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THE RESTORER'S CORNER In August we discussed the dwindling supply of restorable antique aircraft and one way of combatting the problem, namely, building replicas. This month we have another approach to this same problem. Roy Redman of Minneapolis, who is in the midst of restoring a Stinson SR-8 Gullwing Reliant, has some interesting thoughts about all of the antiques which are presently in a "state of suspended animation". I am lending Roy my soap box, and his comments follow: "During the 15 years or so that I've been attending fly-ins, antique meet ings, and generally messing about old airplanes I've come across numerous situations where a guy owned an airplane in some state of disassembly usually acquired in that state, sometimes with one part or another worked on, not being worked on at the moment for one reason or another, and a long list of future plans and intentions. After 10 or 15 minutes of conver sation I can nearly always tell whether I will see the subject airplane at a fly-in in a year or two, or five, or ever - and in this case the judgement is usually never; while it belongs to this guy, at least. The guy's intentions are always honorable, and the reasons for delay logical and valid - but five years later you can still meet him at the fly-in, on foot, still interesting to talk to, and with a continuing list of intentions (and problems), but no airplane. For the sake of our discussion I will call this guy, and his type, "intenders". Then there is the other type of guy we all see at the fly-ins. He's Ed Wegner, or Gar Williams, or Jack Lysdale, or Dan Neuman, or Joe Johnson, or Doug Rounds, or Ernie Fillmore - you seldom see these guys when they don't have their airplane flying, and if you do, they talk about what they are doing, not intending. These guys are the "doers". "Now what's wrong with the "intenders", you say? They do have rea sons you can't put aside, and that doesn't make them bad guys, does it? Nothing wrong, really, and no, they aren't bad guys. What's my complaint, then? "The flying antique airplane is at the core of our whole activity. It's at once the maypole we dance around, the touch stone we grasp, the ideal we worship. Without it we have little or nothing. We have no Oshkosh, no Blakesburg, no magazine articles, no weekend fly-ins - we are mere!y stamp collectors pasting old pictures in scrap books and talking about the old days. "The "doers" then are the guys that make it all possible. The "doers" were perhaps "intenders" once? I think not - and why not? Talk to any number of "doers" you wish and you'll find one thing common to all: air plane work takes priority in their spare time. The project is primary, if you 1
by J. R. NIELANDER, JR.
will. Nothing stands in the way - geography, vacations, kids, wives, money - nothing! They all have jobs, and they all have spare time aside from their jobs. Funny thing, you can say that about the "intenders", too, but they put the airplane down the list a bit-which seems innocent enough, but it puts the project in never-never land. "It's rare that you meet an "intender" that doesn't have all the basic quali fications such as time, money, ability, desire, interest, etc. He wants an air plane, and don't we all. The desire to own motivates everyone when view ing a shiny new car, a fine home, a chunk of lakeshore, and yes, a beau tiful antique - or even a nostalgic memory. With today's affluence a guy can very easily write a check to satisfy the desire and become an "intender" in the world of antique aviation - and there goes another airplane that won't be seen at Oshkosh, Blakesburg, Watsonville, Lakeland, or anywhere for a long time, if ever. "Well, then, what do we do about these "intenders"? The obvious thing, and what is really needed, is to turn them into "doers". All they have to do is commit themselves to putting the airplane project up to No.1 spot in their priorities - and they are "doers". It's like exercise, weight control, or anything else that hasn't previously been part of their way of life - it's tough at first, but it becomes second nature very soon. Those words, "way of life", are meaningful, too. I've learned that in order to really make a pro ject move, it literally becomes your "way of life" which, needless to say, puts it in the No.1 spot. I know it sounds corny, but anything less just won't get the job done on one of these old birds . - - Ask any "doer". "Even while I'm writing this, I'm sure there are dozens of guys burning up the long distance lines with their checkbooks in the ready position, abou t to become "intenders". With the dwindling number of restorable antiques, we can ill afford any more "intenders" - we do need these guys, but we need them as "doers". What we really have to do is put out the word that there is another vital part to the program besides the airplane, and that is the commibnent to restore. "When you reduce any project down to simple words, it becomes three things: 1) Airplane; 2) Restorer; 3) Commitment. It doesn't take a genius to see that if you take any one of these out of the project, there is nothing viable left. I think we should do whatever we can to communicate to poten tial buyers as well as present "intenders" that the commitment in intent and time priority is essential to any project. Perhaps then some interesting old birds will start moving out of garages, barns, back yards, etc."
OFFICIAL MAGAZINE
EDITORIAL STAFF
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ANTIQUE / CLASSIC
DIVISION of
THE EXPERIMENTAL AIRCRAFT ASSOCIATION
OCTOBER 1976
Publisher
Paul H. Poberezny
Editor AI Kelch
Ass istant Ed itor Lois Kelch
ANTIQUE / CLASSIC DIVISION OFFICERS PRESIDENT J . R. NIELANDER, JR . P. Q. BOX 2464 FT. LAUDERDALE, FL 33303
VICE·PRESIDENT JACK C. WINTHROP 3536 WHITEHALL DRIVE DALLAS, TX 75229
SECRETARY RICHARD WAGNER P. O. BOX 181 LYONS , WI 53148
TREASURER E. E. " BUCK" HILBERT 8102 LEECH RD . UNION, IL 60180
Directors C laude l. G ray, Jr. 9635 Sylvia Aven ue North ridge. CA 91324
AI Kelc h 7018 W. Bo nniwell Road Mequon , WI 53092
Jam es B. Horne 3840 Coronation Road Eagan . M N 55 122
Evander M. Bri ll Box 1525 Lumbe rt on. NC 28358
George E. Stubbs Box 113 B row nsbu rg , IN 461 12
M. C. " Kelly " Viels RR 1, Box 151 St ilwell , KS 66085
William J. Ehlen Ro ute 8, Box 506 Tampa, FL 33618
Morton Lester P. O. B ox 3747 Mart insvi lie, VA 24 112
ADVISORS W . Brad Th omas, Jr . Dale A. Gustafson 301 Dodson Mill Road 7724 Shady Hill Drive Pilot Mo untain , NC 27041 Indianapolis, IN 46274 Robert A. White 1207 Falcon Drive Orlando, FL 32803
RogerJ. Sherron 446·C Las CaSitas Santa Ro sa, CA 95401
Maurice " Son ny " Clavel Box 98 Wauchula, FL 33875
Stan Go m oll 1042 90th Lane , N.E. Min neapolis, MN 55434
THE VINTAGE AIRPLANE is owned exclusively by Antiq ue Classic Airc raft , Inc. and is published m o nth ly at Hales Corners , Wisco nsi n 5313 0. Second c lass Postage paid at Hales Corn ers Post Off ice, Hales Cor· ners, Wisconsi n 53130 and Rand o m Lake Post Off ice, Rando m Lake, Wi sconsin 53075. Membershi p rates for Antique Class ai rcraft, In c. at $1 4.00 per 12 m o nt h period o f whi c h $10,00 is for the p ublication of THE VINTAGE AIRPLANE . M embership is o pe n to all who are i nte rested in aviat ion.
