VA-Vol-1-No-2-Jan-1973 by EAA Vintage Aircraft Association

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l~t PRt~IOt~r~ PAbt

By E. E. "Buck" Hilbert, President EAA Antique And Classic Division

ANTIQUES AND CLASSICS ON THE WAY

Action at Headquarters includes a numbering system for the Antique and Classic Division card holders, design of our own letterhead, an illustrated brochure and best yet, our maga足 zine which you are reading now, thanks to Jack Cox. The membership number you receive will not coincide with your EAA number for a couple of reasons. One is expiration date differences and, two, since we are a Division we felt new and separate numbers would be more appropriate. Our letterhead will soon be in evidence, another mark of individuality. There has been suggested our own jackets and hats in a distinctive color. My feeling is that many of us have already purchased EAA jackets and since money is the object along with loyalty to our parent organization we should keep the basic jacket, add our patch, and maybe wear a sepa足 rate and distinctive ball cap ... Let's have some comments on this. The new brochure will be a simple photoplay and description of our Division with an application and an applicant history form. We'd like to uncover any talents and also indi足 ~iduals who will participate in Division activities ... at Oshkosh and other fly-ins, and even here at Headquarters. If you have a favorite picture of yours or any aircraft you would like to see used in the brochure, send it in. We will use as many as we Can. Another item of interest. Life memberships are available in the Antique and Classic Division. Same terms, same price as EAA Life Memberships. Contact Bonnie Poberezny if you are interested. Special numbers here too. Now that you've seen "The Vintage Airplane", grab your pencil and a post card and for足 ward your critique and comments to myself' or Jack Cox. We may not change anything but you'll make us think, and we might print your letter, too.

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PAGE 5

VOLUME 1 -

NUMBER 2

JANUARY 1973,

TABLE OF CONTENTS Take My Toothbrush, But . .. ! .. . By Buck Hilbert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Fleet Club ... . ..... .... .. .. ..... . . . ............... . . ... ......................... . . Ercoupe .. . By Kelly Viets ... . ..... . . ... . . ... . ................ ... .................. Among Friends ........... '. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Chapter News ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. How To Join The Antique/Classic Division ............... .. ........................ How To Start An Antique/Classic Chapter .. ....... . . . ................... . . . . '..... . . EAA Name Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Luscombe Ai rworthi ness Di rective .... . .. .. ... . .............. .. ...... .. ............ Calendar Of Events . .. ...... . ................... .. . . .. . . .. ....................... .

5 8

10 12 13 13 13 14 14 15

ON THE COVER ... Buck Hilbert and his Fleet 2. Photo by Ted Koston .

EDITORIAL STAFF

Ed itor - Jack Cox

Assistant Editor - Golda Cox

THE VINTAGE AIRPLANE is owned exclusively by Antique Classic Aircraft, Inc., and is publ ished monthly at Hales Corners, Wis . Second Class Per'l'it is pending at Hales Corners Post Office, Hales Corners, Wis. 53130. Annual membership of the Division is $10.00 for a 12 month period of which $7.00 is for the subscription to THE VINTAGE AIRPLANE. All Division members are required to be members of the parent organization, the Experimental Aircraft Association. Membership is open to all who are interested in aviation.

ANTIQUE AND CLASSIC DIVISION OFFICERS PRESIDENT足 E, E, HILBERT 8102 LEECH RD. UNION, ILLINOIS 60180

VICE PRESIDENT J, R. NIELANDER, JR. P. O. BOX 2464 FT. LAUDERDALE, FLA.

SECRETARY RICHARD WAGNER BOX 181 LYONS, WIS, 53148

TREASURER NICK REZICH 4213 CENTERVILLE RD. ROCKFORD, ILL. 61102

33303

DIVISION EXECUTIVE SECRETARY BONNIE POBEREZNY, EAA HEADQUARTERS

Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229, _. Hales Corners, Wisconsin 53130 Copyright

<!:>

(Photo by Ted Koston)

How all this started goes back several years. I've al ways been considered fickle when it comes to airplanes. "Love 'em and Leave 'em," was my way. Since 1960 when I got back "IN" as an airplane owner, I've had an airplane a year, sometimes two. A PI'-23 first, then a PI' 22. A Porterfield LP-65, an Aeronca 65LA Chief, a 7 AC Champ, another PI'-22, an Aeronca C-3, another PT-22, the Ar!ow Sport "M", a Cessna 120, Meyers OTW, Breezy, Luscombe 8A, and the Fleet 11. Egads! That's fourteen airplanes! That's a real indicator of how fickle I am. Now if that was women, I'd be the hero of the Aviation Fraternity. I'd admired Charlie Smith's Brewster Fleet for years and I never could understand Charlie's jealousy and possessiveness about the machine. After all it was just another flying machine, but he turns from a smiling Irishman into a mean and dirty old man and really gets on the defensive when someone comes near. He snarls at little kids. Swears at women and gets down right rude with fellow airmen. All because of that Fleet. And since he doesn't want anyone to know what joy this machine gives him, and how easy it is to fly, he spins long hairy yarns about how wicked it is. How it will bite you. Never to land on pavement. How you take your life in your hands everytime you fly it ... if you believe even half of what he says, you turn and run. Well, I happen to know this guy pretty well. I've seen his inner self a couple of times when we were buck ing thunderstorms, weather down to real tight minimums;

