~
Restorer's
write a newsletter if they don 't have any news to write about.
Corner
f1JJj .J.R. NIELAl\DERJ.JR.
In December we mentioned that we would be including an as-up-to-date-as-possible listing of type clubs, their officers and their newsletter editors in a forthcoming issue of THE VINTAGE AI RPLANE, and that we planned to update the list and print it on an annual basis. Well, the time is at hand for the first an nual printi ng of this list. You will find it located elsewhere in this issue. We suggest that if you have a question concerning a particular aircraft or engine, you check to see if it is inc luded in this list, and, if so, that you make your inquiry directly to those who are most knowl edgable on the subject and who can give you the best and quickest answer. Likewise, we heartily recommend <that you support the type clubs of your choice both morally and financially. The financial support usually only amounts to a few dollars a year to cover printing and postage of the newsletters. These officers and ed itors also appreciate hearing from you. They need both encouragement regarding the important service which they are providing, and information concerning the status of your restoration project, etc. After all, they can't
As our aircraft become older and as more basket cases are started on their way to again becoming flying mach ines, the role of the type club keeps increasing in import ance. Usually the type club newsletter is the best, and sometimes the only, source of information on parts availability. It certainly is the best forum in which to bring up a question concerning restoration, modifica tion, or substitution of parts. There is hardly any prob lem which you can face which some other member of the type club hasn't faced and solved at some earlier time. Since the theme of all type clubs is cooperation, he will be glad to share his knowledge with you. Who knows? The next time possibly you will face and solve a problem first, and be able to pass on your knowledge to someone else at a later date. Our membership drive is showing very significant results. The roster has grown by over 50% during the past year. Your officers, directors and advisors thank each of you members who have taken the time and made the effort to acquaint your fellow aviation enthusiasts with the activities of your Division. As we have men tioned many times before, we all gain from an increase in membership. However, we have not as yet reached our goal, so please don't let up on your efforts or your enthusiasm. Let's each of us sign up a couple of more new members over the next month. We shall again be including new member applications along with your copies of THE VINTAGE AIRPLANE .
EDI TORS NOTE Up until now, we have done quite well at getti ng the necessary material together for the magazine. Sometimes we are saved at the last minute by receipt of an article, sometimes we have to research and write one. Our three Associate Editors deserve a great amount of our appreciation, and as for the office of Vintage, we could not have a magazine without them. It will be necessary to spread the load in the future, and we are particularly interested in getting all areas represented. We particularly need editors in Texas, the Northwest territory of Washington and Oregon, Arizona, New York and Connecticut. Editors from any area will be welcomed. These are areas that I have noticed a lack of reporting from, and ones that are known to have considerable activity. If you have a candidate, notify us. We will all be helped. To get a greater balance of material, we would appreciate having more Classic material. It is your magazine, and we publish what we get, so let's hear more from the Classic group. It would be a great help if the Type Clubs would assist in a search for editors oriented to their craft. If you like what you are get ting, get involved - solicit new members and help gather interesting articles. AI Kelch, Editor
~
OFFICIAL MAGAZINE
ANTIQUE / CLASSIC
DIVISION
Editorial Staff Editor AI Kelch
Assistant Editor Lois Kelch
Associate Editor Robert G. Elliott 1227 Oakwood Ave. Daytona Beach . Florida 32014
Associate Editor Edward D. Williams 713 Eastman Dr. Mt. Prospect. Illinois 60056
Associate Editors will be identified in the table of con tents on articles they send in and repeated on the article if th ey have written it. Associate Editorships will be assigned to those who qualify (5 articles in any calendar year).
Directors ANTIQUE AND CLASSIC DIVISION '"
OFFICERS PRESIDENT J.R. NIELANDER, JR. P.O. BOX 2464 FT. LAUDERDALE, FL 33303 VICE·PRESIDENT JACK WI.NTHROP ' RT.1,BOX111 ALLEN, TX 75002 SECRETARY RICHARD WAGNER P.O. BOX 181 LYONS, WI .53148 TREASURER E. E. " BUCK" HI LBERT 8102 LEECH RD. UNION, IL 60180
THE VINTAGE" AIRPLANE is owned Hales Corners. Wisconsin 53130. 5econ 53 130. and additional mailing offices. period of which $10.00 is for the pubi
9635 Sylvia Avenue Northridge, California 91324
AI KelCh 7018 W. Bonniwell Road Mequon. Wisconsin 53092
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Evander M. Britt Box 1525 Lumberton, North Carol ina 28358
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M. C. "Kelly" Viets RR 1. Box 151 Stillwell . Kansas 66085
Willi a m J. Ehlen Route 8. Box 506 Tampa. Florida 33618
Morton Lester P.O. Box 3747 Martinsville, Virginia 24112
Claude L. Gray, Jr.
Advisors 301 Dodson Mill Road Pilot Mountain, North Carol ina 27041
Dale A. Gustafson 7724 Shady Hill Drive Indianapolis, IN 46274
Robert A. White 1207 Falcon Drive Orlando. Florida 32803
Roger J. Sherron 446-C Las Casitas Santa Rosa. CA 95401
W. Brad Thomas, Jr.
of
THE EXPERIMENTAL AIRCRAFT ASSOCIATION
P.O. Box 229 Hales Corners, Wis. 53130
APRIL 1977
Box 98 Wauchula. F L 33875
Stan Gomoll 104 290th Lane. N. E. Minneapolis. MN 55434
lusively by Antique Classic Aircraft, Inc. and is published monthly at Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin ship rates for Antique Classic Aircraft, Inc. at $14.00 per 12 month of THE VINTAGE AIRPLANE. Membership is open to all who are
NUMBER 4
Restorer's Corner .......... . ................ .... ..... ..... .... ...1
WACO Identification .......... . ..................................3
WACO Prod uction 1923-1945 . .... .. ....... . ... ..... . . . . . .. . ...... .4
Vintage Album .... ... .. ..................... ... . ..... ...... . . . . 11
Primary Cadet Days . .................... .... . ... . ... .. ..... .. ...15
Primary Cadet Days - Revisited .... . . . .............................18
Behind the Scenes at M*A*S*H ................... . ....... . ...... ..19
National Type Club Listing 1977 ...... . .... ... . ....... .... .. ........20
Air Mail ... . .. .. ........ .. ... . .... .. .... . . . .. . ................21
EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP o NON-EAA MEMBER - $34.00. Includes one year membership in the EM Antique/Classic Division, 12 monthly issues of THE VINTAGE AIRPLANE; one year membership in the Experimental Aircraft Associa tion , 12 monthly issues of SPORT AVIATION and separate membership cards. o NON-EAA MEMBER - $20.00. Includes one year membership in the EM Antique/Classic Division, 12 monthly issues 01 THE VINTAGE AIRPLANE; c;ne year membership in the Experimental Aircraft Associa tion and separate membership cards. SPORT AVIATION not included. o EAA MEMBER - $14.00. Includes one year membership in the EM Antique/Classic Division, 12 monthly issues 01 THE VINTAGE AIRPLANE and membership card. (Applicant must be current EM member and must give EAA membership number.