Postmaster: Send Form 3579 to Antique Classic Aircraft, Inc., Box 229,
Hales Corners, Wisconsin 53130
NUMBER 10
The Res torer's Corner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sometimes the Cards are Stacked Against You. . . . . . . . . . . . . . . . . . . .. " One Man's Family" . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Aeronca C-3 Registration Numbers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vintage Album . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Timm Collegiate - The City of Los Angeles . .. . . .... . . . . . . .. . ..... The Fair-Child ... .. .. . . . . . ... .. ...... . ........ ... .... . . . . . .. . ... States Parasol . . . . . ... . .. ... ... . ... .. .. . ... . .. . . .. . .. .. . . . .. . .. . . A Rare Face . ... ... ............ . .. .. . . . . . .. .. . .... .. .. . . . . '. . ..... Whistling In The Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..
CONTRIBUTING EDITORS
H. N. " Dusty" Rhod es Evand er Bri tt Jim Barton Claude Gray Ed Escallon Rod Spanier Dale Gustafson Henry Wh eele r Morto n Lester Kelly Vi ets Bob El liot Jack Lanning Bill Thumma Glenn Buffington
VOLUME 4
1 3 5 7 9 11 13 15 17 18
EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP o NON·EAA o o
MEMBER - $34.00. Includes one year membership in the EAA Antique/Classic Division , 12 monthly issues of THE VINTAGE AIRPLANE; one year membership in the Ex perimental Aircraft Associa tion , 12 monthly issues of SPORT AVIATION and separate membership cards. NON-EAA MEMBER - $20.00. Includes one year membership in the EAA Ant ique/Classic Divis ion , 12 monthly issues of THE VINTAGE AIRPLANE; one year membership in the Experimental Aircraft Associa t ion and separate membership cards, SPORT AVIATION not inc luded . EAA MEMBER - $14.00. Includes one year membership in the EAA Antique/Classic Division , 12 monthly issues of THE VINTAGE AIRPLANE and membersh ip card , (Applicant must be current EAA member and must give EAA membership number.
On The Cover John Blouch enjoying the results of his labor. See story page 5. (Ph oto by Larry Kite)
PICTURE BOX (Back Cover)
Art Davis' Waco Taper Wing taken at Mapleton Municipal Airport, June 1956, after performance. ( Ph oto by Art Davis)
Copyrig ht ~ 1976 Antiqu e Classic Ai rcraft, Inc . All Rigpts Reserve :J .
2
SOlDetilDes the Cards are Stacked Against You
by Cedric E. Galloway 14624 Willow St. Hesperia, CA 92345
Learning to fly was my greatest ambi tion since I was in kindgergarten. Across the street from the school was an old ga rage auto shop. Behind the building was a wooden frame braced with many wires, an old wicker seat, and a stick with a wooden wheel on top that turned. I al ways managed to spend some time climb ing around it after school, then got a scolding from mother for not coming home right after school. As I grew older, I read everything I could find on aviation. My home town was not 'air minded'. There was no airport. Once in a great while, a flyer would land his plane in some large pas ture. In 1924, Art Smith's Flying Circus came to our town. To promote the show they held a bicycle race for kids under 16 years of age. The winner was to re ceive an airplane ride. I just had to win that ride, so every evening I delivered my papers in record time. I won the race even though there were boys two years older than 1. So I had my first airplane ride in a Jenny. What a thrill! From that time on I saved every cent I could so when I finished school, I could learn to fly. My friend Ephie Hull and I talked airplanes whenever we got together, in school or out of schoo!. In the Aero Digest were many ads of Flying Schols. It was quite a challenge to decide which one I would like to at tend. I finally decided on the Braley School of Flying in Wichita, Kansas. Wichita was known as the "Air Capitol." There were many airplane manufactur ing companies located in that area, so it sounded logical to go there to learn to fly. In corresponding with the school, I found that it was possible to work in the dormatory to pay for my room and board. That was necessary as I had just 3
The right wing of the Davis was
smashed into many pieces.
enough for the tuition. It was hard work, and ground school studies took up all the rest of the time. I decided some day I would start my own flying school, and make it easier for a fellow to learn to fly. After completing the course, I earned my Private License, twenty hours of fly ing time in those days. For the next two years every cent I could save out of my pay check went into the savings account to purchase an airplane. I took the tough est job in my department at the Hormel Packing Co, because it paid a half-cent an hour more. I lost 12 pounds those first two weeks. My friend Ephie Hull had learned to
fly and owned a Stinson Jr. He was a machinist at the Hormel Co. Danny Fowlie also worked for Hormel and learned from Ephie that I was looking for a Great Lakes. Danny said he could put me in contact with a man in Minne apolis who had a Great Lakes to sell. We flew up to the Municipal Airport in Ephie's Stinson Jr. from Austin. I liked the Great Lakes very much, but the price was a little steep, $1100. That was $400 more than I had saved up, but I made a down payment to hold the plane for me until I could come up with the additional cash. I couldn't borrow that much money
from my Dad, he was having enough trouble trying to make the small farm produce enough to pay the taxes and the family bills. I went to my Uncle and asked him if he could loan me $400. When he found out I was going to buy an airplane, he said, "Why should I loan you money to get yourself killed?" It took some doing, but I finally convinced him that I had learned to fly at a good school and that I had a license to fly that kind of an airplane. On October 29, 1934 I became the proud owner of a Great Lakes 2T-la, license number NC856K. Two weeks later I was reading over the ads in the November issue of Aero Digest and came across this ad. - - Great Lakes: Recently recovered; total time 300 hrs.; motor time since major overhaul, 30 hrs.; Air wheels, front cockpit cover, wing butts, all fittings streamlined, inverted flying equipped, $875. Minnesota Aviation Sales and Service Co., Municipal Airport, Min neapolis, Minn. That soun~ed just like the Great Lakes I had just bought for $1100. Come to find out I had paid Danny Fowlie $225 in a round-about way for putting me in con tact with the seller. I disconnected the inverted flight sys tem, covered the front cockpit, and con centrated on putting in the required fifty hours of flying for the Limited Commercial License. I took the flight test and written exam at the Rochester, Minnesota Airport. There were many young men who wanted to learn to fly. I decided to work for an Instructor's rating and per haps buy another plane for the students to build up their flying time on, after they soloed in the Great Lakes. I learned that Walter·C. Davis in