was lookin' sideways at me all the while I was preflight ing him ... each time I discovered some hangar rash or a loose somethin' or other, he seemed to shrug his wings a little and stand a little prouder. I guess this was the first indication that there was a personality here. He reminded me of an old, but still proud, stallion ... full of scars, but still willing, still full of fire, and ready to go. Ralph helped me push him up to the gas pump. He was completely dried out and took the full eighteen gallons plus a couple quarts of oil. I took another look at that Kinner and with Ralph in the rear cockpit steeled myself for a tedious propping job. We used our PI'-22 experience and after a sufficient number of blades. to clear the lower jugs some, primed it and hollered "Contact". I don't think either of us was prepared for the immediate bang, pop and clatter. It started just that easy. While I suited up (it was about 25 degrees), Ralph taxied up and down and around the strip. No sign of all those wicked tendencies. It didn't suddenly flip upside down, or cartwheel. or do anything. I felt sorta stupid 'cause I had relayed all the precautions to be taken to Ralph. He came back with his goggles up on his fore head and grinnin' like you never saw. He was so cold he was shivering, but his first words were "when could he fly it?" Now it was my turn. I jumped in and even with no right brake and that 15-20 knot wind there were no problems. That wheezy Kinner pulled like an R-985 and

•

ice and snow up the Kazoo ... and I'll fly with him any time! The only real thing that ever gets him uptight is when someone asks for a ride in that Fleet. I've finally figured it out. He just doesn't want anybody askin' him to share his greatest possession. That danged Fleet has a real hold on him. I understand perfectly, now) cause I have the same problem, but I'm getting ahead of my story. Dorr Carpenter started me lookin' at 431K. It was rumored to be for sale, but Dorr, a Ryan purist, wasn't interested, so he tossed it to me. I was interested. Inter ested enuf so that I grabbed Ralph Redmer and his Cherokee 180 and we buzzed right out there. There sat the saddest, awfullest lookin' thing I'd ever seen. It was tucked into the back of an open air hangar with one wheel blocked up to raise the wings high enuf to make room for the Cessna 140 to be shoved in. The faded blue and. white paint was covered with bird dirt and dust. The oil puddle beneath that sad lookin' Kinner and the weather beaten prop was scarey, too. The tires looked flat and it was a pretty sorry lookin' mess. I al most called the whole thing off right then and there. We moved it out. The Kinner seemed to have one good jug and wheezed like an old sow when we pulled it through. The tires were indeed almost flat and the birds were real unhappy at having their nests evicted. The right brake was flat. The only really new thing was the seat belts. Brand new nylon PT belts, so stiff they could hardly be adjusted. Despite all this obvious tatter and the timeworn look, there was something regal about this old guy. He looked me over as I was lookin' him over. I was feelin' like he

•

sounded like a John Deere. After a couple runs, I let him have his head and away we went. With that wind a cautious final resulted in a real high approach. I dropped it in and blasted off for another try. This was fun ... the Myth dissolved in the breeze ... I shpt three or four more and we started for home. I nearly froze, but I really didn't notice. I was too deeply enthralled with this goofy lookin' bird. He cruised at 85 with 1550 rpm. He didn't really want to stall. His longitudinal stability was absolutely nil. If the nose went down or up it stayed there till either it began to push the redline or until all speed was lost and then we'd mush. Down near the ground in mechanical turbulence he had . a mind of his own, but even then he was rock steady, light and nimble on the controls. At the completion of each maneuver, (no aerobatics) he just asked, "What next, Buddy? What are we gonna try now?" This tattered old wind wagon .really had a personality. I had planned landing at Elgin, 'Illinois, to be on the safe side. (My strip was 1400 feet with a dog-leg, trees and very narrow.) But I soon realized there was just no reason to go all the way to Elgin. Our Flighty Fleet would go into the strip with no sweat at all besides, the wind was right down the runway so why not? Ralph had been flying circles around us watching this get-acquainted process. I'd caught a glimpse of him now and again in various positions around me. I didn't really realize how I had ignored him until he com plained about it later. Ralph took several pictures and clocked the cruise speed. He also watched me fall out ofthe sky doing stalls - couldn't figure what was up when I was checking that stability tendency - but stuck with

me at 80-85 mph all the way home . .. about 125 miles. We landed at my strip. Ralph followed us in and after exclaiming at how short a runway the Fleet needed, took a rain check when I offered him a ride. He could see the cold soak setting in pretty good by this time. As it turned out, he didn't get his ride for several months. I pulled the heads off the Kinner the next day. With Ralph's help, we did a very thorough valve job. I replaced all the push rod shrouds, installed new plugs and harness, reworked the carb, and heat muff assembly, re-did the mags and fixed that leaky fuel selector. Had the prop reworked up at Whirlwind, replaced the front crankshaft oil seal and caught up on lots of the little airframe stuff, too . . . like tail wheel tire, new gas gauge, new brakes, bird's nest removal, a few patches here and there, and a little clean ing up. Curt Taylor came in here to supervise and nit-pick my work. He shot me down for relicense with a leaky gas tank. Finally, all the things were done and altho' the rag was marginal, he was ready to fly. Ralph got his ride. My wife and kids got theirs and I was having a ball. But for some strange reason I wouldn't let anyone fly it. I made excuses about brakes, about get

(EAA Photo)

Bucky's favorite window to Mother Earth.