ON THE COVER Maurice "Sonny" Clavel
VOLUME 5
Waco SRE from California, Waco A VN-8 from Oklahoma, Waco CUC-2 from Chicago, Waco YOC from Texas, at the 7972 National Waco Fly-in.
PICTURE lOX (Back Cover)
Waco 7928 JTO Taperwingpowered by 365 hp. Wright. Airmail and passenger service Cincinnati-Indiana polis and Chicago.
interested in aviation. Copyright C> 1977 Antique Classic Aircraft. Inc. All Rights Reserved.
2
~WACO~ ...
AIULAI"
All photos
courtesy Ray Brandly
~rn~mU~~~rnffiTI~rnm
By: Ray Brandly National WACO Club 2650 W. Alex-Bellbrook Rd. Dayton, Ohio 45459
~ACO~
~ ~ .
. AlRPLAIU
7923 Waco 7, Note location of radiator.
Many people continue to think of WACO mod el designations as being di ff icult to understand or some wh at confusing. Actually, th ey are no more confusing than distinguishing a 1932 Chevrolet from a 1935 Chev rolet or a 1929 Ford from a 1933 Ford. First, you must pictur e each WACO in your mind and assoc iate it with· the approximate year th at it was introduced. Now, it is reaso nab le to assume that most peopl e associate the OX-5 engin e with open WACOs built from 1923 thru 1929, namely, the WACO 7, the WACO 9 a nd the WACO 10. Th e differences that easily di st inguish these WACOs at a distance are: the WACO 7 uses a radiator installed between th e prop ell er and the nose of the engin e, the WACO 9 uses a balanced rudd er and elepha nt-ear ailerons on upp er wings only, the WACO lOuses seve ral different engi nes. So let's look for the most distinguishing poi nts. Th e TEN introduced a new hydraulic landing gear with lon g shock strut from axle to top longeron of fuselage . Also, the TEN was first WACO to use a center-section betwee n upper wings. Upon close in spection there would be many more dif ferences, but with those ment io ned anyo ne should be able to distingui sh between the three mod els from a dis tance of one hundred feet or more. In 1928 the Wright Wh irl wind (radial) engines were being installed on basicall y th e sa me fuselage, e mpennage and la nding gears as was being used by the OX-5 and Hi sso powered TEN. Thu s a model commonly known as th e Straightwing came into being. Thi s distinction being necessary to distinguish it from the Taperwing that was simultaneously being produced. Actu ally, the same fu selage, emp ennage, landing gears and engi nes were being used for both the Taperwing WACO and the Straight wing WACO, th e wings, center-section, wires and struts being the not iceable differe nces. Editor 's Note : Ray Brandly has bee n kind enough to write this articl e, so that we can all id enti fy Waco airp lan es. Through an error in the Vintage Album for October 1976, where I wrongly id enti fied Dick Jackson's Waco D as a Military, I came in contact with Ray . I will be forever grateful, for now th e mystery is solved and we can all beco me proficient at Waco identifi cation. AI Kelch, Editor
WA[O PHODU[TIOn 1923-1942 1923 thru 1929 Advance Aircraft Company Troy, Ohio Model & Year
Engines
Remarks
1923-24
WACO 7
OX-5 90 hp
Radiator mounted between propeller and nose of engin e, very small triangul ar shaped fin. 3-place open.
1924
WACO 8
Lib erty 6 250 hp
Si x- pl ace cabin with two-place open cock pit.
1925-26
WACO 9
OX-5 90 hp OXX-6 102 hp
1927 1928 & 1929
WACO 10 GXE
Uses a balanced rudder . Ailerons on upp er wings only (balanced elephant-ear type) . In troduced the weld ed steel tubing fuselage. 3-place open.
In troduced the hydrauli c landing gear (long shock strut from axle to top longero n at side of fuselage) . First WACO to use cen ter-sectio n between upper wings. 3-place open.
DSO
OX-5 90 hp OXX-6 102 hp Sieme ns-H alske 100-122 hp Hi sso 150 & 180 hp
1928 & 1929
Straightwing ASO BSO CSO PSO QSO
J-5 9 cyl. Wright 220 hp J-6 5 cyl. Wright 175 hp J-6 7 cyl. Wright 250 hp Jaco bs LA-1 170 hp Continental A-70 165 hp
Hydraulic landing gears with long shock strut (similar in app earance to WACO 10). Out-rigger gear also used on these model s. Var ious improve ments were made to landing gea rs and wings. All Straightwing WACOs are 3-place open.
1928 & 1929
Taperwing ATO CTO
J-5 9 cyl. Wright 220 hp J-6 7
Tapered wings using a center-section much larger than Straightwing center-section.
1928 & 1929
Taperwing ATO CTO JYM
J-5 9 cy l. Wright 220 hp J-6 7 cyl. Wright 250 hp Wright R-975 330 hp
JYM fuselage 12 inch es longer. All Taperwing Wacos 3-p lace open.
125
Since there was a variety of e ngi nes offered when the WACO 10 came out, it beca me necessa ry to use letter designations for the first time. First letter shows engine, second letter denotes wing design, third letter denotes type or series.
4
WACO 10-) -5
Right: 7928 WACO A50 J-5 Wright Note shock strut fairings.
Above: 7928 WACO A TO, This is Freddie Lund's Taperwing, with J-5 Wright Below: 7924 WACO 8, empennage similar to Waco 9
Above: 7925 WACO 9, Note ailerons size and location Below: 7928 WACO 70 D50, Note new landing gear, and center足 section. This type landing gear was used on approximately one thousand Wacos.