Richmond, Indiana had a Davis V-3 for sale at a reasonable price , only $750. Ephie Hull said if I would pay all ex penses, he would fly to Richmond with me and fly the Davis back to Austin. We picked up the Davis and decided to fly on to Cleveland for the 1935 Na tional Air Races. We spent two days there enjoying the show. We took-off for home in poor weather. Overca s t with a 2000 ft. ceiling . Vis ability was so poor we almost missed the Gary, Ind . airport. We landed there for gas and decided to stay overnight. The next day was a little better. Arrived at Decker Airport in the afternoon, tired , but happy to have both planes home safely. The license for the Davis would have to b e renewed in about two month s. Fabric was OK, but the engine would have to be majored. So I decided to fly it a few times, then have Mike Van De Grift work on the engine. He was a good mechanic and did a fine job on engine overhaul. There were only two small hangars on the field. One was owned by Ephie Hull. I made arrangements with him to park the Great Lakes on one side of the hangar. There was room to slip the tail of the Davis in under the wing of the Stinson Jr. We removed the engine and trucked it up to Mike's shop. I took the speed-ring home to work out the dents and patch a few cracks, then re paint it. One nice Saturday morning I arrived at the airport to get in a little Great Lakes time. On coming around to the front of the hangar, the sight that confronted me made my hair stand on end, and I broke out in a cold sweat. The right wing of the Davis was smashed in many pieces. How could a thing like that happen? I looked up Ephie and he said someone tried to steal his Stinson the evening before. He said they evidently started the engine on the Stinson, intending to warm it up there before they moved it out for take-off . Evidently the Stinson
The Great Lakes parked at one end of the hangar. The Davis tucked in under the Stinson Jr.'s wing.
jumped the chocks and the prop tore up the Davis wing. It didn't sound logi cal to me. Everyone I asked about it didn't know anything. I reported the incident to the police, but they were not much help. Davis informed me that he didn't have spare parts in stock. He would have to make up two new spars and fabricate a set of new aluminum ribs from the strut section out to the wing tip. Also, he would have to build a new right aileron. The cost was too great. I could see that my planned school was really shot down. I advertised the Davis for sale or trade, as is. The only reply was from a man in Oklahoma, who was willing to trade his American Eaglet for the Davis. The Szekeley engine needed an over haul, otherwise it was in good shape. He trailered the Eaglet to Austin and
picked up the Davis. The American Eaglet would cost much less to operate, which would be an ad vantage to the students, who could build up their flying time at a reasonable fee . Mike Van De Grift again did a fine job on the overhaul of the Szekeley engine. While all three problems "::ere being worked out, Danny Fowlie talked Mar celes King into bringing his new Piper Cub J-2 down from Minneapolis and they set up their own school. Nearly all the boys who had talked to me about learning to fly, chose the bright new yellow cub over the American Eaglet for their flight training. I began to do some serious thinking. I could see that the cards were stacked against me, and that I was not going to get anywhere in this town. I had always been interested in aircraft design. Maybe I should go back to school and get into
Engineering. I sold the Great Lakes to Clem Whiten beck of Joplin, Mo . I left the Eaglet in care of Mike Van De Grift to sell for me. My brother and I bought our first car and headed for California. We enrolled in the Curtiss-Wright Technical Institute at the Grand Central Air Terminal in Glendale . My brother enrolled in the Mechanics Class, and I enrolled in the Engineering School. After completing the course in the spring of 1937, I got a job with Lockheed Aircraft Corperation . That is another story. I did put in a total of thirty three years with Lockheed in many depart ments. In recent years I kept my Private License current by flying sailplanes. Membership in the EAA Antique/Classic Division and the AAA have enabled me to keep in touch with the good old Air planes. 4
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By Deward Peterson 74 Doe Drive Terre Haute, Indiana (Photo by Larry Kite)
Left to right: ONE MAN'S FAMILY: John Blouch and his 1909 Reo, 1939 & 1941 Indian 4 cylinder motorcycles, 1946 Indian Chief, 1949 Indian Scout, and 1949 Piper Clipper.
I
It is virtually impossible to define a typical EAA'er, but one common trait is a never-ending fascination for aircra ft that leads him (or her) to do things many con sider strange. For example, he can't resist looking up to see the airplane he hears overhead, he'll spe nd hours tramping around hot or cold airfields just look ing at aircraft, and he' ll commit several years of spare time labor to building or restoring an airplane. Some victims of this affliction are more severely affected than others. John Blouch (EAA 75223, A /C 1657) has a particularly bad case which has lasted over 50 years; and, is not even limited to aircraft. In the last years he has restored all the pictured vehicles to "showroom" condition . This frequently required handbuilding parts that were not obtainable, and, in some instances, improving on the original. For ex ample, he designed and built an electric starter and an improved non-drag clutch for the Indian motor cycles. Larry Burton aptly named his award-winning Cavalier " His Mistress", and it seems logical to think of John's collection as "One Man's Family". John has been a pilot for over 40 years, but has never earned his living in aviation. His boyhood was spent within a block of the shop in which E. A. " Gus" Riggs buil t some of his early airplanes, before and after World War 1. Mr. Riggs later worked as an engineer with several aircraft companies, and eventually de signed the Star Cavalier (SPORT AVIATION Feb. 1975) . John learned to fly at Paul Cox Field in 1932, taking his training in a Curtiss-Wright Junior, but also flew other types, such as Waco 10, Flee t 2, and Curtiss Robin. There really isn't anything unique about his Piper Clipper PA 16; it's just another example of a quality restoration of a conventional sport airplane. John bought it in June 1970, almost 5 years after it had been extensively damaged in a landing accident on a gravel strip. Fortunately it had been stored indoors, so there was no significant deterioration due to exposure to weather. Damaged parts included both wings out board of the strut attachments, ailerons, landing gear, lift struts, cowling, and prop . In general, the rebuilt consisted of stripping and sandblasting the fu selage framework, repairing a few minor rusted areas, then painting with zinc chromate and epoxy enamel. A new instrument panel was made, the cowling was straightened, and the prop repaired by an approved shop. Replacement wings were ob tained , and the framework thorou ghly clean ed and inspected and minor repairs made in preparation for recovering. Doors were rebuilt because of rusted-out lower sections, new sea t belts were installed, a re