ting acquainted , stuff like that. I didn't attach any im portance to it at first. Never gave it a thought. Then I let Curt Taylor fly it. I died a thousand deaths. I couldn't watch. I finally ducked into the office for a cup of coffee, but even then I couldn't keep my eyes off that tattered blue wind wagon. Curt must have shot ten landings. I was a wreck. I had applied so much body english I was all but exhausted. I don't mean Curt can't fly, he is one of the better types and he understands old airplanes, this is just a something I suddenly developed that got worse as time went on. Then he left the pattern. My relief was soon replaced by another dread . Was he never coming back? It seemed like an eternity before I heard that Kinner on downwind. The relief at seeing him back was soon forgotten with the twitch and turn of quickly applied body english as I worked very hard through several more landings. When

he taXied in for gas I literally ran out to look "MY" air plane over. I ali but ignored Curt. Gradually over the next year I seemed more and more reluctant to fly 431K. I didn't take him anywhere. I made excuses about having too much to do on the farm, or it was too windy, or something else needed attention. Arid then a strange thing began to happen. I began to drop into the hangar just to look at him, to pull the engine through, check the oil, to just sort of pet him once in a while. There were a few short side trips during this year with a Meyers OTW, a Luscombe 8A, Breezy and a Starduster, but really, they were just side trips, comparisons. I al ways came back and 431K always won the competition, "no sweat"! He knew he was the best damned flyin' ma chine in the air, and he also knew he had me right where I'm tender. Strange, isn't it? I even find myself compar ing the DC-8 to this guy. And, again, I'm embarrassed by my reluctance to let anyone fly him. I've turned down people like Bill Dodd, my buddy Dario Toffenetti, Ralph, and others who I know are real good or better than average aviators, with lame excuses. This just ain't like me. I've always shared m)t flyin' machines with any and all who would take the stick, and I've enjoyed doing it, too. Ask anyone! My machine was there to fly. I've given hundreds of rides and always jumped out and let them fly solo. Blakesburg '71 put me on the defensive. Evander Britt and his buddy Dusty Rhodes gave me the "Poor Boy Award" - a pocket knife - to scrape the grease and dirt off my airplane. I'll treasure that award always, but I was too wrapped up in just enjoyin' my Fleet to really realize how tattered and dirty he really was. I kept tellin' myself all he needed was a little paint Rnd maybe a little rag here and there , and maybe a set of tires, and maybe the engine was a little tired, but he flew better than any other airplane there. Maybe the brakes do lock up, but once you horsed him off he flew like a dream. So what if them Stearmans and Waco's were prettier .. . what do they know?? Oshkosh '72. We were flanked by Tom Street's pret ty Fleet on one side and Robert Frqst's on the other. They both looked good, but compared to 431K they were im maculate. I was miserable. I developed a bad limp, I felt a hundred years old, I wailed to George York about how lousy it was to grow old. It was terrible. Then the heavens opened up and sent me a saviour. Bill and Dorothy Haselton met me on the line the after noon I got there. Almost before the handshake was over Bill was talking projects, parts, and plans for a new project .. . and did I know where he could find one? Knowing this guy's wizardry with "Oak Lawn Corduroy", and remembering the beautiful examples of his work from experience, namely the Rearwin at the Museum, his own T-Craft and other projects I had seen, I didn't dare hope ... but I asked anyway. "How about a Fleet, Bill?" I didn't get the derisive hoot I expected. He didn't laugh at me either. He just simply asked if I really meant it, if I had considered the cost and when could I bring it over? He spent the whole day looking the airplane over, wiggling this and wiggling that, and taking men tal notes on what had to be done, where. The first hint that he was going to tackle the job was when he walked up to the Fleet owner next to mine and said, "You got a nice airplane here, fella , but watch out. WE'll be here next year with a job that'll knock your eyes out!" Chapter 101's annual bash at Joliet was to be the de livery date. Bill would pick it up there. This was right after Blakesburg where I came pretty near getting the Ratty Bird Award, which I largely ignored. I knew I not only had the oldest unrestored and best airplane there, but when we came back we'd have a whole new set of

threads and they'd really have something to look at. And they will, too, this guy Haselton is somethin' else. UAL had other ideas and the Joliet Fly-In was viewed from thirty-nine thousand feet as I flew a charter from the west coast to Detroit. Almost before I got home the phone was hot ... Haselton, wanting to know where the air plane was? - why didn't I get it over there? I stalled him. Now that the time had come, I was reluctant to take him over to be torn down. I finally took him over to SBN on Wednesday, October 18. About ten days later I was invited over to view the naked bones and Curt Taylor made the pre-cover in spection. Bill showed us the scars 431K had collected during his 43 years. 16 splices were evident in his bones. There had been a cracked longeron at the lower left en gine mount attach point. Then there were all the badly worn bolts, and every bushing was badly worn and had been replaced, but do you know something? He was all

original, he was honest, and I think Bill is being afflicted with Fleet syndrome, too, 'cause less than a month later he has him standin' on his new 650-10 shoes in his Tennessee Red suit. Next spring will see him adorned in his yellow wings and by early summer he'll be back in the air. Only one thing though, I had to promise Bill he could fly it, and I'm already polishing up my best body eng lish and strengthening my white knuckle grip. Possessive and selfish as I was when this airplane was such a "DAWG", what is it gonna be like when I get him back and he is all shining and pretty and "NEW"? I once knew a guy who was the most generous fella I have ever met ... would give you the shirt off his back and have it altered if it didn't fit. Two things, 'tho, were sacred to him. He always said you could have any thing he owned except his wife and his toothbrush ... well, I'm one up on him! I also have my "Fleet"!

