
hit
a
branch
somewhere between 5 and 6 o clock
. .
. then I
noticed
it drop back
down
to about S2 lAS.
I momentarily
considered
aborting the
takeoff . . .
of the
propeller arc.
Another
foot
of
altitude and we would have cleared
the trees.
The airplane
yawed and banked
to
the right after the
prop
hit the
top branch of the and
and got outside of the airplane. My
friend was
not
responding to my
inquiries
of
her
condition.
Once
outside the airplane, I was thinking
of how to get
her
out, when
a fire
man miraculously appeared
on
the
scene. A
second fireman
appeared
and they quickly
took
charge of the
situation.
We
both suffered severe injuries,
but
by
the time you read this, our
recoveries should be almost com
plete. In fact, three weeks after the
accident,
I
was
in the
backseat
of
the L-3 I wrote about in the last ar
ticle,
to
finish up
that client s
tail
wheel transition training.
For
many
student pilots, the
landing is considered the
most
dan
gerous time of the flight.
While
it
might be
the
most
anxiety
produc
ing
for
the
novice pilot, the
fact
remains
that the
most dangerous
time
is
the takeoff. I t
is
at this time
that
we
have minimal
energy, and
altitude.
If
the yogurt
hits
the fan ,
the
options are nil.
You
might very
well find
yourself stuck
between
that rock
and
a
hard
spot,
behind
the
power curve
with
nowhere to
go .
Was
there
anything I might have
done differently? Could I have pre
vented
this
accident?
You
had bet
ter believe I spent many a sleepless
night
during
my
early recovery go
ing over
and
over the accident and
the
events
that
led
up to
it.
The
bruises I
suffered
were not
only
physical, but
mental
and emotional
as
well.
I am
happy to say
that I
am well on
the
road
to
a complete
recovery.
8/20/2019 Vintage Airplane - Jan 2009
26/44
1ST
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CESSNA FLYER ASSOCIATION
TREVOR JANZ
WAUPACA MUNI CIPAL AIRPORT
THE BLUE HANGAR
P.O.
Box 381
WAUPACA, WI 54981
920-867-2800
FAX : 920-867-2805
WWW .C
ESSNAFLYER.ORG
$40/YR
PUBLICATION : MONTHLY
CESSNA
OWNER ORGANIZATION
JENNIFER JENSEN
N7450 AANSTAD RD
mailto:[email protected]:[email protected]:[email protected]:///reader/full/WWW.AERONCA.ORGhttp:///reader/full/WWW.AERONCA.ORGhttp:///reader/full/WWW.AERONCA.ORGmailto:[email protected]://http//AERONCAhttp://http//AERONCAhttp://http//AERONCAmailto:[email protected]:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.AERONCAPILOTShttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.AERONCAPILOTShttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.AERONCAPILOTShttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.BEECHAEROCLUBhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.BEECHAEROCLUBhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.BEECHAEROCLUBmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.BELLANCA-CHAMPIONCLUBmailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/WWW.BONANZA.ORGhttp:///reader/full/WWW.BONANZA.ORGhttp:///reader/full/WWW.BONANZA.ORGhttp:///reader/full/WWW.TWINBONANZA.COMhttp:///reader/full/WWW.TWINBONANZA.COMhttp:///reader/full/WWW.TWINBONANZA.COMhttp://www.ibdaweb/http://www.ibdaweb/http://www.ibdaweb/http:///reader/full/150152.cOMhttp:///reader/full/150152.cOMhttp:///reader/full/150152.cOMhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAI50-152http://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAI50-152http://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAI50-152mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/ESSNAFLYER.ORGmailto:[email protected]:///reader/full/WWW.AERONCA.ORGmailto:[email protected]://http//AERONCAmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.AERONCAPILOTShttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.BEECHAEROCLUBmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.BELLANCA-CHAMPIONCLUBmailto:[email protected]:///reader/full/WWW.BONANZA.ORGhttp:///reader/full/WWW.TWINBONANZA.COMhttp://www.ibdaweb/http:///reader/full/150152.cOMhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAI50-152mailto:[email protected]:[email protected]:///reader/full/ESSNAFLYER.ORG
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CESSNA T- 50 THE FLYING BOBCATS
JON D. LARSON
P.O .