placement "landing gear was obtained and fitted, and all new control cables and brakes were installed. The original doped-fabric cabin liner was replaced with thin aluminum panels covered with naugahyde to match the upholstery . All wiring was replaced, and new navigation and landing lights in s talled . Fuel tanks were thoroughly tes ted , and n ew aluminum fuel lines were installed in such a way that they are either visible or easily accessible. The engine, a Lycoming 0-235-C1 was given the complete Blouch treatment, and he has some impressive credentials in this departm ent. For several years in the 1950's he was chief mechanic for the Sumar Racing Team on the USAC championship auto racing circuit. His car never won the Indy 500, but he's justifiably proud of having gone there in 1953 as a rookie chief mechanic with a rookie driver and crew am, ~inishing in the top 100 while competing against the finest teams in the country. John has very strong feelings about the care and feeding of an engine. He believes you should know as much as possible about the condition of all parts, and that kno wledge can only be obtained by dismantling the engine, cleaning all parts thoroughly, inspecting and measuring everything to make sure it meets speci ~ications. He just shakes his head when he hears someone say they have acquired an engine that hadn't been run for years, but it started easily after they in stalled new plugs and changed the oil, so they assume it's all right to use in their airplane. So this Lycoming was overhauled. The crankshaft mains were ground .010 under and the shaft renitrited and magna fluxed by an approved shop. New pistons, rings, valves , valve guides and springs, bearings , ignition harness and plugs were ins talleq . All major accessories - starter, carburetor, generator and mag netoes - were overhauled. The repaired framework was covered with Stits polyfiber and finish e d with Stits materials. All the work was completed and N5867 H passed inspection for relicensing on April 21, 1973, and has since pro vided its owner with many hours of trouble-free flying pleasure. A few months ago John closed the small manu facturing plant he had operated for many years . He's kept bu sy helping members of the local EAA chapter, antique car and motorcycle buffs, and others with their mechanical problems. And, I'm afraid he still has the affliction referred to earlier; at lea s t he still ge ts a gleam in his eye when he starts talking about look ing for a UPF 7 or a Fleet that needs restoration .
Cabin area before sandblasting and refurbishing. Engine components ready for assembly.
By Peter M. Bowers, EAA 977 10458 16th Ave. Seattle, WA 98168 Here are some details on Aeronca C-3's that are too often the sort of things tha t get overlooked in la tter-day restorations. The C-3 is old enough that most surviving examples certainly went through at least o ne recover, or a t leas t a repaint job before the antique movement got under way in the early 1950's . Up to that time, most old low powered airplanes were generally regarded as "Junk Cheapies" - planes that a low-time pilot could afford to buy and maintain long enough to build up his time, or save his money to the point where he could buy a "real airplane" , meaning a more modern one. Certainly, in those years between 1936, when the last C-3 was built, and 1950, no one who was fixing up a C-3 was giving careful attention to the accuracy of the original finish details. The old NC registrations were dropped in 1948; existing painted airplanes were given a grandfather clause by the regulation that allowed them to keep the C until recover or repaint, whichever came sooner. What few C-3's the author saw after that all had their registrations with N only. In their desire for authenticity in restorations after the a ntique boom really got going, the antiquers were able to get FAA to permit use of the old NC in the old wing and tail locations for over 30 years old, that being the age that qualified an airplane as an antique in the eyes of the FAA. There were plenty of exceptions for size and location, but that doesn't con.cern this story. While a number of C-3's have been restored in recent years with due consideration for authenticity, I have noticed that all, without exception, have over looked a distinctively Aeronca characteristic. The ac companying photos show it clearly - Where the government regulations covering the marking of aircraft say that the registration numbers sha ll be applied in block figures, the Aeronca C-2's, all the C-3's, and even som e of the later K's used freehand painted CURVED figures! For those antiquers who have C-3's in the s hop and want to add this minor but authentic touch, the photos should serve as a good guide as to s tyle, pro portion, a nd location. The author has supplied some restorers with e nough photos to guide the job, and is pleased to report that his suggestion for use of th e correct marking s tyle is being followed. It's probably impossible at this date to determine just who th e talented painter at Aeronca was, but h e was certainly good! If he is still with us, I h ope that h e will be pleased to see this presentation of some of hi s origina l work.
7
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(All Photos by Peter M. Bowers)
Pete Bowers' 1931 Razorback; NC 11291, is the oldest C-3 still known to exist. It is shown here as a seaplane in the markings it carried when Pete acquired it as a "junk Cheapie:' 'in 1951. It has since been cracked up, thanks to a motor boat cutting in front of it during a landing, but
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will be restored - with original-style lettering. Tom Davis, and Pete traded airplanes for a return flight from. a fly-in and air show at Sand Point NavatAir Station in Seattle. Pete flaw-Torn's J-3 and took these pictures of Tom on his first sea plane solo in the C-3.
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A good underside view of a cabin-type C-3 shows the wing figures to be a little slimmer than those on Razorback NC12406.
This late 1960's restoration of Cabin C-3 NC 15257 by Jack Bruer of Coos Bay, Oregon , is the first to reapply the old-style curved figures.
Note that the free-hand curved figures are directly in line with the Aeronca trademark on the fin of this C-3 with its original fabric.
The same C-3 as lower left picture, on Edo 1090 floats. Note that the figures on the tail are in narrower proportion than those under the wing .
Above: This C-3 has had a recover or at least a repaint job . The re足 placement registration figures were put on in the block style.
Above : This later cabin model C-3 has still a different style of free足 hand figures on the rudder, this model was over-all yellow.
Below: A 1932 "Razorback" C-3 with the optional cockpit side panels installed. The curved numbers show up clearly beneath the wing.
Below: Note the wide proportion and weighted strokes of the NC17477 on the rudder. Photo taken in 1937.