Buck's Fleet in the '50's ..

. .. And In 1963.

If you are a Fleet enthusiast, then perhaps you will want to join the Fleet Club and receive the group's newsletter. For information write: Bob Von Willer, President Fleet Club P. O. Box 1426

Spring Valley, California 92077

The Fleet Newsletter is printed bi

monthly. At present there are 98

club members who own 92 Fleet air

craft. 25 of these are currently flying

and the remainder are under restora

tion.

The Fleet Club has drawings availa ble as well as Fleet decals. Many wing fittings and internal wing parts are available to club members . Several Fleet Club members can provide services valuable to restorers: - For sources of laminated upper spars contact: Chuck Nichles P . O. Box 952

Brenham, Texas 77833 - or

George Haddock

Route 5, Box 709

Battle Creek, Michigan 49016

- Dick Probert (contact Fleet Club

for address) is modifying 22 x 10 x 4

wheels to accommodate 8:50 x 6 tires

and tubes.

As previously noted there are 92

Fleets known to still be in existence

(on the U. S. Civil Aircraft Registry)

- with unknown numbers in other

countries.

Following is a list ofU. S. registered Fleets by Model, N Number, and Serial Number. By knowing the N Number, one can keep up with the Fleets - regardless of how many times they change hands - by con sulting the latest copy of the U. S. Civil Aircraft Registry .

FLEET 2 - - Kinner K-5 N Number N 8648 N 8687 N 236H N 286H N 403K N 410K N 413K N 415K N 432K N 436K N 605K N 610M N 616M N 617F N 691M N 724V N 760V N 764V

FLEET 2 -

FLEET 1 N Number N 289H N 8600 N 8616 N 8618 N 8626 N 1980M N 420K N 607M N 638M N63J N 649M N 766V N 771V

145 Warner

Serial Number 5 14 28 30 39 40 143 183 213 229 233 347 352

Year Built

1929

1930

FLEET 2 - - Kinner R-440B Series N Number N 8632 N 431K N 448K N 606M N 608M N 648M N 774V

Serial Number 45

154 171 182 184 223 355

Year Built 1929

1929

1930

N Number N 314L N678M N1P N 748V FLEET 7 N Number N 743V N 798V FLEET 7 N Number N 226H N 228H N 411K N 424K N 446K N 716V N 780V N 788V N 794V N 795V N 63V N 86V N 53Y

A Fleet 1 at Oshkosh ... then owned by Dr. Roy Wicker of Atlanta .

Serial Number 61 74 104 119 126 133 136 138 155 159 181 186 192 193 241 290 340 332

Year Built

1929

1930

Kinner R Series

Serial Number 108 226 325 333

Year Built

1929

1930

Continental W670 Series Serial Number 308 378

Year Built

1930

1931

Kinner R-440-1 B Series Serial Number

121

134

147

169

311

361

369

375

376

402

404

412

Year Built

1929

1930

1931

1932

Jack Fahey's Fleet 168.

FLEET 7 N N N N N

Number 8620 440K 13933 790V

Serial Number 32 163 326 372

Year Built . 1929 1929 1930 1930

FLEET 7 - - Phillips Model 333 N Number N 637M

Serial Number 212

Year Built 1942

FLEET 7 - - Warner R-500-2 N Number N 442K N 682M

Serial Number 165 230

Year Built 1929 1930

FLEET 8 - - Kinner R-44G-1 B Series N Number N 49V

FLEET 9 - - Kinner. R-440-1 B Series

Kinner R Series

Serial Number 803

Year Built 1931

N Number N 939V N 66V

Serial Number 503 508

Year Built 1931 1932

FLEET 10 - - Kinner R-440-1 B Series N Number N 2069 N 751V

Serial Number 262 411

Year Built 1939 1932

N 1328V N 39612 N 666J N 39615 N 211K N 31684 N 1238V N 3~618 N 9427H N 8468 N 39617 N 39623 N 128H

FLEET 16B - - Cont. R-670 N Number N 41871

Serial Number 519

Year Built 1940

FLEET 16B - - Kinner B N N N N N

Number

39606

39604

39601

24197

Serial Number 285 289 301 303

Year Built 1941 1941 1941 1941

325 339 350 359 387 474 512 533 539 556 610 646 668

1942 1941 1941 1941 1941 1942 1942 1942 1942 1942 1940 1942 1942

FLEET 16B - - Kinner R N Number N 685M N 162V N 39630 N 39622

Serial Number

277 284 443 636

Year Built 1930 1941 1941 1941

FLEET 16B - - Warner R-500 N Number N 39627

Serial Number 663

Year Built 1941

fR[OUPf

By M . C. "Kelly" Viets

Ercoupe Club

Rt. 1, Box 200

Stilwell, Kansas 66085

For me one of the most fascinating things about avia tion has been to study and watch the genius and deter mination of men as they try to reach the ultimate design of aircraft. I feel privileged to have had the opportunity to have not only observed, but also had the unique experience of having flown an aircraft for the past 26 years that I consider one of the outstanding designs in the history of aviation. This design , of course, is Mr. Fred E. Weick's Ercoupe. After having made such a statement, let me give my reasons. A small amount of research will reveal that Mr. Weick is a very methodical and practical man while being blessed with true genius as few men are. In 1930, Mr. Weick set down a list of 25 things which he con sidered were necessary for the criteria of the ideal light plane design.