In 1930, WACO pro duction introduced a new type or series commonly known as the WACO "F". Production also continued with the CSO, the CTO and some special types, the JWM and the CRG. All o f th ese WACOs used the out-rigger type of landing gear. Th e first WACO Fs of 1930 and 1931 were easily distinguishable by a small compact fuselage two feet shorter tha n any previous WACO. Equal dihedra l in upper and lower wings, bal anced elevators and a tail wheel that appeared to be too far forward, were also distinct identification points of those first "F" models. A new greatly improved F mod el known as the F-2 was introduced in 1931. The F-2 was easily identifi ed with larger engines, newly designed landing gears and metal ailerons on all four wings. In 1932 and 1933 the F-2 continued with improved wings and elaborate fair ings. A sportsmen's WACO, seating two persons side-by-side in a single cockpit, was also introduced in 1932 and produced thru 1933. This was known as the WACO A. Fuselages of approximately same dimensions, wings, empennages and landing gears of same design were used on F-2 and" A" models. Chart showing WACO production 1930 thru 1934 does not list specifications or refinements pertine nt to each model. It is intended only to point out those dif ferences in appearance that should be noticeable at a distance. Always remember that the first letter identifies engine make and horsepower, the second letter denotes wing design and the third letter denotes type.
7934 WACO UKC, Note beautiful fairings
7
WACO PRODUCTION Continued
E .
Re marks
RNF IN F KNF MN F jWM CRG
WJrn er-Scdrab 125 hp Kinn er B-5 125 hp Kinn er K-5 100 hp Menasco C-4 125 hp Wright R-9 75 330 hp Wright R-7 60 25 0 hp
Ou trigger land ing gears, fuse lage two feet shorter th an pr·ev ious op en WACOs, ta il wheel fo rward from end of fuselage, eq ual di hedral in up per and lower wings, ba lanced elevators. Al l 3-pl ace open. Simil ar to JYM .
193 1
OCF-2 PCF -2
Co ntin enta l A-7 0 165 hr jdcobs LA- 1 170 hp
193 1
ODC
Co nt ine nta l A-70 165 hp
Seco nd ' T " se ries with compl etely new landing gears and metal aile ro ns on all fo ur wings. Fu selage and empenn age id entical in appearance to fir s! " F" se ries. 3-pl ace open. Firs t pmduction cab in WACO. Uses streamlin e fl ying and landing wires. Ail ero ns, emp enn age and landing geM identical in appea rance to F-2 models.
1932
UEC OEC
Contin ental R-670 210 hp Kinn er C- 5 210 hp
Cabin WACO. Streamline steel tubing wing brace strut repl aced wi res used on fi rs t cab in . 1931 & 193 2 cab in s used narrow chord engin e cowl , both had rearview wi nd ows not fitted to contour of fuselage.
Co ntinenta l R-670 210 hp Jacobs LA-l 170 hp Warn er-Scarab 12 5 hp Kinn er B-5 125 hp jaco bs LA -1 170 hp Co ntin enta l R-670 210 hp
Gea r and wing-root fa irings most noti ceable di f ference fr·om th e 1931 F-2.
193 2 & 1933
UBF-2 PBF -2 RCA RB A ICA IB A PCA PBA PLA UCA UBA ULA
19 33
UIC
Co ntinental R-670 210 hp
1934
UKC YKC CjC
Co ntin en tal R-670 210 hp Jaco bs LA 225 hp Wri ght R-760 250 hp
1934 & 1935
UMF YMF
Co nt inental R-670 210 hp jacobs LA 22 5 hp
S3HD WHOA JHD
Pratt & Wh itn ey 440 hp Wright R-975-E2 420 hp Wright R-975-E 330 hp
Model & Y 193 0 & 193 1
CR G used metal ail ero ns located on lower win gs onl y, spec ial outrigger gea r wi th longe r· shock str uts. 3- pl ace open.
Th e "A " se ri es had single coc kpi t with sid e-b y sid e sea ting, fr ont and rea r baggage compart ments. Could be flow n as 2-pl ace open or closed. C lbin WACO, with gear and win g-roo t fairings, wid e chord bump engine cowl s, rea r-view win dows fitted to co ntour of fu se lage. Cabin WACO. Actu all y th e 1934 Stand ard cabin WACOs wer·e r·efinements of th e 19 33 model and usin g a new wing design. The CjC, highest per fo r ma n ce St and ard had eightee n inches grea ter wi ng span. Lu xuri ous " F" models with uph olstered cock pits, elaborate gear and wing-root fail·ings, deep skirt bump cowl s, 2-foo t lo nger fuselages than previ ous "F"s. Des ignated F-3 fir st six month s, thereafter all de signated F-5. 3-pl ace open. No ce nt er-sec tion s used on "0" models. Tand em sea ting for two in ca nopy enclosed coc kpits.
7933 WACO VLA, Single cock pit sport plane (this one had green wings with yellow fuselage)
7937 WACO CRG, SpecialStraightwing. Note gear.
Above: 7937 WACO QDC, Note rear-view windows. Below: 7934 WACO WHDA, Military Waco D (Fac tory demonstrator - Sold to Nicaraguan Government 4-27-39.
1933 MOD~L-A 2 PLACE OP~N·CLOSED SIDE BY SID 8
Above: 7930 WACO C50, Note out-rigger landing gear (this Waco was sent to China)
Above: 7930 WACO CTO, This Taperwing is still flying,
Below: 7930 WACO RNF 7937 WACO QCF-2 7932 WACO OEC.
The Waco Aircraft Company decided to expand production of the cab in WACOs by introduci ng a larger, faster CUSTOM WACO in 1935. All Custom WACOs are eas il y id entified by larger upper wings and very short lower wings. STANDARD cabin WACOs have wings of equal area, upper and lower. A slight change in ident ification letters was necessary in 1935 with the introduc tion of the Custom. Standard cabin models used -S to denote Standard and the letter C indicated Custom from 1935 on . Also, WACO came out with a new high performance "F" in 1935, the CPF with larger engines, a new wing design and a completely new empenage with balanced rudd er. 1936, was a big production year for WACO cabin airplanes as both the Custom and the Standard models were greatly improved. The Custom fuse lage was length ened one foot, the gear shock strut changed slightly and the ai lero ns were fabric covered. The 1936 Standards were distinguished by a completely redesigned landing gear. The 1936 "F" WACO, known as the F-6, was a refinement of the CPF with a completely redesigned landing gear and an enclosed rear cockpit.