.~ ~~ Vintage
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Men and TIH: ..... (Photosb
1. Lee Parsons 1931 Waco QCF2. 2. Doc. Ed Packard's 1932 Waco 1BA. 3. Dave McClure's 1932 Waco RBA. (Side by side) 7. Gordon Bourland':
"Waco, A5
By Ra National 2650 W. Ale. Dayton,
The National Waco Club was organized at Ottumwa, Iowa in 1958 by a group of Waco owners from coast to coast. The main purpose of the National Waco Club has always been , to locate spare parts, give informa足 tion and data that would help to promote the flying of Waco airplanes_ The entire remaining stock of spare parts , drawings, prints, photos and sa les records , formerly owned by the Waco Aircraft Company, has been available to all Waco owners through the Na足 tional Waco Club. In July of 1959, th e National Waco Club began the sponsoring of an annual Waco Fly-ln . The 1963, 1964 and 1965 Waco Fly-Ins were held at the Waco Airport alongside the Waco factory in Troy, Ohio and were the most memorable Fly-Ins. The Waco property was sold in 1964, and the airport closed . Since 1968, all Waco Fly-Ins have been held at Hamilton , Ohio on Memorial Day Weekend. In February, 1964, the National Waco Club began publishing the monthly newsletter "WACO PILOT",
Album
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~¢~ Vintage Machines . ., ,.. ~#Ui ill Thumma) ~---"/ ~, ~_______" t::::. ___........,~ 4. Dick Jackson's Waco D (Military). 5. Bill Hogan's Waco Taperwing . 6. John Hatz's 1928 Waco 10.
Any Pilot" 'anley co Club ,lIbrook Rd. 045459
formerly published by the Waco Aircraft Company on a quarterly basis. It offers free advertising to all mem bers, became a bi-monthly publication in 1973, and is now being mailed to more than 550 Waco owners, restorers and admirers. Waco calendars have been mailed annually, since 1965 to all members subscribing to "WACO PILOT" . Should anyone desire to see his Waco's original appearance, it usually can be located in the National Waco Club files. Wacos, now as in the past, are efficient transportation and are rapidly becoming valuable show pieces and collector's items. Any person who has ever attended a National Waco Fly-In at Hamilton, Ohio has seen the fines t in work manship or craftsmanship in the restoration of these fine aircraft. The National Waco Club is dedicated to the preser vation of the most popular name among antique air planes today, "Waco, ask any Pilot" .
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THE CITY OF LOS ANGELES
By Jerry Hermanek 4227 N. 64th Dr. Phoenix, Arizona 85033
Timm Collegiate N C 279V was purchased from Max Shears on April 23, 1975, by Keith Sheers of G len dale, Ariz . The aircraft was taken to the Glendale, Ariz. Airport and work was begun immediately to restore the aircraft. Four m onths later the fuselage was com pletely renovated. Th e o nly item , other than wood sea ts a nd fuselage s trin gers needing replacement a fter 30 years of Arizona weather, was the tailpos t. The fuselage and emmpenage are ready for cover. The wing ribs are being rebuilt at th e present time by Floyd Newton, with hopes of completing th e wing by Spring. Of the Collegiate Series, NC 279 is the o nl y original aircraft remaining . It is powered by a Mac Clatchie 11
X-2 Panther engine . The engine is being majored at th e present time. When disa sse mbl ed , two ba rrels were found to be pitted , and it is h oped they ca n be saved. Any information on this engine, parts , or an e ntire engin e, wo uld be grea tl y appreciated by Mr. Skeers . The following about NC 279V is taken from " The Historical Aviation Album", Vol. VIII, writte n by Rev. Broadman C. Reed . "The fifth Collegiate was completed in Dec. 1929 and d elivered to J. Warren MacClatch ie, whose ma nu fa cturing compa ny in Compton, Calif. d eveloped an avia tion engin e know n as th e Mac Clatchie X-2 Pan ther. The Collegiate was lice nsed X 279V and beca me a flying test bed for the fourth X-2 engine. This was a 7 cylind er aircooled radial of L-head d es ig n, h aving n o rocker arms or push rods , a nd developed about 150 hp . When the engin e received its ATC, th e Col legiate we nt to NC 279V o n Jul y 11, 1930. In November
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Above: The Timm Collegiate " City of Los Angeles" with its MacClatchie X-2 engine. During endurance testing 97 gas stops were made . Note the tents for crew and supplies. This Timm was an endurance record holder at one time. It was found in Phoenix .
1930 this aircraft and engine established a unique endurance record at the MacClatchie Ranch near Rosamond Dry Lake in the Mojave Desert of Sou them Calif. The plane was named " City of Los Angeles" . The purpose of the flight was to prove that air craft with low powered engines were equally reliable as the big Whirlwinds and Wasps which powered the record breaking flights of the era. The event was termed a non-maintenance flight in which landings and take offs at four hour intervals to permit a changing of a pilot and refueling . Under the observation of a NAA observer, the rules were set that at no time was the engine or plane' to be repaired, altered, adjusted, greased or to be other wise maintained. Not even a spark plug could be changed. The engine was never stopped. Three pilots flew 4 hour shifts every 24 hours. At the end of the tests the Panther engine was in excellent condition . The flights were finally terminated due to a fouled spark plug. The tabulation was most impressive. The engine ran continuously for 378 hours, 48 minutes. Ninety-seven landings were made, the average time on the ground for pilot change and refueling was 10.2 min., and the plane flew some 27,667 miles. Gasoline consumption was 2717 gals. (approx. 7.1 gals .lhour). and 18 1/2 gals. of oil were used . There were eleven oil changes accounting for 66 gals . Despite this record, neither the Panther engine nor the Timm Collegiate gained any fame or further interest. A new MacClatchie Panther was installed in it in March 1936, But NC 279V was sold to a succession of six private owners in California between Dec. 1935 and June 1941. One month later it was damaged in a
nose-over accident at the San Mateo Airport. In March 1942 the Morris Plan Co. acquired it for $749.00, pro bably a repossession. The next owner was the Pres cott Arizona Public Schools, but they sold it too even tually, and by Feb. 1964 the FAA status report had the plane stored with plans to make it operational again in Buckeye, Arizona. Since then, all but the wings have been moved outside, and in June 1968, it was seriously deteriorating outside the adobe-brick hangar at Fram Field, Phoenix, Arizona . The Collegiate, buit by the Timm Airplane Corp., Glendale, Calif. is the result of years of experience in airplane design, construction and operation. It was designed to meet the demand for a practical, high quality training plane. It is, however, ideal as a sport plane. Safety and comfort for the pilot were the first con siderations . Among the many other principal points that were carefully considered are the safety factor, durability, economy of operation and replacement of parts, minimum work in servicing, etc. It is designed in accordance with Army require ments but with a safety factor of 10 instead of the re quired 81/2. All of the materials are of Army specifi cation. Fittings and bolts are chromium plated. The fuselage is constructed entirely of chrome molybdenum tubing . The motor mounting is detach able. Removable dual controls are standard equip ment. The seats are well upholstered and have deep leather covered spring cushion. New small type Pio neer instruments , i.e. , altimeter , tachometer , oil pressure and oil temperature gauges, are used . The landing gear, of the hydraulic type with divided
axels, is equipped with 30 x 5 wheels. The tread is 71/2 feet. The tail skid with its rudder shock absorber may be removed as a unit. The skid shoe is surfaced with "Stoodite" for long service. The tail surfaces are constructed of chrome tubing. The stabilizer has a large range of adjustment. 'The elevator horns are inside of the fin . There are two in dependent sets of control wires and fittings to the elevators and rudder. The wings are in two sections and are braced with tubular struts. The wing spars are of I s.e ction with 5-ply webs and spruce caps. The ribs are a' com bination truss and web construction. The two fuel tanks are mounted in the wings. The ailerons are usually long and narrow, are very effective, and are easy to operate. They are constructed of plywood and fabric. Collegiate restoration is n9w well underway. Look for future article on completion of this rarest of finds.