Box 566
AUBURN, WA 98071
253-670-8218
SKYKI [email protected]
WWW .ANGELFIRE.COM .M12/BOBCAT
CONTACT CLUB
FOR
DUES INFO
PUBLICATION : QRTLY
EASTERN CESSNA 190 195
ASsoc.
CLIFF CRABS
25575 BUTTERNUT RIDGE ROAD
NORTH OLMSTED, OH
44070
440-777-4025
$15 INITIAL,
THEN
AS REQUIRED
PUBLICATION: 4/YR
INTERNATIONAL CESSNA 120/140 Assoc .
KEN
& LORRAINE MORRIS, PRESIDENT
2900 HOWARD ST
POPLAR GROVE, IL 61065
815-547-3991
PRESIDENT@CESSNA
120-140.0RG
WWW .CESSNA 120-140.0RG
$25/YR
US; $35 INT'L
PUBLICATION : BI-MONTHLY
INT
' L
CESSNA
170
ASSO
C. ,
INC
.
22 VISTA VIEW LN.
CODY WY 82414
307-587-6397
WWW.CESSNA 17 0 .0RG
$45/YR
170
NEWS
, QUARTERLY
INT'L
CESSNA
180 185 CLUB
KEITH PETERMAN
40087
MISSION BLVD . #
392
FREMONT, CA
94539-3680
510-226-1364
FAX : 510-226-1464
PR
WWW.SKYWAGONS .ORG
$25/YR
PUBLICATION : BI-MONTHLY
INT' L
CESSNA
195 CLUB
COYLE SCHWAB
632 N. TYLER RD.
ST. CHARLES, IL 60174
630-513-7002
COY LE . [email protected]
WWW.CESSNA 195.0RG
$25/YR
DE
HAVILLAND
MOTH
e CHIPMUNK CLUB
DAVID M. HARRIS
2024 75TH ST
KENOSHA, WI 53143
26 2 -
652-7043
MOTHFL [email protected]
$5/YR
PAPER TIGER,
4-6/YR
ELECTRONIC
ERCOUPE OWNERS
CLUB
CAROLYN T. CARDEN
P.O. Box 7117
OCEAN ISLE BEACH, NC 28469
910-575-2758
WWW .ERCOUPE.ORG
$30/YR US ;
$35
INT' L
COUPE CAPERS, MONTHLY
FAIRCHILD CLUB
JOHN W. BERENDT, PRESIDENT
7645 ECHO POINT ROAD
CANNON FALLS, MN 55009
507-263-2414
WWW .FAIRCHILDCLUB.COM
$20/YR
PUBLICATION: QRTLY
FAIRCHILD
FAN
CLUB
ROBERT L. TAYLOR
P. O. Box 127
BLAKESBURG, IA 52536
515-938-2773
FAX:
515-938-2093
ANTIQU
EAI
WWW.ANTIQUEAIRFIELD .COM
$18
FOR
3 ISSUES . FAIRCHILD FAN
INTERNATIONAL FLEET CLUB
JIM
CATALANO
8 WESTLI N LN.
CORNWALL, NY 12518
845-534-3947
HTTP
://WEB.MAC.COM/FLEETCLU B/FLE ET_
CLUB/HoME .HTML
CONTRIBUTIONS
PUBLICATION: 3-4/YR
FUNK AIRCRAFT OWNERS ASSOCIATION
THAD SHELNUTT
2836 CALIFORNIA Av.
CARMICHAEL, CA 95608
916-971-3452
WWW.FUNKFLYERS .
ORG
$12 / YR
CANADIAN
HARVARD AIRCRAFT Assoc.
RAY WHITTEMORE, PRESIDENT
244411
AIRPORT ROAD ;
Box
175
TILLSONBURG, ON N4G 4H5
CANADA
519-842-9922
FAX: 519-842-3292
WWW.HARVARDS.COM
$50/YR
ROAR OF THE
HARVARD, QTRLY
HATZ
BIPLANE ASSOCIATION
P.O. Box 85
WILD ROSE, WI 54984
918-269-3361
WWW.WEEBEASTIE .COM/HATZCB 1/
$20/YR
PUBLICATION: QUARTERLY
HATZ
CLUB
ROBERT
L.