WACO PRODUCTION Continued
Model & Year
Engines
Remarks
1935
UKC-S YKC-S
Continental R-670 210 hp Jacobs L-4MB 225 hp
UOC YOC YOC-l CUC CUC-l CUC-2 CPF
Continental R-670 210 hp Jacobs L-4MB 225 hp Jacobs L-5M B 285 hp Wright R-760 250 hp Wright R-760-E l 285 hp Wright R-760-E2 320-350 hp Wright R-760 250 hp
Standard cabin WACOs that were almost iden tical in ap p earance to the 1934 models. El aborate fairings . CUSTOM cabin WACOs, large upper wings with metal ailerons and mid-chord flaps. Short lower wings had no ailerons. New empennages had bal anced elevators and balanced rudder.
UKS-6 YKS-6 ZKS-6 DKS-6 UQC-6 YQC-6 ZQC-6 AQC-6 DQC-5 EQC-6
Continental R-670K 225 hp Jacobs L-4MB 225 hp Jacobs L-5MB 285 hp Wright R-760-El 285 hp Continental R-670K 225 hp CUSTOM cabin WACOs, wings approximately same size as 1935 Custom, but new design used Jacobs L-4MB 225 hp fabric covered ailerons, also had mid-chord flaps. Jacobs L-5M B 285 hp Short lower wings very similar to 1935 Custom. Jacobs L-6MB 330 hp Fuselage twelve inches longer than 1935 Custom. Wright R-760-El 285 hp Wright R-760-E2 320-350 hp
YPF-6 ZPF-6
Jacobs L-4MB 225 hp Jacobs L-5MB 285 hp
UKS-7 VKS-7 YKS-7 ZKS-7
Continental R-670K 225 hp Continental R-670M 240 hp Jacobs L-4MB 225 hp Jacobs L-5MB 285 hp
ZGC-7 DGC-7 EGC-7 AGC-7
Jacobs Wright Wright Jacobs
1936
The 1937 Standard S-7 had many refinements, but in outward appearance was identical to the 1936 S-6. Th e 1937 Custom C-7 was easily identified by a new wide gear and new streamlined three-piece windshield. Trail ing edge split-type flaps replaced the mid-chord flaps of the previous Custom models. The 1937 F-7 s had many refinements, but were identical in outward appearance to the 1936 F-6. 1938 and 1939 were great years for improvements and the introduction of new cabin WACOs. See chart for differences in identification. Standard cabin WACOs remained basically the same in appearance in 1940. A ,completely new "E" model replaced the WACO " N" and the C-8 Custom and for the first time WACO used a Lycoming engine. In 1941 and 1942 the Standard cabin used a mid-chord wing flap on upper wings only and was equipped and used as an in strument trainer. See chart.
1937
New wing design, new empennage using balanced elevators and balanced rudder. Landing gear and fuselage same as F-5 . Three-place open. This STANDARD cabin WACO used a completeIy redesigned landing gear, with fairing over shock strut only.
The F-6, sport WACO, using wing and empennage desig n of the 1935 CPF, added a new fuselage and redesigned land ing gear simi lar to the S-6 Standard cabin. Rear cockpit enclosure also provided. From outward appearances the 1937 S-7 was id entical to the S-6.
The 1937 CUSTOM introduced a new wide land L-5MB 285 hp ing gear with 108" tread as compared to 87" R-760-El 285 hp R-760-E2 320-350 hp tread on previous cabins. Also used a three-piece streamlined windshield. Split-type trailing edge L-6MB 330 hp fl aps.
The three-place open F-7s received many changes during 1939 and thru 1942, mainly to meet require ments of a Government CPT program. See chart.
10
Vintag~ Men and Thei
-
7935 WACO YMF-5, The F-3 and F-5 Wacos were introduced in 7934.
..::::::~-
A good general rule to follow in WACO identification for cabin model s CUSTOM 1935 thru 1942 large upper wings, short lower wings and ailerons on upper wings only. STANDARD cabins 1931 thru 1942, upp er and lower wings of equal area, metal ailerons on all four wings and no bal anced rudders. It is hoped that WACO identification may be much
7935 WACO CPF, Most of these high-performance Fs were exported.
7935 WACO S3HD-A, Captains Len Po vey and St. Orta taking delivery of this D for Cuba.
11
7936 WACO YPF-6, First F-6 sportsmar.
Album
lintage Machin es
eas ier and the identi fy ing lett ers mu ch simpl er after readin g th e desc rip tio ns and assoc iatin g th em with th e acco mpanyin g ph otos. As prev iously menti o ned, onl y di fferences in outward appeara nces are mentioned here足 in. Spec ifica ti ons, perfor mance data, equipm ent and co lor sc hemes are also ava il abl e upon requ est to th ose wh o desire to restore a WACO to its original appearance.
7935 WACO YOC, First of the CUSTOM cabin mode/so
7936 WACO YQC-6, This Custom purchased by Dr. Galstaun of Calcutta, India.
lIaco purchased by Burr Bi,lsh of Chicago .
793 7 WA CO ZGC-7, First wide-gear Custom (note trailing edge flaps).
12
WACO PRODUCTION Continued
Engines
Remarks
UPF-7 VPF-7 YPF-7 ZPF-7
Continental R-670K 225 hp Continental R-670M 240 hp Jacobs LAMB 225 hp Jacobs L-5MB 285 hp
The 1937 F-7 used the same 77" tread gear that was used on the F-6. Cockpit enclosures available on these 3-place F models also.
VKS-7 YKS-7 ZKS-7
Continental R-670M 240 hp Jacobs LAMB 225 hp Jacobs L-5MB 285 hp
New three-piece streamlined windshields and new wide gear similar to the 1937 Customs.
ZGC-8 AGC-8 EGC-8
Jacobs L-5MB 285 hp Jacobs L-6MB 330 hp Wright R-760-E2 320-350 hp
Same appearance as 1937 Custom, except fu足 selage was 12 inches longer.
ZVN-8 AVN-8 ARE SRE
Jacobs L-5MB 285 hp Jacobs L-6MB 330 hp Jacobs L-6MB 330 hp P & W Wasp Jr. 450 hp
Tri-cycle landing gear and flaps on all four wings.
VKS-7 YKS-7 ZKS-7 ARE SRE HRE VKS-7F
Continental R-670M 240 hp Jacobs LAMB 225 hp Jacobs L-5M B 285 hp Jacobs L-6MB 330 hp P & W Wasp Jr. 450 hp Lycoming R-680-E3 300 hp Continental R-670M 240 hp
Same general appearance as the 1939 Standard cabin WACO.