SPECIFICAnONS SPAN ............ .. ....... .... .. .. ............. 35 FEET LENGTH . . . .. . ... . . . . ... .. . .. . .. ... . . 24 FEET 7 INCHES HEIGHT .... . ......... ..... ....... ..... 8 FEET 5 INCHES WING AREA .. . . . . .. .. . .. .. . ...... ... . 236 SQUARE FEET WEIGHT, EMPTY ..... .. .... .... .. .... . ... 1,246 POUNDS WEIGHT, LOADED .. ...... ........ . .. . ... 1,952 POUNDS SPEED, MAXIMUM .. .. . . . . ... ... . . 118 MILES PER HOUR SPEED, LANDING ... . .. . . .. .... . ... 35 MILES PER HOUR RANGE ..... .. .... . . ... .. ..... . .. .... . .. .. . .. 500 MILES
Both pictures below: NC 279V as it looked April 23, 1975 at Fram Field. The " Collegiate" had been sitting here since the mid-forties. Keith Skeers, the owner, and Lyle Alexander look the old bird over.
1"£
I bought my F22 from Harold Scheck of Paramus, New Jersey in July 1966. It was a basket case. I almost bought a F22 in Michigan about 3 years before, but got a Waco UPF 7 instead. When I sold the Waco, I kicked myself for a long time, so had to get another open cockpit again and decided on an F22. I also own a Fairchild 24 W which I have had for 18 years - now I have the right combination for summer and winter flying . As I said, the F22 was a basket case - all I had was a basic fuselage frame on a landing gear. The wings were both broken . I had to make the wings brand new . The original metal hardware was usable. On the fuselage, I had to make all new formers , stringers and new sheet metal cowling and instru ment panel. I had a new aluminum gas tank made from the original drawing . I then removed the cable brake system and installed hydraulic brake system, same as in the Fairchild 24 and it works beautifully. I was afraid of the cable system as I found that if a cable loosened, there was a reverse action on the brake cam causing the brake to lock which would have been dangerous on landing. I had to make all new cabane strut and wing struts. I had to repair the woodwork on the vertical fin and repaired the rudder but, the horizontal stabilize and elevator were in good shape. I picked up a damaged set of F24 wheel pants for $15.00 and repaired them and made a bracket to fit the F22. A friend of mine, Dick Layton, is a sheet metal man, and he repaired my ailerons . When I finally got everything fixed and re paired, I assembled the whole aircraft to rig it. Then came the job of disassembly to start the covering job. I used ceconite . In my process I used super seam cement for cementing to the frame, then I applied eight coats of clear nitrate dope, 8 coats of silver ni trate dope, two coats of butyrate dope, then sanded for a smooth finish, then applied one coat of DuPont sealer, 4 coats of enamel. The color was black and red with white stripes, original color and design. Finally it was finished! I was to truck it to Cran land Airport in Hanson, Mass. on Labor Day weekend in 1975. Wouldn't you know it rained cats and dogs that day. We almost called it off, but decided to go ahead and load it, and away we went. A good friend of mine donated the tractor and trailer for the trip . r Qlust say these truck drivers and riggers certainly know their business - they did a great job loading and unloading and never got a scratch on the plane . r had so much help from friends who volunteered to help , I'll be six months giving rides to all of them.
··F~.R-C"'.L~· •
of Joe Iacobucci 19 Independance Avenue Quincy, Mass. 02169 13
It took 9 years to res tore this aircraft and I certainly had my ups and downs while this was going on . I ac quired my A&P license, going to school two nights a week . I also ran my auto repair and gas station busi ness. I worked on the p lane in between jobs, and nights. I' ve never d one so much corresponding over any thing as I've done on this plane . FAA in New York sent me copies of 80 original d rawings. I also wrote to G lenn L. Miller in Missouri, who was nice enough to send m e an original blue print o f the wings. I have a wh ole file cabinet full of letters and bills. I have no ac tual idea of how ma ny hours of labor I have in it. O nl y someo ne w h o has d o ne res torin g, no ma tter wha t it is, ca n unders tand how much labor of love ca n be p ut into an yon e res toration. If I' d known I was to p ut 9 years and about $7000 into it, I may never have started it. One thing I have to say is I must thank my frien ds and customers, w ho would stop in to see how I was doi ng, and wh o would lend a hand when I need ed it, they wanted to see this plane fly. Finally, the FAA Inspector came dow n and ins pected - he really gave it a good going over. He Signed it off as airworthy . My fr iend Pete Anis, who runs the airpor t, reli cen sed it a nd s u pervised m e as I went along. Then came the day of the first flight . I flew it abo ut Ph hours with my frie nd Jack Mullin . To my surprise, we never had to cha nge the rigging a bit it flew ha nds off controls firs t fligh t. I'm really pleased with F22 - it is a very fine fly ing machine. As I look back now at all the work, I say it was well worth it.
Above: Note the beautiful cockpit de tail, instrument panel, windshield, and large entry door, etc.
Lower right: Shortly after the first run up , a newspaper reporter saw it in my shop and I had to pull it out for him to take pictures made front page of local newspaper.
Below: First take -off at Granland Air port, Hanson , Mass.
Above : Wing all rigged pulling cowl on tp see what it looks like.
States
Parasol-wing "States" suitable for training or sport.