TAYLOR
P. O.
Box 127
BLAKESBURG, IA 52536
515-938-2773
FAX
:
515-938-2093
ANTIQU EAI RFI ELD@SIR ISONLlNE.COM
WWW.ANTIQUEAIRFIELD C
OM
$18
FOR
3 ISSUES, HATZ HERALD
HEATH PARASOL CLUB
WILLIAM SCHLAPMAN
6431 PAULSON ROAD
WINNECONNE, WI 54986
920-582-4454
HOWARD
CLUB e
HOWARD AIRCRAFT FOUNDATION
EDWARD R. MOORE
P.O. Box
50
WEST MYSTIC, CT 06388
860-536-3002
$30/YR
PUBLICATION : QUARTERLY
THE ARCTIC e INTERSTATE LEAGUE (TAIL )
STEVE DAWSON,
262-642-3649
WAYNE FORSHEY,
740-472-1481
W.A.FoRSH [email protected]
NEWSLETTER QTRLY VIA INTERNET
mailto:[email protected]:///reader/full/WWW.ANGELFIRE.COMhttp:///reader/full/WWW.ANGELFIRE.COMhttp:///reader/full/WWW.ANGELFIRE.COMmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.SKYWAGONSmailto:[email protected]:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAmailto:[email protected]:[email protected]:///reader/full/WWW.ERCOUPE.ORGhttp:///reader/full/WWW.ERCOUPE.ORGhttp:///reader/full/WWW.ERCOUPE.ORGmailto:[email protected]:///reader/full/WWW.FAIRCHILDCLUB.COMhttp:///reader/full/WWW.FAIRCHILDCLUB.COMhttp:///reader/full/WWW.FAIRCHILDCLUB.COMmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.FUNKFLYERShttp:///reader/full/WWW.HARVARDS.COMmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.WEEBEASTIE.COM/HATZCBhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.WEEBEASTIE.COM/HATZCBhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.WEEBEASTIE.COM/HATZCBmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDmailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/WWW.ANGELFIRE.COMmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.SKYWAGONSmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.CESSNAmailto:[email protected]:[email protected]:///reader/full/WWW.ERCOUPE.ORGmailto:[email protected]:///reader/full/WWW.FAIRCHILDCLUB.COMmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.FUNKFLYERShttp:///reader/full/WWW.HARVARDS.COMmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.WEEBEASTIE.COM/HATZCBmailto:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDmailto:[email protected]:[email protected]
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LUSCOMBE
ASSOC
I
ATION
STEVE KROG
1002 HEATHER LANE
HARTFORD, WI
53027
262-966-7627
FAX: 262-966-9627
WWW.LUSCOMBEASSOC.ORG
$30
US/CANADA; $35
INT'L
USD
PUBLICATION : 6/YR
THE LUSCOMBE ENDOWMENT INC
DOUG
COMBS
2487 S. GILBERT RD
UNIT 10 6
, PMB 113
GILBERT, AZ
85295
480-650-0883
FAX
:
484-762-6711
M R.LUSCOM B [email protected]
HTTP://LUSCOMBESILVAIRE.INFO
No
DUES
REQUIRED. DONATIONS.
WIN
ME
RAFFLE SUPPORT
ONLINE
AND
MEYERS AIRCRAFT OWNERS Assoc .
DOUG
ESHELMAN
1563 TIMBER
RIDGE DR.
BRENTWOOD, TN 37027
615-400-3382
FAX:
615-371-8231
WWW.MEYERSAIRCRAFTOWNERS.ORG
POSTAGE
FUND
DONATION
NEWSLETTER: 3-4/YR
MONOCOUPE
CLUB
FRANK
&
CAROL KERNER
1218 KINGSTOWNE PLACE
ST. CHARLES,
MO
63304
636-939-3322
MONOCOU [email protected]
WWW
.MONOCOUPE.COM
OPTIONAL, HELP
COVER
WEB
SITE
FEES
PUBLICATION: WEBSITE
ONLY
WESTERN ASSOc. OF MOONEY MITES
( WAMM )
MICHAEL HARMS
P.O. Box 391641
MOUNTAIN VIEW, CA
94039
650-966-8292
WWW.MOONEYMITE.COM
DUES: NONE
NAVION PILOTS ASSOCIATION
JON HARTMAN
P.O. Box
6656
VENTURA, CA
93006
805-320-3924
JON@NAVIONPILOTS .