UPF-7 YPT-14
Continental R-670-6A 220 hp Continental R-670-6A 220 hp
These F-7 open WACOs still had narrow gear (77"). Two-place front seat was replaced with a single-place seat. Used hand inertia starters. YPT-14 was a military designation and these F-7s were later changed to the new 100 inch wide gear. Engines were cowled ..
Continental R-670-6A 220 hp
These F-7 open WACOs all used wide gear, en足 gines were not cowled, windshields had cast alu足 minum frames, and electrical system replaced inertia starter. Two-place original front seats were provided after W.W. II.
Model & Year
1938 1939
1940 1941 1942
1939
1940 1940 1941 1942
13
UPF-7
These CUSTOM WACOs used new plywood covered wings, narrower more streamlined fuselage and flying and landing wires replaced wing brace stru t.
These CUSTOM WACOs introduced in 19.39 and generally known as the WACO "E". This Standard cabin introduced in 1941 as an instrument trainer and was the only Standard to use a wing flap. (Mid-chord type similar to C-6).
Above: 7938 WACO 贈GC-8, Demonstrator sold to State of Ohio. Below: 7939 WACO YPT-74, This military F-7 was one of 73 delivered prior to the 600 CPT UPF-7s. Note narrow gear and windshields without frames.
Above: 7938 WACO A VN-8, Had trailing edge flaps on all four wings. This one purchased by CAA Air Safety Board Below: 7939 WACO A RE, The ultimate in a high-performance Custom. This first Waco E was purchased by Tarrant Flying Service Billings, Montana.
Above: 7939 WACO VKS-7, Wide-gear Standard Below: 7947 WACO UPF-7, One of the 600 CPT F-7s - this one is currently flying in mint condition owned by John I. Shue.
7947 Ryan PT-22 Field No. 1-342 of the type used by D.j. Armand, when he was an A viation Cadet.
PRIMARY (CADET DAYS By: D.j. Armand Photos furnished by Bill Hodges
My first introduction to the Ryan PT-22 came in the middle of May, 1943, when my Aviation Cadet Class 43-K reported to the Fifth Army Air Forces Flying Training Detachment at Ryan Field, Hemet, Calif. The sight of those PT-22's in the traffic pattern was a thrill, and I'm sure many of my classmates had a few feelings of apprehension, as I did, about our ability to handle the little monster. During our Preflight training at Santa Ana, we had heard barracks talk by the carload on the relative merits of the three primary trainers then in use, the PT-17, PT-19 and PT-22. Though the Stearman was touchy during the landing roll, neither it nor the Fairchild land足 ed as fast as the Ryan, so the stories went. By the time
we were told where we would go for Primary training, we were pumped so full of talk that those of us who were assigned to Ryans firmly believed we would be landing a P-40 on our first flight. So, it was both a matter of concern and at the same time, a challenge. My first flight, or orientation flight, came on May 26, 1943, and it was also th e first time I had ever been up in any aircraft. The entry in my log book shows "Army PT-22, H.P. 160, No. 484-A" (Field Number). The flight lasted 35 minutes and consisted mostly of my being shown the local flying area and our auxiliary fields. I was allowed to take the controls for a considerable part of the time and began my actual flying training by doing a series of turns. Though I had never actually flown
This Article is a reprint from "Ryan Club News" 15
before, I was no stranger to aircraft and the functions of their controls. From the time I was old enough to know what an airplane was, I knew I wanted to fly. I read and collected everything I could, built models by the dozens, and hung around the local airport as much as I could. The flight instructors at Hemet were all civilians, but dressed in uniforms and were treated by all cadets as commissioned officers. My instructor, Mr. J. F. Hutchins, was a fine gentleman, soft-spoken and easy going. He never got ruffled; even in hairy situations you could always depend on that calm, quiet voice over the gosport to help you out. To me, at that time an impres sionable 19-year-old, who lived, breathed and dreamed airplanes, he was second only to God. My second flight came on May 29, in Number 596, and lasted 40 minutes. This time I was allowed to follow through on the controls during take-off and after then it was mine . We climbed to our working area and I began practicing turns again. Later on Mr. Hutchins dem onstrated power-on and power-off stalls, straight ahead, and let me try some. The last item on that flight before landing was my first introduction to what I thought at the time was a complete disaster - the spin. Needless to say, it left me with the impression that mayb e I was in the wrong kind of racket. But that didn't last long. The third and fourth flights were pretty much the same, consisting of turns, stalls, spins, coordination ex ercises and rectangular patterns. On the fifth flight we began take-off and landing practice, which I liked best. The following flights, through my twelfth , were a succes sion of pure dual instruction and practice on take-offs, turns, stalls, spins and landings. At the end of the twelfth flight I had a total time of9:25, on June 16. The policy at Hemet was that each instructor have his students fly a "cross-check" with another instructor as they approached the time for their solo. So, on June 18, I flew my cross-check, which lasted 15 minutes, and consisted of take-offs and landings only. It must have been okay, because I remember Mr. Hutchins coming back with a big grin, after talking to the other instructor. Anyway, back up we went for another 35 minutes of bounce drill. Th ere was a requirement at Hemet on the Ryans that no one would be allowed to solo with le ss than eight hours dual, no matter how much previous time he had. Since I had passed th is minimum and had had my cross check, I know my solo was not too far away, so I was
getting pretty excited. The next day, June 19, we took off in Number 832 and went to one of our auxiliary fields. As I remember, there were three or four of these fields, which were sod, where we did our practice take-offs and landings in order to relieve the load at the main field. There was a small stage-house in a corner, where a caretaker usually sat during the day, and where an instructor could sit while his student shot solo landings. After I shot a couple of landings, Mr. Hutchins told me to taxi over to the stage house. When I stopped, he climbed out of the front pit, stepped down off the wing and said, "You're ready; want it?" I gulped and nodded, so he walked away. Back to the take-off position I went, with a feeling that something was not the same. It was not until I was about 300 feet in the air that I realized what it was. That familiar head was missing from the front pit. When it hit me, I had a short moment of apprehension as I told myself, "0. K., boy, you're up here now and there's no one but you to get this thing back down on the ground." So, around the pattern I went and turned in on the final. I had always heard that your first solo landing was the best landing you'd ever make. Well, I've made better landings after that first one, especially after I got into heavy aircraft, but there was nothing wrong with that one. Three points and no bounce. I taxied over and Mr. Hutchins waved me on, so I went around again. The second land ing was okay, but not as good as the first. I had finally made it, after 10: 30 of du al, and recorded 00: 15 for my solo fl ight in Aircraft No. 832. On the 21 st, I had another 30-minute session of dual, and then my second solo flight lasting 30 minutes also, in which I shot take-offs and land ings. On the day of my solo, I was treated to a bath under a fire hydrant, uniform and all. That was the custom at Hemet, since we had no swimming pool in which to be heaved. The living quarters were a small bungalow type of building, with four cadets assigned to each. There were two bunk beds with an upper and lower, two small desks, and one bath. Though a little crowded, it was still pretty nice, and had the old G.I. barracks beat. The food was typical Army chow, and we were no longer made to pull K.P., as we had done in Preflight School at Santa Ana. There was a P.X. in which we spent a great deal of our off time, especially in the malt shop, and the juke box caught the devil, partic ularly Tommy Dorsey's "Boogie-woogie."