Mr. Weick's preliminary statement of light plane re quirements , a one-page memorandum, which he still has and which was born of discussion with countless pilots, engineers , etc., as well as his own experience, called for a plane with the following characteristics (besides linked controls and freedom from spin and wing-tip stall): Ability to land safely at both the greatest angle of attack and the greatest gliding angle maintainable in other words , ability to make satisfactory landings with out particular respect to the pilot's skill; stable "hands off' level flight, i.e., level flight without constant, weari some fussing by the pilot, as was the case with an old, unstable plane like the Jenny; dynamic longitudinal stability as nearly as possible "dead beat", that is, if the nose is raised or depressed, as by a gust, the plane should return to level flight without excessive up-and-down

swaying or "hunting"; inability to maintain a dive at a speed greater than 1.1 times the maximum horizontal speed; wide range of vision in the air and on the ground; reasonable comfort in gusty and bumpy air; minimum air speed, 30 mph; cruising speed 100 mph; take-off run 100 feet; landing run 50 feet; rate of climb 400 feet a minute; optimum angle of climb about 10 degrees; minimum glid ing angle, five degrees or less; maximum gliding angle, 27 degrees; ~imple engine and auxiliary controls; simple, rugged structure, to keep down repair time and original and maintenance cost; vibration, only slight and unob jectionable; side-by-side seating, to permit companion ship; interior quiet enough for normal conversation; built in crash protection for pilot and passenger; and the plane as a whole small in size. Then during the winter of 1933-34 he, along with some friends, constructed his first aircraft which embodied his criteria. The aircraft was a high wing monoplane (unique in 1934) with a pusher engine, twin booms to twin rud ders, the main wheels were widely spaced at the rear and .. . "HORRORS!" ... there was a nose wheel. Now, this really shook up the Civil Aeronautics per sonnel. The plane was appropriately called W-1. The plane was built following a series of tests with gliding

models - built in his basement in slightly over a year's time - the cost approximately $2,000.00. This included a geared drive Pobjoy engine. Built of wood and steel tub ing it is interesting to note some of the design figures. The plane had a 30 foot span (sound familiar?), weighed 1,150 pounds, wing area was 161 square feet but it only cruised at 80 mph. But it did accomplish its purpose. Its stalling speed was 35 mph, take-off run was 120 feet and landing run was 100 feet. About this time the Bureau of Air Commerce, under Mr. Vidal, became interested in private flying and started a research program to produce a $700 light plane that would be safe for the average man to fly. The man they placed at the head of this project was Mr. John H. Geis se. His first step was to contact the NACA. There he. m~t aircraft which met or exceeded their proposed specifi cations. The Bureau arranged to purchase the plane for tests for $5,000.00. This accomplished, they immediately ran into a typical bureaucratic reaction of aversion at the purchase of a "backyard" aircraft. Therefore, they had Fairchild construct a copy so they could test a "pro fessional" product. This plane was called W-1-A. Similar in all respects except t_h e_ plane was equipped with