ORG
WWW.NAVIONPILOTS.ORG
$25/YR
NEWS VIA
WEB
NAVION
SKIES
RALEIGH MORROW
P.O. Box
2678
LODI , CA 95241
209-482-7754
FAX: 209-367-9390
WWW
.NAVIONSKIES.COM
$29 .
95
NAVION SKIES/AMERICAN NAVIONEER
PARRAKEET
PILOT CLUB
BARRY TAYLOR
Box 127
BLAKESBURG, IA
52536
515-938-2773
FAX:
515-938-2093
ANT/QU EAI
RFI
WWW.ANTIQUEAIRFIELD.COM
$18
FOR 3 ISSUES
THE PARRAKEET PILOT
BRODHEAD PIETENPOL ASSOC .
Doc
MOSHER
P.O. Box 3501
OSHKOSH, WI
54903
WWW
.PIETENPOLS.ORG
$16/YR
PUBLICATION: QUARTERLY
INTERNATIONAL PIETENPOL ASSOCIATION
ROBERT L. TAYLOR
P O. Box
127
BLAKESBURG, IA
52536
515-938-2773
ANTIQU EAI RFI ELD@SIRISONLlNE .COM
WWW
.ANTIQUEAIRFIELD .COM
IB FOR
3 ISSUES
CUB CLUB
STEVE KROG
PIPER
APACHE
CLUB
JOHN J . LUMLEY
6778
SKYLINE DRIVE
DELRAY BEACH, FL
33446
561-499-1115
FAX :
561-495-7311
CAPTAI NAPACH [email protected]
WWW.PIPERAPACHECLUB.COM
$36/YR
PIPER AVIATION MUSEUM
FOUNDATION
JOHN R. MERINAR, PRESIDENT
1 PIPER
WAY
LOCK HAVEN,
PA
17745
570-748-8283
FAX
: 570-893-8357
WWW.PIPERMUSEUM.COM
$20/YR
THE CUB REPORTER , QRTRLY
PI PER
FLYER
ASSOC IATION
TREVOR JANZ
WAUPACA MUNICIPAL AIRPORT
THE BLUE HANGAR
P.O. Box
381
WAUPACA, WI
54981
920-867-2800
WWW.PIPERFLYER.ORG
P I PER
OWNER SOCIETY
JENNIFER JENSEN
N7450 AANSTAD RD
lOLA, WI
54945
866-697-4737
FAX: 715-445-4053
WWW.PIPEROWNER .ORG
$49
.95/YR
PUBLICATION: MONTHLY
SHORT
WING PIPER CLUB,
INC
ELEANOR MILLS
P.O.
Box
10822
SPRINGFIELD,
MO 65808-0822
417-883-1457
MEMBERHI [email protected]
WWW.SHORTWING.ORG
$30
/Y R US/CANADA;
$40
INT'L
USD
SHORT WING PIPER NEWS, BI-MONTHLY
mailto:[email protected]:///reader/full/WWW.LUSCOMBEASSOC.ORGmailto:[email protected]://http//LUSCOMBESILVAIRE.INFOmailto:[email protected]:///reader/full/WWW.MEYERSAIRCRAFTOWNERS.ORGmailto:[email protected]:[email protected]:[email protected]:///reader/full/WWW.MOONEYMITE.COMhttp:///reader/full/WWW.NAVIONPILOTS.ORGmailto:[email protected]:///reader/full/WWW.NAVIONSKIES.COMhttp:///reader/full/WWW.NAVIONSKIES.COMhttp:///reader/full/WWW.NAVIONSKIES.COMmailto:[email protected]:///reader/full/WWW.ANTIQUEAIRFIELD.COMmailto:[email protected]:///reader/full/WWW.PIETENPOLS.ORGhttp:///reader/full/WWW.PIETENPOLS.ORGhttp:///reader/full/WWW.PIETENPOLS.ORGhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDmailto:[email protected]:[email protected]:///reader/full/WWW.PIPERMUSEUM.COMmailto:[email