Our ground school classes were all on subjects related to our flying training. One week we would have ground school in the mornings and fly in the afternoons; the next week would be the other way around. It was pretty warm in Hemet at that time, and I remember how hard it was to stay awake when we had afternoon classes. Particularly in Engines class; Mr. Raine, the instructor, had a deep bass voice and no matter how hard we tried, some of us would doze now and then. But a short break between classes would perk us up for the next. Another custom at Hemet which we were allowed to stop after solo, was that of wearing our goggles every where we went on the base. This was not an Army requirement; it was required by the upper classmen, and the Army just looked the other way. You did not wear the hel met--just the goggles. And, anytime you went around a corner you had to clear yourself, right or left, before you made your turn. It was good-natured upper class hazing, but it also served a useful purpose in helping you to look around when you were actually flying. I was really glad to be able to discard those goggles on the ground, especially on Sundays when vis itors were allowed on the post. The snickers and cute remarks some of those civilians came up with were some times hard to swallow. On June 22, I had my ten-hour check ride, during which I did steep turns, stalls and S's along a road. Immediately following that, I had a 30-minute period of dual on 90 0 spot landings, after which I went solo for 45-minutes more to practice. The next three days, June 23, 24 & 25 were a repetition of the 22nd (minus the check ride) with three separate flights coming each day. Needless to say, I ate it up. Especially the 90 0 spot land ings. We had our spot marked on the field, and as we came in on the base leg, we had to cut our power at the right moment so as to make our turn on the final and make it to the spot without having to add power. June 28 came up with three more hops, two in Ryans and one in a Link Trainer. I spent one hour even in that little monster, and felt more exhausted than five hours in the Rya n would have caused. We got a total of five hours in the Link while we were at Hemet. Along about this time, Mr. H'utchins began introduc ing me to chandelles, lazy 8 's and 180 0 side approach landings. Th e air work was okay, but I really liked the landings, and anything having to do with them was always my favorite . To me, the landing is where a pilot's
16
7942 Ryan PT-22A No. 484A (D.j. Armand's first flight was in this aircraft) C/N 7780 AFS/N 42-57484, as owned by the late Charlie Scheetz (his photo.) ability is measured. Heaven knows I shot enough of them later, after I started instructing. My thirty·hour check ride came on Jul y 2 and my log book showed a total of thirty-one hours, thirty minutes. The ride on ly lasted 30 minutes; then I had two more solo hops that day. The next day brought one hour of dual with some aerobatics; snap rolls and slow rolls. From there on to the 7th, I only had one 40-minute dual hop; the remainder, consisting of five other flig hts, were all solo . On the 7th, I had 45-minutes of dual on obstacle landings. There were two poles erected on either side of the runway with a string of small flags stretched across between the poles. As well as I can remember, the poles were about 25 feet high. Farther down the runway, a white line was marked across and we had to clear the obstacle while setting down before crossing the line. You had to come in with full flaps and a lot of power - on the verge of a stall. When you crossed the obstacle, chop the power, jam the nose down to keep from sta llin g and then bring it back up before you hit the ground, adding power if necessary, to set it down easy. It kept you on your toes there for a coup le of minutes. All the Ryans at Hemet, except one, were painted with yellow wings and tails and the fuselages were left the natural aluminum color. That one ship, number 780, was the personal ship of Lieutenant Raymond V. Castro, one of the Army check pilots. It was all silver, and always shone like a new coin. On July 8, with 45-hours and 15 minutes of time so far, I took my Army check ride with Lieutenant Castro. It lasted 25 minutes and cons isted of a spin, some stalls, chandelles, snap rolls and a couple of landings. I found the lieutenant a very quiet
17
and considerate man , not at all like some of the stories we had heard. He pointed out things to me which helped me improve my flying and all in all, I enjoyed th e flight very much. From here on my flight training consisted of a great deal of so lo work , with dual hops spaced so as to keep tabs on my progress. Our upper class, 43-J, had gone on to basic training (Vultee BT·13's) and we were now the upper class. The new lower class, 44-A, of course, were treated by us with fatherly tolerance, since we were now "veterans." But all along the way, there was an occa sional sad note as some of our classmates were washed out. Thi s happened for various reasons from continual airsickness to failure in ground school subjects, but most of the time it was as a result of unacceptable perform ance in flying. I parted with severa l good friends who washed out, and it was a heart-breaking thing to happen to someone who really wanted to make it. However , a lot of them were able to qualify as bombardiers or nav igators, and many went on to be aerial gun ners. As we neared the time when our primary training would be finished, our instructors demanded better and better performance. All maneuvers had to be executed smoothly and precisely, within the limit s all owed by that poor 160 H.P . Kinner. I had reached an under standing by now with the Ryan, and looked forward to each new flight with a great deal of anticipation. We had been checked out on all the required maneuvers and our flights were now practice, practice and more practice. I remember the 90 0 crosswind landings especia ll y, because we were required to three-point it in all except a severe wind . Surprisingly, we had very few ground loops. In fact, while 43-K was at Hemet, there was only one accident I recall. It involved one of the 43-J students on a solo flight, and he died in the crash. Some of us saw the ship when it was brought in, and it gave us some sobering thoughts. On July 21, I had a 40-minute dual hop which cover ed everything I knew . After that, I went up solo for another 1 :05 to practice for the nex t day, since Mr. Hutchin s had told me I would have my sixty-hour, or fi nal, check ride. I frankly admit, I did some sweating until the next day. As well as I can remember, the check pilot was Mr. J. c. Kumler, the Flight Commander. He was a big fellow, rather quiet but a littl e on the formal side. The ride only lasted 30 minutes, but I went through the whole routine for him. Later, after Mr.