By Robert Noyes 20 Hedge Court Champaign , Illinois 61820
None of the young, and very few of the old antique aircraft buffs, ever heard of the States B-3. Approxi mately 10 or 11 of these aircrafts were built in Chicago Heights, Illinois in the years 1928 to 1932. The States was one of many open, two place sports trainer type aircraft, produced in the late 20's and early 30's. The majority of these were biplanes powered by the liquid cooled OX5, or one of the early radial en gines. The States, however , was a parasol design using the 5 cylinder air-cooled Kinner K5 radial en gine. Each configuration had its advantages, with the parasol gaining some popularity due to its good visi bility, good inherent stability, and excellent stall spin recovery characteristics. Special consideration was given to the stall-spin traits of this bird from the drawing board clear through the testing program by the designer Fred H . Jolly, to enhance its utility as a sports-trainer. The B-3 was of standard construction for that period, using welded 1025 steel tubing for the fuselage 15
and tail, with wings of solid spruce beam spars carry ing truss type spruce and plywood ribs. Narrow ailer ons of the Friese type spanned almost the full length of the wing, giving the aircraft an excellent roll rate. The fuselage was exceptionally deep, providing roomy, well protected tandem cockpits. The front cockpit had a large access door on the left side, and access to the rear cockpit was facilitated by a step on the side of the fuselage and a large cut-out in the center of the trailing edge of the wing. An 84" tread, wide stance, rugged landing gear fitted with Goodyear "air wheels", and oleo shock Struts, smoothed many rough sod strips and even rougher landings. This gear was sturdy enough to survive a mild group loop . Not being equipped with brakes , this maneuver was sometimes ca lled upon to terminate a landing roll short of the fence . This technique could prove to be harder on one's laundry than his airplane, fortunately . In the early 1940's, I came across one of these fine airplane for sale at the old airport at Danville, Illinois . The deal was made, and the former owner agreed to fly it the 40 miles or so to Tuscola, Illinois, where it was to be based. During this flight I "checked out" and followed through on the landing and was on my
Editor's Note : By way of preface, the fol lowing is reprinted from the Civil Aircraft Register. At least one example of the B-4 was built in modest quarters just outside of Chi ·cago in the corner of a rented building, shortly after States Aircraft decided to vacate this area and try for greener pastures that were beckoning down in Texas . The company moved and located in Center, Tex . during July-August 1933 in a 100 x 200 ft. steel build ing on the edge of the city's new airport. In October of 1933, the company was awarded a Dept. of Commerce certificate as an Ap proved Repair Station , and this eventually became the bulk of their business. Bud Downs , Adam Bialorski, and Jos . Isvolt came down from Chicago with the company with Leo Childs and Frasaer Baggett, both Texas men, joining the firm on its location in Cen ter. J. B. Sanders , owner of the airport land,
own there and then. "Remember" he admonished, "it handles like a big heavy J-3, that's all there is to it" . At that time all my time was J-3 and T-Craft, and I found his statement to be very accurate, for it had not one bad habit. From the beginning of our rela tionship, I felt that I had found a kindred soul, not a tricky, squirrely, unforgiving antagonist just wait ing for a moment of inattention or indecision to do me in . This couldn't be said for some aircraft of the period . The maintenance philosophy in those says was "When it will no longer work, then fix it or find a way to fly without it" . The magnetos had been allowed to deteriorate to the point that had propping (your only starter) became a real athletic event with ele ments of Russian roulette thrown in. An ignition booster was built from materials at hand for starting purposes . A 6 volt "hot shot" battery driving a Model T Ford in duction coil, and switched from the cockpit was in stalled. The high voltage from the coil went to the dis tributor section of the left magneto, giving good hot igniton on one system. The poor guy out front wind ing the rubber band needed all the help he could get, so the cobbled up booster was indeed welcome . A spring loaded van type airspeed indicator was mounted in the airstream, wide of the prop wash
Parasol
was the firm's general manager. Sketchy records seem to indicate that up to 10 air planes were built at this new facility, but it is doubtful if all these were the "States" monoplane. Among some of the more notable jobs done by States at Center, Tex. was re pair to the 1931 winner of the endurance flight record, not otherwise identified it is believed to be the Packard-powered " Bellan ca " . All 6 of the above-mentioned men worked at various duties in the factory or the repair shop , and it appears that Leo Childs acted somewhat in the engineering capacity; Leo Childs previously had his own operation at Galveston, Tex . After reasonable success with the combined manufacturing repair business, States Aircraft closed its doors in 1937 for reasons unknown ; what took place beyond that time is also unknown. We do know that " type certificates " were still ac tive for the "States" monoplane into 1939.
on the right strut. It was not truly redundant be cause the airspeed indicator in the cockpit worked with very little enthusiasm most of the time . Some previous owner had installed a groun d adjustable Hamilton metal propeller designed for the higher horsepower Kinner B-5. This meant that the diameter was several inches longer than standard, so take offs and landings were made wi th the tail some what lower than normal. There was always some grass stain on the tips, even with this technique. The Kinner engine was notoriously thin skinned, and would cool out very quickly on approach, so you had to carry some power to keep it ready to go. The Kinner had s tub exhaust s tacks on each cylinder, so when peering over either side, you only heard the cylinders on that side. The sound was n o t unlike that of cement mixers of that day, and could be a little unsettling until one adjus ted to it. This engine at cruise worked a t 1725 to 1750 rpm, so you could almost count the blades , divide by 2 and check the tack . It was along stroke engine with a com pression ratio of only 5 to 1 and used 73 octane fuel, at the rate of 6.5 gph at 75% power. One of the Kin ner's weak points was an external oil line carrying high pressure oil to the front main bearing, and the
" States" model B-3; note novel cowl around Kinner K5 engine.
main thrust bearing. This line had to be removed and annealed to eliminate embrittlement and breakage, about every 25 to 50 hours. This line broke once, at a most inopportune time, that being the first flight I ever gave my new bride. When this happened, it was amazing how quickly the 2 1/2 gallon oil supply disappeared, and equally amazing how an airplane, and occupants, could become such an oily mess in that same short time. Below are some specifications and performance figures on the States B-3:
CRUISE RANGE .... . ... . ... . ........... .. . 325 MI.