protected]:///reader/full/WWW.PIPERFLYER.ORGmailto:[email protected]:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.PIPEROWNERmailto:[email protected]:[email protected]:///reader/full/WWW.SHORTWING.ORGmailto:[email protected]:///reader/full/WWW.LUSCOMBEASSOC.ORGmailto:[email protected]://http//LUSCOMBESILVAIRE.INFOmailto:[email protected]:///reader/full/WWW.MEYERSAIRCRAFTOWNERS.ORGmailto:[email protected]:///reader/full/WWW.MONOCOUPE.COMmailto:[email protected]:///reader/full/WWW.MOONEYMITE.COMhttp:///reader/full/WWW.NAVIONPILOTS.ORGmailto:[email protected]:///reader/full/WWW.NAVIONSKIES.COMmailto:[email protected]:///reader/full/WWW.ANTIQUEAIRFIELD.COMmailto:[email protected]:///reader/full/WWW.PIETENPOLS.ORGhttp://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.ANTIQUEAIRFIELDmailto:[email protected]:///reader/full/WWW.PIPERAPACHECLUB.COMmailto:[email protected]:///reader/full/WWW.PIPERMUSEUM.COMmailto:[email protected]:///reader/full/WWW.PIPERFLYER.ORGmailto:[email protected]:[email protected]://localhost/var/www/apps/conversion/tmp/scratch_5/WWW.PIPEROWNERmailto:[email protected]:///reader/full/WWW.SHORTWING.ORG
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REARWIN CLUB
ROBERT L. TAYLOR
P. O.
Box
127
BLAKESBURG,
IA
52536
515-938-2773
FAX:
515-938-2093
ANTIQU
EAI
R
FI
WWW
.ANTIQUEAIRFIELD.COM
18
FOR 3 ISSUES
REARWIN REGISTER
INTERNATIONAL
RYAN
CLUB
JOE R. HODGES
11298
TWIN SPIRES DR.
FLINT, TX
75762
903-894-8993
WWW
.RYANCLUB .
ORG
15
ELECTRONIC
20
PRINT US ; 25
INT'L
PUBLICATION: QUARTERLY
1 26 ASSOCIATION
(SCHWE I
ZER)
BEVERLY BECKWITH
106 W CROSSWIND CT.
TULLAHOMA, TN 37388
931-455-3990
BI
PLAN
126ASSOCIATION.ORG
15/YR (WEBSITE
HAS
ADD'L OPTIONS )
PUBLICATION: BI-MONTHLY
STEARMAN RESTORERS ASSOCIATION
JACK DAVIS
7000
MERRILL AVE., Box 90
CHINO AIRPORT
CHINO, CA 91710
626-792-0638
WWW.STEARMAN.NET
35/YR US
STEARMAN FLYING WIRE, QRTRLY
STINSON HISTORICAL e RESTORATION
SOCIETY
(OR STINSON 108, ANTIQUE AIRPLANE
Assoc. )
ROBERT TAYLOR
P.O.
Box 127
BLAKESBURG , IA
52536
515-938-2773
FAX:
515-938-2093
ANTIQU EAI
RFI
ELD@SIRISONLlNE .COM
WWW.ANTIQUEAIRFIELD.COM
24
FOR 3 ISSUES
SENTINEL OWNER
e
PILOTS Assoc.
(STINSON
L-5)
JAMES H. GRAY
1951 W. COOLB
ROOK
Av E.
PHOEN IX, AZ
85023
602-795-0413
AKDHC2 PI
LOT@YAH
OO .COM
WWW.SENTINELCLUB.ORG
22
ELECTRONIC
30 US/CANADA PRINT
35
INT'L
NEWSLETTER: QUARTERLY
SWIFT
MUSEUM
FOUNDATION, INC.