Hutchin s talked to him, he came and told me that Mr. Kumler was well satisfied and that I had made it. Need less to say, I was one happy cadet. We were required to have sixty-five hours total time for our primary training and I still lacked 2:10 to finish. So, on the 23rd , Mr. Hutchins rode with me for 1 :05 and it was quite a flight. He let me fly from the front seat, which was a new experience and which I liked very much. He had me climb to 13,000 feet, which was pretty tough for that Ryan, and we could see Catalina Island , off the Calif. coast. After that, he told me to do what I wanted, so I tried my best to tie the ship into knots. I went through every aerobatic maneuver he had taught me, and probably a few he never knew ex isted .. me either. By the time we got back down to lower altitudes and landed, I was feeling pretty woozy, but I was pretty proud of myself since I had never bee n air sick yet, even on my first flight. Mr. Hutchins got out and I went solo to finish my last 1 :05. I decided I would just take it easy and look over the area, since it would probably be the last time I'd see it. So, there I was, just cruising along, making gentle turns, when disaster struck. That previous hour of solid aerobatics caught up with me and I got airsick. I was able to lean over to the left side and let fly outside so there was none of it in the cockpit. But I was one sick boy for awhile, and I began to wonder if I would recover enough to land the ship. Finally, things got straight again and I came in when my time was up. Since it was a disgrace to get airsick on your last flight, I didn"t say anything to anyone, even though we were supposed to clean up an airplane if we were sick in it. I thought maybe I had mad e it, until that afternoon in ground school when I was called out of class and told to report to the Group Commander. As I went into h is office, I saw a bucket of wa ter and rags by his door. He asked me two questions: "Did you fly ship number so-and-so this morning?" " Yes, sir." " Do you know why you were called down here?" "Yes, sir." "Then, go to it." And he pointed to the bucket, and I went to it. That was th e last time I saw a Ryan until afte r the war . Shortly afterward, we left Hemet for Merced Army Air Field to begin our basic training in the Vultee BT-13.
PRIMARY
~ADET
DAY§- ItEVI§ITID
By: Howard Hightower Cypress, Texas
I read with interest the account by D. J. Armand. You see, I was in 43K at Hemet, also; however, I was never in Armand's Squadron. He gave about as factual an account of what it was like as possible, but then in looking at my 43K Magazine from Hemet, I see under his name the notation, "Just call me eager," and it would take an eager beaver to recount the detail he presented. He brought back one th ing I had forgotten. We traveled from Santa Ana to Hemet by truck convoy. As we approach ed Hemet a flying session was ending and plane after plane was coming into the landing pattern - - in the Army you flew a very precise pattern - - and it looked pretty exciting to me. I had forgotten my first impression of Hemet. He took his first flight in 484. My log book shows I flew 484 on July 3, solo 1 hour. He had the link trainer on June 28. My log book shows I had it the 29th. He mentions having 45:15 on July 8; at that time I show 45 :10. I went to Merced for basic and then to Williams Field in Chandler, Ariz., a twin engine fighter school. Of course, that meant one thing, P-38's. On May 25, 1944, exactly one year from my first ride in a Hemet Ryan, I flew my first combat mission in the 479th fighter group, 8th Air Force. The P-38 did well in the Pacific, but not in the E.T.O. During the summer of '44, they changed all the P-38's to P-51 'so Since we were the last fighter grou p to go to the
8th, we were the last to change to P-51 'so I had 53 hours in 51 'so I had one F.W. 190 damaged, and completely wrecked a P-38. Counting what I ate, gasoline I burned, and ship ping me over and back, I didn't greatly help the cause, but, by God, I had fun! After coming back home, I flew P-39's at Harlingen. Discharged in 1945, I never touched the controls of a plane until 1966 - - a1 years. You see, I had flown too much good stuff under stimulating conditions to get interested in civilian flying. I had to enroll in a flying school to get my license. I then bought a fine restored Fairchild R-24, but I didn't like flying in a cabin. I had a hankering for a PT-22, and found one in great condition, which I have owned for 4 years. It was then I started hearing all the dangers of flying a PT-22. One fellow told me it was a killer airplane. To the pilots who have a few hours or those who are thinking of a PT-22, just remember this: If the Ryan was a dangerous plane, it would never have been used as a trainer. In my opinion, it isn't a great plane, but it is tough as a mule. It was a fine plane for training single engine fighter pilots because you had to fly it every minute. Two things the Army preached: (1) to recover from a stall you didn't ease the stick forward, you popped it forward, and (2) in making the final turn use a fairly steep bank in a coordinated turn with the nose down, no flat skidding turn. Armand said on his second flight the instructor did a spin, we did lots of spins. At the time I was very young and thought the Army was teaching me how to recov er from a spin. Thirty years later, and still flying Ryans, I think maybe the Army was teaching us that if you stall a Ryan, you just might spin.
This Article is a reprint from "Ryan Club News"