1936 Weick W-1A

SLOT LIP AILERON

GLIDE-CONTROL FLAP CRUISING POSITION

~~~ \\ \ \

CUTTING OUT YAW In 1936 Fred Weick was test flying his W-1A with a N.A.C.A. slot-lip aileron. With the aileron up, lift was killed and the slot behind it prevented the formation of burbling, which would cause a momentary accumu lation of lift. The ever-open slot through the wing prevented the wing tips from stalling at large angles of incidence.

The W-1A was an experiment to develop that elusive "everyman's airplane". Looking at present-day stall/spin fatality statis tics, we wonder if Mr. Weick shouldn't have been given support in pursuing this line of work.

',"-

\\ A~'"' \,\\\ LANDING ' RANGE

(Drawing by Jack Cox)

flaps instead of the fixed slots on the original. Again, typically, they were so sure something had to be wrong with a nose gear that they ended up destroying the air craft trying to produce "shimmie" in the nose wheel. All this in the face of the fact that no "shimmie" problem had developed in the original design. Mr. Weick had been in touch with an old friend, Mr. Henry Berliner, who was head of Erco, a firm of aviation tool makers . Mr . Berliner was, by the way, the son of the inventor of the microphone . From this meeting these men set out to design an aircraft which not only had all the safety principles but would have good looks, sturdiness and utility. The first Ercoupe was built and flown in 1937 and was affectionately called the "Jeep". It was powerf;ld by a 40-hp Continental pending development of Erco's own 65-hp power plant. Designed by Harold Morehouse this design was a 4-cylinder, inline, air-cooled engine. The production costs proved to be excessive and the engine • was dropped in favor of the new 65-hp Continental. This then became the production model , of which 112 were constructed prior to the war. Our friend, Mr. Larry Acock, radio man par excel lence, was installing our radio and he told the story of his father-in-law, who purchased an Ercoupe in Kansas City, Kansas at the Fairfax Airport. After purchase, it was decided to find the production number of the air craft. So while the mechanic crawled inside", the proud new owner got out his paper and pencil. The mechanic called out "one" loud and clear, then crawled out and started closing the cockpit. The new owner said, "Well, what's the rest of it?" "That's all", came back the startling answer.

The sad end to this is that the aircraft was totalled

Dear Mr. Cox : It is difficult to top the week of the Fly-In , and seeing an old bird one has labored over for several years featured in the SPORT AVIATION adds to one's en joyment. Please add my name to the thousands that have been able to enjoy THE Fly-In, and who have appreciated every minute of it. I have several comments concerning the Lenape Cub : a) Ken Kress who established a record in the orig inal 20280 flew the airplane from Friendship Airport when it was completed . He is head of the GADO office. b) My good friend Charles Schuhart who sanded , painted , ribstitched , and bossed me start to finish on this project, won 't speak to me unless the notion that my wife and I flew the J-3P to Oshkosh is corrected . It was Charlie and his wife , Dolores, who sat for 34 hours as it chugged across country. I met hi m there after picking up a new Bonanza in Wich ita on Satur day, the day the Fly-In began. I think that you will agree that that was some vacation with flying machines. It was indeed a great week and Charlie's return with the Silver Age Category Champion ship Award topped it all off . Many thanks to all in the EAA who worked so hard and who produced such a magn ificent week. With best regards, Alfrea S. Garrison, M. D. Wilkens & Pine Heights Avenues Balti more, Md . 21229

some time ago when it was blown over by a large airline type. Most of the above information was gleaned from an article published in Air Trails Magazine, March 1945, written by Mr. Leonard Engel. The only thing Mr. Engel did not see was the impact that the Ercoupe would ul timately have on private aviation. This, I have been pri vileged to see. . In 1946, when I was first "slipping the surly bonds of earth", there was only one plane on our entire- airport that had a nose wheel and that, of course, was the Er coupe. The plane also had one of those new-fangled electric starters and lights - real deluxe. Those of us who were trying for commercial licenses were required to have ten hours night flying so we had to check out in the Ercoupe. This was fine because the plane looked good to me. The only problem was my instructor - it seems he was mortally afraid of having a wheel up front, plus the shortage of rudder pedals. I can still remember my own aching legs from stomping the floor with nothing there. It wasn't until several years later that I finally be gan to fly the Ercoupe as it was designed to fly. Now, friends, look at a modern airport and remem ber the Ercoupe was the number ONE mass production tricycle gear. In 1945 and 1946 no one was even thinking of the impact this little airplane would ultimately have, but today, Mr. Weick should surely take great satisfaction in the total acceptance of his design philosophy. It made me smile when I asked an instructor with almost a thousand hours to go around the patch with me in a Cessna 180 that was for sale. His reply was , "Me, fly one of those tricky tail draggers? Never!" Yes , Mr. Weick, your design theory has been accepted.

Dear Jack : My copy of Vintage Airplane arrived yes terday· and I was very surprised , to say the least, to see the old FC-2 adorning the cover as well as the nice story inSide. Many thanks for the plug. The least I can do is to join the Antique and Classic Division and pay my $10.00 which is enclosed . I already have a card for 1972 so this wi II take care of 1973. I am making progress on the Curtiss Wright Speedwing which , as you know, I trucked back from Milwaukee a few months ago. I built a complete left lower wing which is now complete except for the plywood on the wing walk . I' m waiting 'i~ the plywood which I had to order so as soon as it arrives I will get it installed . I hope to have the whole thing flying by the summer of 1974 and if so I plan on bringing it to Oshkosh . It will be a rare bird as it is the only Model B14B still in existence. I understand that there is a Model A14 some where in North Carolina. This model had the 7 cyl. Wright R760 of 230 hp whereas mine has the R975 of 440 hp. It should be a bomb with all that horsepower. I enjoyed seeing Golda and yourself at our Tulsa Fly-In and hope you had a nice Christ mas and will have a good New Year. Lots of luck as Editor of Vintage Airplane. Yours, H. M. (Herb) Harkcom Buzzards Roost, Rt. 1 Inola, Oklahoma 74036