PRICE AT FACTORy ......... . ......... . .. $3645.00
In general, it can be said that the States was a real fun bird to fly, particularly if yo u were not in a big hurry to get somewhere. During the time I owned NC12043, the ratio of hours worked to hours flown, became progressively worse, due to scarcity of parts, funds and maintenance know-how. Nostalgia being what it is, I have many fond mem ories of this fine old bird, and most of the negative aspects grow dim with time . As I think back to owning OVERALL LENGTH ......... .... ............ 22 FT. and flying this plane, I am convinced that personal OVERALL HEIGHT .. .... ........... . .. 7 FT. 10 IN . flying would not be where it is without the develop WING SPAN ................. . .. . ........ .. 32 FT. ment of both the small opposed cylinder flat engines WING CHORD ..... ..... ................... 72 IN. with their long life, economy and reliability, and the TOTAL WING AREA ... . ..... . .. .. . ... 180 SQ. FT. low maintenance, efficient modern aircraft to go with AIR FOIL ............... . . . ... . .... . . ... CLARK Y them . The modern mass produced airplanes, however, EMPTY WEIGHT ...... ... .... .. . ... . ... . 1083 LBS . seem to lack the soul, the personality and the USEFUL LOAD ...... ....... . . ....... . .... 552 LBS . character of the old "one-at-a-time" handbuilt pride FUEL CAPACITy . . ..... . . ......... . . .. .. 24 GALS. of craftmanship birds of the States era, truly the "Golden MAXIMUM SPEED. . . . . . . . . . . . . . . . . . . . . .. 108 MPH Age of Flying". CRUISE SPEED . ... ..... . .. . .. ............ 90 MPH Editor's Note: The FAA aircraft registrations show LANDING SPEED ....... ...... ..... .... 38-40 MPH nothing listed for the States. Anyone having knowl RATE OF CLIMB . ....... . ... . .... . . ... ... 750 FPM edge of one please write it up for us. 16
Marion McClure's Wiley Post biplane powered by a model A Ford engine.
Above: A super light with beautifully simple lines characteristic of its ilk.
A simple, neat, nest for two with a built足 in comfy heater. (Radiator)
a rare face
Having a soft spot for beautiful, rare old biplanes, I was quite pleased to get an invitation to visit Marion and Dave McClure. Marion owns a Wiley Post bi足 plane powered by a model A Ford engine. In spite of the urging of local fans to see the Post in the air, Marion kept it on the ground and spotless until I ar足 rived with my camera. An added attraction was brother Dave's 1932 WACO RBA. This is a side by side sport model with a Warner engine. The color is basically red. I mentioned to Dave that it would be nice to fly along side the Wiley Post to get an air to air shot. The WACO was off and climbing. Marion has given me a little history of the Wiley Post which I will pass along. A gentleman named 17
By Bill Thumma
1314 Dulee Drive
Elwood, Indiana 46036
Ross Holmes built a Ford powered parasol monoplane in 1930 at Marshall, Oklahoma. Ross worked for a Ford dealer named Straughan, who backed him. The first planes were called Straughans. After bankruptcy, they became Wiley Post biplanes. NC13961 (pictured) was serial number 12 and was restored in 1962 by John Bouteller of Tulsa . Marion also owns Wiley Post serial number 10 (built in Dec. 1936) which is being rebuilt for son Barry. The color of No. 12 is a very pleasing silver and blue. I wish to thank both Marion and Dave for their cooperation and hospitality - a couple of dedicated men of the antique airplane world .
Whistling In The Rigging By Tom Poberezny
It is very interesting to read and review the nu merous aviation publications, periodicals and tabloids that arrive at EAA Headquarters. Numerous opinions are expressed as to what's right and what's wrong with aviation. The backgrounds and areas of interest of those expressing opinions varies greatly. According to many, the number "One" problem with aviation is the FAA. The FAA is the biggest and easiest to blame for all our woes and problems. Be cause FAA makes all the rules and has the respon sibility to enforce them, everyone finds they make it easy to " pass the buck". Please . . . don't interpret this as a defense of all of FAA's policies, regulations , programs , budget and personnel. There are many things done by this regulatory agency that I disagree with, both from a business standpoint and from the viewpoint of pro moting and furthering aviation, which is also one of their res ponsibili ties. But, lets not blame FAA for everything. We the aircraft owners, users, mechanics, FBO's etc. also must shoulder responsibility for pro blems that exist. Many of us tend to be too complacent rather than doing anything . It's easy to talk and complain about this and that, but the true test is whether or not we as individuals or an organization do something about them. I would like to mention a couple of cases in point.
Recently, EAA Headquarters received a notice regarding safety recommendations the National Transportation Safety Board made to the Federal Aviation Administration regarding aerobatic safety.
(For further details, see Headquarters Comment, page 10, in the October issue of SPORT AVIA TlON .) Upon receipt of this information , EAA Headquarters immediately contacted the NTSB and FAA in order to schedule a meeting so that our recommendations on this report could be heard. On September 20th , Headquarters representative Mike Heuer, along with lAC officers Verne Jobst and Bob Heuer and Washington Representative , Dave Scott, went to Washington to meet with NTSB Chair man Webster Todd. From Mr. Todd's office, this group visited FAA Headquarters to meet with repre sen tatives from Flight Standards and various other departments. As a result of these meetings, EAA and lAC will be providing valuable input on this sub ject. Participation such as this allows your Headquar ters staff to further develop their working rapport with FAA and now with NTSB. This is important, for much more can be accomplished by working with each other rather than against each other, or by not working at all! A recent issue of one of the aviation tabloids had an editorial about what it termed "The N-Number Controversy ." As many of you know, EAA petitioned the FAA a number of years ago for smaller N-Numbers. As of yet, nothing has really transpired. A portion of the editorial went like this : "EAA wants just the little numbers on the tail. FAA says no, little numbers on the tail and big numbers under the wing . Probably most owners of factory aircraft don't give a damn - except that any change will even
tually force them to get up the money for a new paint job." I sure hope that most aircraft owners don't feel the way this editor feels regarding aircraft appearance and pride in ownership . EAA doesn ' t advocate an N-number change and a simultaneous change in the aircraft paint scheme. The change can appear on the new aircraft as they come off the line or at such time that they are due a new paint job. If a new regulation was passed, we can certainly live with N-numbers in either configuration during the transition period. They don't have to be changed at once. Most of us take great pride in aircraft ownership. Great care is put into maintaining our aircraft, both mechanically and aesthetically. Large numbers on the side of the fuselage destroys this beauty. How would your brand new 1977 automobile look with the license number in 12 inch letters on the door! I hope that complacency does not replace this pride. Many times the problems we face seem insur mountable . Enough so that sometimes we feel "what's the use, I'm just one person and there is nothing I can do." Let's never take that attitude. Granted , it's easier said than done , but be assured your Head quarters staff will continue to work with all organi zations , commissions and government toward the betterment and promotion of aviation.
Editor 's Note : A meeting of your Board of Directors was held at headquarters last week end. The main item of business was a discus sion on how to get the membership to take seriously our plea for new members. The one for one approach could be so easy! Are we all too preoccupied to have time enough to re cruit only one new member. If you would like the VINTAGE AIRPLANE to succeed it is urgent that you use the membership blanks that we are enclosing in each issue and get at least one new member! AI Kelch
18