CHARLI E NELSON
P. O. BOX
644
ATHENS, TN 37371-9644
HEADQUARTERS: 423-745-9547
PARTS DEPARTMENT: 423-744-9696
CHARLI E: [email protected]
SECRETARY: SWI [email protected]
WWW.SWIFTMUSEUMFOUNDATION .ORG
35/YR
PUBLICATION: MONTHLY
WEST COAST SWIFT
WING
GERRY
OR
CAROL HAMPTON
3195 BONANZA DR
CA
MERON PARK, CA
95682
530-676-7755 VOICE FAX
AV8RG [email protected]
15/YR
PUBLICATI ON: MONTHLY
TAYLORCRAFT FOUNDATION, INC
FORREST A. BARBER, PRESIDENT
13820
UNION AVE. NE
ALLIANCE, OH 44601
330-823-1168
FA X: 330-823-1166
WWW .TAYLORCRAFT.ORG
15/YR
PUBLICATI ON: QUARTERLY
TAYLORCRAFT
OWNERS CLUB
STEVE KROG
1002
HEATHER LANE
HARTFORD, WI
53027
262-966-7627
FAX
:
262-966-9627
WWW.TAYLORCRAFT.ORG
35/YR
PUBLICAT ION: QRTRLY
TRAVEL AIR
Dlv.
OF
BEECHCRAFT
HERITAGE MUSEU M
P. O. Box
550
TULLAHOMA , TN
37388
931-455-1974
FAX:
931-455-1994
WWW.BEECHCRAFTHERITAGEMUSEUM.ORG
50/YR
US 60
INT'L USD
PUBLICATION : 4-5/YR
TRAVEL AIR RESTORER S Assoc.
(TARA)
JERRY IMPELLEZZERI
4925
WILMA WAY
SAN JOSE, CA
95124
408-356-3407
CLEAR_PRO p2003@ YAHOO.COM
WWW.TRAVELAIR .
ORG
15/YR US ;
20
INT'L
TRAVEL
AIR
LOG, QUARTERLY
AMERICAN
WACO CLUB, INC.
PHIL COULSON
28415 SPRINGBROOK DR .
LAWTON , MI 49065
269-624-6490
RCOULSON516@cs
.COM
WWW.AMERICANWACOCLUB .COM
35
US
; 45 INT ' L
WACO WORLD NEWS, BI-M ONTHLY
NATIONAL
WACO
CLUB
ANDY HEIN S
50 LA BELLE ST.
DAYTON , OH 45403
937-313-5931
WWW
.NATIONALWACOCLUB.COM
20/YR US
25
IN
T'L
WACO PILOT BI - MONTH LY
WESTERN
WACO
ASsoc.
SCOTT WOODS
P.O. B
ox
720
TIBURON , CA 94920
415-419-4510
FAX: 415-435-2518
F2R EDJACKET@MSN .COM
WWW .WESTERNWACO.COM
10/YR
ELECTRONIC; 20 PRINT
PUBLICATI ON: QUARTERLY
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8/20/2019 Vintage Airplane - Jan 2009
30/44
CROSS &
COCKADE
BOB SHELDON, SECRETARY
14329 S. CALHOUN AVE.
BURNHAM, IL 60633
708-862-1014
$15/YR
PUBLICATION : BI-MONTHLY
EASTERN REG.
U.S.
AIR RACING AssoC.
JACK DIANISKA, PRESIDENT
26726 HENRY ROAD
BAY VILLAGE, OH
44140
440-871-3781
FLORIDA ANTIQUE BIPLANE
Assoc
, INC.
LARRY ROBINSON
10906 DENOEU ROAD
BOYNTON BEACH,
FL
33437
561-732-3250
B EYEVI [email protected]
$48/YR
THE FLYING
WIRE,
MONTHLY
FLORIDA CUB FLYERS, INC.
LARRY ROBINSON
10906
DENOEU ROAD
BOYNTON BEACH, FL 33437
561-732-3250
B EYEVI [email protected]
$48/YR
THE CUB COURIER, MONTHLY
INTERNATIONAL DEAF PILOTS AsSoC.
KEVIN WILLIS, DPA TREASURER
4641
MYRA AVENUE
CYPRESS, CA
90630
WWW .DEAFPILOTS .
COM
$35/YR
INT ' L FELLOWSHIP OF FLYING ROTARIANS
907-783-2128
FAX:
907-783-2639
ROYMARSDEN@IFFR.
ORG
WWW.IFFR.ORG
$40/YR
US
INT'L
FLYING FARMERS
P.O.