Hello Jack, Sorry to have missed the last Antique and Classic meeting. Received " The Vintage Ai rplane" and it looks like a winner . Enclosed is my ten dollars dues for the An tique and Classic Division. I will be looking forward to seeing you nice people at the next meeting . Sincerely , Vince Mariani 636 W. Melrose Findlay, Ohio 45840

[AR~lI~A~-YIRbl~IA _ .-Officers for 1973 are.~ President Herb Puckett Rt. 7, Box 668 J Charlotte, N. C. 28213 Vice President Dr. Ed Garber, Jr. 1810 Lakeshore Dr. Fayetteville, N. C. 28304 Sec.!Treas. Liz Pace 3000 Crawford Ave. Gastonia, N. C. 28052 Newsletter Editor Ray Bottom, Jr. 103 Powhatan Parkway Hampton, Va. 23361 Ray Bottom publishes the Chapter's excellent bi monthly newsletter, Antique Airways. It is available to all interested antique and classic enthusiasts for $5.00 per year, which includes membership in the Chapter. The newsletter is printed on offset and contains pictures and news of the activities of this large and very active group. For membership, send your check to Liz Pace. The Carolinas-Virginia Chapter's 1973 fly-in calendar has been set (see "Calendar of Events") for Santee, S. C. in the spring and Gastonia, N. C. in the fall. These are annually very large and well attended antique and classic fly-ins. Dr. Ed Garber has added a 1931 Stinson JRS to his stable of antiques which includes an Aeronca C-3 and a Curtiss-WrightCW-1- both in that much-bandied "mint" condition. Past-president Morton Lester of Martinsville, Virginia should have flown his 110 Special Monocoupe by the time you read this. This "Clipwing" is a "new" one in that it is not a factory 110 Special. It was modified from a straight 110 just as John Livingston did to create the ori ginal Clipwing in the earl~30's. (Photo by Jack Cox)

John McCulloch, left, Harold Neumann and "Little Butch".

And speaking of Clipwing Monocoupes, the most famous one of them all, N36Y, is currently undergoing a complete restoration. This is the famed "Little Butch' in which Woody Edmondson won the World's Aerobatic Championship at Miami in 1948. This little tiger has for several years been the _proud possession of John McCul loch of Fairfax, Virginia. He has the fuselage at Ken Hyde's shop near Warrenton, Virginia and the wing at "Pop" Hatchers in.. Lynchburg, Virginia. "Little Butch" will be restored just as it was when owned by Edmond son. One of the rarest antique airplanes in the world today has just emerged from Dick Terhune's restoration shop near Charlottesville, Virginia - a 1922 Farman Sport.

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The proposed new Florida Chap ter of the EAA Antique and Classic Division will hold a fly-in and organizational meeting January 20-21 at Lake land, Florida. Paul Poberezny, EAA President, will be . the principal speaker. Antique/Classic Division Presi dent Buck Hilbert, Vice-President J. R. Nielander, and Secretary Dick Wagner will also be on hand to welcome this fine group into our organization. Richard "Jonathan Livingston Seagull" Bach is also slated to be present. Bach has recently made his home in Winter Haven. Florida Chapter officers for 1973 are:

President James A. McClanahan 2116 Cordova Circle Lakeland, Fla. 33803 Vice President George R. O'Neal 4750 Cove Circle 505 St. Petersburg, Fla. 33713

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Sec.lTreas. W. D. Thompson Rt. 6; Box 70 Lakeland, Fla. 33801 Chaplain Olin Longcoy Rt. 3, Box 398 Orlando, Fla.

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Membership in the EAA Antique/Classic Division is open to all EAA members who have a special interest in the older aircraft that are a proud part of our aviation heritage. Membership in the Antique/Classic Division is $10.00 per year which entitles one to 12 issues of The Vintage Airplane published monthly at EAA Head quarters. Each member will also receive a special Antique/ Classic membership card plus one additional card for one's spouse or other designated family member. Membership in EAA is $15.00 per year which in cludes 12 issues of Sport Aviation. All membership correspondence should be addressed to: EAA, Box 229, Hales Corners, Wisconsin 53130.

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EAA is now chartering Antique/Classic Chapters around the nation. The basic requirement is ten mem bers of national EAA. The Chapter must become incor porated as a non-profit organization in accordance with the laws of the given state and this incorporation must be maintained from year to year. First, a list of 10 national members of EAA (names, addresses, EAA numbers) should be sent to EAA Head quarters along with a formal request to organize a Chap ter. Upon receipt of this material, EAA will mail out a Chapter "Starter Kit" that will contain all information necessary for your group to become a Chapter in the finest and most active aviation organization anywhere.

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EAA is about to become SAA. A formal vote has been taken among the officers and directors of EAA that has resulted in a unanimous vote to change the name of the Experimental Aircraft Association to the Sport Avia tion Association. This change is coming about because "EAA" no longer reflects the true scope of activities of the organiza tion. Further, recent accidents, involving "experimental" aircraft (not homebuilts) have brought the wrath of public opinion down on us - as a result of mis-information and a "guilt-by-association" line employed by the news media. It is recognized that we must do whatever is neces sary to protect the organization from severe governmental restrictions that may be demanded by an ill-informed general public. Watch the pages of Sport Aviation and The Vintage Airplane for an announcement of the timetable for the changeover to the new name.

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JANUARY 20-21 - LAKELAND, FLORIDA - Organizational meet

ing of the Florida Antique/Classic Chapter of EAA. Paul Poberezny

to be featured speaker. Fly-In activities. Contact: James A. Mc

Clanahan, 2116 Cordova Circle, Lakeland, Florida 33803.

MAY 4-6 - SANTEE, SOUTH CAROLINA - Wings and Wheels Mu

seum/Airport. 5th Annual Spring Fly-In of Carolinas-Virginia

Chapter of EAA Antique/Classic Division. Contact Chapter Secre

tary Liz Pace, 3000 Crawford Ave., Gastonia, N. C. 28052 (704/

864-4534). The East Coast's really big show for antiquers.

JUNE 8-10 - DENTON, TEXAS - Denton Municipal Airport. 11th

Annual Texas Antique Fly-In. Everyone welcome - Texas hos

pitality assured. Contact: Jack Winthrop, 3536 Whitehall Drive,

Dallas, Texas 75229.

JULY 29-AUGUST 4 - OSHKOSH, WISCONSIN - 21st Annual EAA

International Fly-In Convention. Complete program and awards

for antique and classic aircraft. World's greatest aviation event.

SEPTEMBER 28-30 - GASTONIA, NORTH CAROLINA - Gastonia

Municipal Airport. Carolinas-Virginia Chapter Annual Fall Fly

In. Contact Liz Pace (see address above).

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55-24·1 Luscombe. Published in 21 FR 9540 on December 4, 1956, and as amended in 22 FR 2416 on April 11, 1957, is further amended by Amendment 39-1565. Applies to .all 8 Series aircraft except Model 8-F with Serial Num 'bers S-l and up. To be accomplished by March 1, 1956, and at every annual periodic inspection thereafter, Extreme surface corrosion has been found to exist in side the fuselage spar carry through structures PIN 28018 and 28019 of Luscombe Series 8 aircraft, par ticularly in those airplanes which are located near coastal areas. If allowed to progress, such corrosion could deteriorate the spar carry through members un til a structural failure occurred. This corrosion is internal and cannot be detected by an external inspection. Therefore, the inside surfaces of the spar carry through members must be inspected. This may be accomplished by either of the two following ac ceptable methods: (1) Remove wings from the airplane and also the wing attachment fittings. The ends of both the front and rear spar superstructures will then be open so that an internal inspection of these hat-section members can be made. (2) Use of this method of inspection will not require the removal of the wings from the airplane. One-half inch holes may be drilled through the top wing skin directly over each spar carry through member so that a visual inspection can be made directly into the bottom of the hat sections. The airframe structure had adequate margins of safety in this area so that the existence of the lh-inch inspection holes will not impair the structural integrity of the airplane. Five of these lh-inch holes should . be drilled over each of the spar carry through hat sec tions, one hole at the middle of each spar carry through, one hole 5 mcheS from each outboard end of the wing at tachment fittings and one hole approximately centrally located between this latter hole and the middle hole. This will provide a distance of approximately 7lh inches between holes and should render it possible to inspect all ofthe internal surface ofthe hat-section spar carry through members. After the inspection has been made, the lh-inch holes must be covered with a small patch of aircraft fabric doped to the surface of the wing skin or by the insertion of a rubber or neoprene seal plug, or equivalent. This method will also provide a ready means of rechecking the spar carry through members for corrosion during the time of subsequent inspections. If any evidence of corrosion is found to exist, the af fected spar carry through member should be removed and replaced with an identical new part. The above inspections may be discontinued if both spar carry through structures are replaced with new parts that are identical to the original and properly anodized .and painted to prevent corrosion, .or if an equivalent modification is approved by the Chief, Engineeri~g and Manufacturing Branch, FAA Southern Region. This Amendment 39-1565 becomes effective Decem ber 2,1972.

EAA Antique/Classic embroidered patches (pictured at right) - A distinctive, colorful emblem . $1 .50 each EAA Caps - men and ladies. Specify small, medium , large , or extra large . Ladies, one size. $2.25 each 1973 EAA Calendar. Made of heavy, unbleached cloth. Features full color renditions of a Standard J-1 , P-51 , Scorpion Helicopter, and a Dyke Delta. $2.30 each EAA Flight Bags. Durable nylon with waterproof lining . Blue with EAA decal on both sides. $4 .50 each

--------*------- Write for a complete listing of EAA publications and merchandise free of charge. Includes a listing of all available back issues of Sport

Aviation

-------- *------- EAA PUBLICATIONS OF INTEREST TO ANTIQUE AND CLASSIC ENTHUSIASTS AND/OR RESTORERS Wood . Vol. 1 . . .. . . .. . . Wood. Vol. 2 .. . . . . . . . ..... ... Sheet Metal. Vol. ....... ... . .. . Sheet Metal. Vol . 2 .......... . Tips on Fatigue . .......... . ....... . .. Welding. . ..... .. . . ............. Dope and Fabric · ... . .. ... ..... Hand Tools. Vol. 1 .. . . .... . . . .. .. .... Hand Tools. Vol. 2 CAM 18 (Reprint) ... .... .... ..... .. CAM 107 (Repri nt) . Flying and Glider Manual Repr ints ..

1929. ..... . ... 1932 . . . ... .. .. .. . . . . .. .. .. . . ... . ... 1929-32 . . .

$2.00

$2.50

$2.00

$2.50

$3.00

$4 .00

$2.00

'" Add 30c postage for first manual plus 10c for each additional one

Wings Of Memory - 72 pages of Aero Digest reprints. Covers the greats of civil

aviation from 1932 to 1941 . Ryan STA, Howard DGA-9, Fairchild 24 , Cessna Air

master, Rearwin Speedster. Fleetwings " Sea Bird ", Stinson SR-1O, Stearman Model

80 , and many more. Beautiful photos, 3-views and flight reports . $2.50

Golden Age Of Air Racing - 168 pages covering the great 1929-1939 air racing

era. All about the racers and their pilots who flew for the Bendix, Thompson ,

Greve and other trophies. $2.75

Back Issues of American Airman. While they last - 25c ea. ANTIQUE AND CLASSIC ACHIEVEMENT AWARDS - When you complete the restoration of an an tique or classic (specify which) ; you are eligible for a beautiful certificate you will frame and be proud to display in your home or office. These certificates are free, courtesy of EAA to recognize your efforts to save another great old airplane. Just send your name and address and the year, make and model (i.e. - 1937 Monocoupe 90A) of your aircraft. Solo certificates are also available.

JOIN EAA ,-

JOIN THE ANTIQUE/CLASSIC DIVISION -

WRITE FOR INFO PACKET -

EAA Antique/Classic Division P. O. Box 229 Hales Corners, Wisconsin 53130

$1.00

(Photo by Dick Stouffer) ,

Stearman PT-17 flown by John Guerra at Crystal Lake Airport, III. r