Box
9124
WICHITA, KS
67277-0124
316-943-4234
FAX: 800-266-5415
FLYI NG FARM [email protected]
WWW.FLYINGFARMERS.ORG
$70/YR
LAKE
AMPHIBIAN
FLYERS CLUB
MARC RODSTEIN
7188 MANDARIN DR.
BOCA RATON, FL 33433
561-483-6566
FAX: 561-892-3128
WWW
.LAKEFLYERS.COM
$59, $69 INT'L
LAKE FLYER NEWSLETTER
NATIONAL AIR RACING GROUP
BETTY SHERMAN
1932 MAHAN AVENUE
RICHLAND, WA 99354
509-946-5690
B
ETTY
.
SH
ERMAN@VERIZON .NET
$15 FOR FIRST MEMBER IN HOUSEHOLD
$3 FOR EACH
ADDITIONAL
PROFESSIONAL AI RRACING,
4-13/YR
NATIONAL ASSOC. OF PRIEST PILOTS
(
NAPP
)
WWW
.PRIESTPILOTS .
ORG
NATIONAL BIPL ANE ASSOCIATION
CHARLES
W.
HARRIS
P.O. Box 470350
TULSA,
OK 74147-0350
918-665-0755
FAX : 918-665-0039
WWW
.NATIONALBIPLANEASSN.ORG
WWW
.BIPLANEEXPO.
COM
$25
INDIVIDUAL;
$40 FAMILY;
ADD $10 INT'L
PUBLICATION:
BI-ANNUAL
NINETY-NINES, INC.,
WOMEN PILOTS ORGANIZATION
LAURA OHRENBERG
4300 AMELIA
EARHART
LN.,ST
A
OKLAHOMA CITY,
OK
73159
405-685-7969
FAX: 405-685-7985
99S@NINETY-NINES .
ORG
WWW.NINETY-NINES.ORG
$65/YR
PUBLICATION: BI-MONTHLY
NORTH AMERICAN TRAINER Assoc .
( T6, T2 8 , NA64, NA50, P51, B25)
KATHY & STONEY STONICH
25801
NE
HINNESS ROAD
BRUSH PRAIRIE, WA 98606
360-256-0066
FAX: 360-896-5398
NATRAI N [email protected]
WWW.NORTHAMERICANTRAINER .
ORG
$50
US/CANADA;
$60 INT'L
USD
NATA SKYLINES, QUARTERLY
SENTIMENTAL JOURNEY
TO
CUB HAVEN, INC.
CARMEN BAN FILL
ANNA
"RUSTY"
WALLACE
P.O . Box
J-3
LOCK HAVEN ,
PA 17745-0496
570-893-4200
FAX: 570-893-4218
WWW.SENTIMENTAUOURNEYFLY-IN .
COM
$12/YR
INDIVIDUAL, $17 FAMILY
PUBLICATION: 2/YR
SILVER WINGS FRATERNITY
P.O . BoX 44208
CINCINNATI , OH 45244
WWW
.SILVERWINGS .
ORG
$25/YR
SLIPSTREAM, BI-MONTHLY
SOCIETY OF AIR RACING HISTORIANS
HERMAN SCHAUB
168 MARION LANE
BEREA, OH
44017
440-234-2301
WWW .AIRRACE.COM
$20/YR
US; $23 INT'L
PUBLICATION : BI-MONTHLY
UN ITED FLYING OCTOGENARIANS
BART BRATKO
19 BAY STATE RD
NATICK, MA 10760
508-651-8287
WWW
.UNITEDFLYING·OCTOGENARIANS.
ORG
$15/YR
UFO NEWSLETTER, BI-MONTHLY
VINTAGE SAILPLANE ASSOCIATION
4673 SAPPHIRE DR.
HOFFMAN ESTATES, IL 60195
WWW
.VINTAGESAILPLANE.ORG
$25/YR
BUNGEE CORD, QUARTERLY
WACO HISTORICAL SOCIETY, INC.
WACO AIRCRAFT MUSEUM
KAREN PURKE, EXEC . DIR .
P. O. Box
62
TROY, OH 45373-0062
937-335-WACO; 1-5 SAT-SUN
KAR EN
PURKE@WOH .
RR
.
COM
WWW
.WACOAIRMUSEUM .
ORG
$20/YR
THE WACO WORD, 4/YR
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