18
~EMrl~~() By: Eldon Burkett
NRC West Coast Advisor
5337 Anthony Ave.
Garden Grove, Cal. 92645
TMrlE ~CE~E~ AT
,"*A*'*mH
Well, one day at work I received a phone call from a friend of mine who asked if I would rent my Ryan to a friend of his to make the M*A*S*H show. I then got a phone call from the friend who told me that he was a commercial pilot and wanted me to check him out in an afternoon, so he could fly the show . I asked him if he had ever flown a Ryan, or anything comparable. He said that the only tail dragger time he had was a few hours in a J-3 Cub a few months before, but he was sure that he could handle the Ryan after a couple of hours. I told him that I didn't want to rent my Ryan and that I didn't think he could check out in a Ryan in just a couple of hours (most of his time is in helicopters) . I then gave him the names and phone numbers of all the Ryan owners in the Southern California area, so he might rent one. About three days later, he called me and told me that he couldn't find a Ryan to rent, and that he
19
Also, we didn't have much room with 5 bombs in each cockpit. Takeoff required a lot of runway and climb was slow. The TV setting was something else. It was a narrow canyon which was approximately 1200 ft. higher at one end and came out over a small lake, but was walled on all sides except over a small stream. The TV set was about halfway down the canyon on one side. The direc足 tor wanted us to fly down the canyon, around the set, and back up the same way we came in. (Seems they had done this with a Super Cub before.) I told the front seat pilot not to let the Ryan get slower than 85 indicated, and not to try to climb straight up over the canyon walls, due to its being 1200 and no wind. On camera I would duck down and wait until he would tell me to sit up and take it. I would then hand him another bomb while flying out of the canyon. The director kept telling us to get lower and closer to the set on each run. We already were using max performance to get out of the canyon. On the third or fourth pass, we threw out the bomb, and the pilot yelled for me to sit up and HELP him. I looked up and all I could see was the side of the canyon wall. (He had tried a short cut.) First thing I noticed was the airspeed down to 75 and nose up trying to climb over the top, which was approximately 300' above us, we were mushing down. I immediately pushed the stick forward and got a little speed and made a left turn; missed the wall by no more than 5-10 feet. (I n gl iders thisiso.k.) I headed for a small cut in the wall, and by making a tight turn we got through the cut by 20-30 feet into the next canyon, where we could climb out. We made a total of 10 passes at the set, and all were max performance for the Ryan, and if I had let th is commercia l pilot take my plane I would have lost it for sure. He told me once we were on the gro und that he thought that we had bought the farm, and was very thankful that I had not let him take it alone. He said that he had learned a lesson--that airplanes do handle differently--especially the Ryan. The studio paint crew removed the paint (I walked in and found them using a detergent and scrub brushes on the wings, and I wasn't too happy about that!) It got many paint chips and scratches. I don't think I would go through this again, as I like my Ryan the way. it is, and you never get all the water color out.
was very desperate, due to the studio needing one in two days. I told him that the only way I would let him use my Ryan was if I flew it and that I would duck out of sight on camera. He then agreed to this, and asked me to bring the Ryan over to his hangar to be painted. Th e next day the Studio painters made my Ryan look like "something else." (They painted everything.) On the day of the shooting, I had to leave Long Beach on a special VFR to Van Nuys to pick up the commercial pilot. Upon landing at Van Nuys, the tower laughed at me and told me the museum was N/W of the field! I met the pilot and he had a box of 10 bomb!; (wooden). I hadn't been told about them. They weighed about 12 Ib s. each, and he told me that we had to carry all 10 of them in the Ryan. He wanted to sit in the rear cockpit. I told him, no, due to its being 900 at the air足 port and a strong crosswind blowing and 120 0 0n the set.
NATIONAL TYPE
CLUB LISTING
1977
Mr. George W. Mojonnier, Editor
Seabee Newsletter
601 Avenue A, Apt. 1
Snohomish, WA. 98290
Mr. Leonard E. Opd yc ke, Editor'
World War I Aeroplan es
15 Crescen t Road
Poughk eep sie, NY. 12601
Mr. Joseph Hecker, Chairman
Howard Club
4617 E. Talmadge Drive
San Diego, CA. 92116
Mr. Mitch Mayborn, Chairm an
National Ryan Club
3164 Whitehall
Dallas, TX.
Dr. Stanley L. Morel Fokk er Verein 812 E. Park Row Arlington , TX.
Mr. Bruce F. Mitchell, Chairman
I nterstate Club
5421 N.E. 43rd Street
Kansas City, MO. 64117
Mr. Bill J. Hodges, Chairman
National Ryan Club, PT路22 Div.
308 W. Moore Avenue
Searcy, AR. 72143
Mr. Kenneth R. Willi ams, Editor
The Little Round Engin e Fl ye r
331 E. Franklin Street
Portage, WI. 53901
Mr. Richard Lawrence
Luscombe Association
1787 Russell
Lincoln Park, MI. 48146
Mr. Everette J. Payette, Chairm an
Meyers Club
1604 S. Custer Road
Monroe, MI. 48161
Mr. James Harvey, Chairman
Monocoupe Club
12116 Swan Lake Drive
St. Louis, MO. 63141
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Mooney Mite Owners Assoc.
Box 3999
Charlottesville, VA. 22903
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Chairman of the Board
American Navion Society
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Banning, CA. 92220
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Vagabond News
448 C Avenue
Coronado, CA. 92118
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Porterfield Club
3121 E. Lake Shore Dr ive
Wonder Lake, IL. 60097
Mr. George T. Willi ams, Chairman
Rearwin Club
Rt. 1
Poy nette, WI. 53 955
Mr. Don Fairbanks, Chairman
Spartan Club
Cardinal Air Training, Hangar 221
Lunken Airport
Cincinnati, OH. 45226
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Stampe Club
10305 N.E. 114th Place
Kirkland , WA. 98033
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Stearman Restorers Assoc.
823 Kingston Lane
Crystal Lake, I L. 60014
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Stinson Club
1518 Ron so n
Houston, TX. 77050
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I nternati onal Swift Assoc., Inc.
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Athen s, TN. 37303
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T ravel A ir Clu b
Bu zz ard' s Roos t, Rout e 1
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419 Pla za Building
Pittsburgh, PA. 15219
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2603 S. Superior Street
Milwaukee, WI. 53207
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280 E. State Street
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Hialeah Lakes, FL. 33014
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A eronca Owners Club Bull etin
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Executive Director
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Staggerwing Club
Box 1217
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Th e Bell anca Pil o t
Box 9185
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Jeannie Hill, Secretary
The Bird Airplane Club
Box 89, Harvard , I L. 60033
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Cessna 120- 140 A ssoc.
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Club Newsletter
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One- Seventy A ssoc.
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Culver Cadet Newsletter
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Listing printed sole ly as a service, does not constitute an endorsment by or/ affiliation with EAA.
20
aircraft, we know that, indeed, this plane was registered with the U. S. Department of Commerce as the LTR, Laird - Turner Racer and that the previously issued restricted license number, R 263 Y, would still be applicable. I know it is also a fact that Turner later insisted that the Laird name not be associated with the plane. What his wishes were and what is legal fact are two different matters. The records again will substantiate that this aircraft was entered in the Thompson races as the Laird - Turner entry. Of the Turner wins in these events, two of them were with the LTR- 14 and the magnif icent Thompson Trophy was given to Turner permanently after his third win. To epitomize the flamboyance of a colorful individual is, of course, accept able and an interesting anecdote to the Dear Mr. Collins:
detail of historical fact; however, to National Air and Space Museum
convey the impression that this individual I have recently read an issue of "The was responsible for the technical know Vintage Airplane" which is, as you are no . ledge and skill for the manufacture of a doubt aware, published by the Antique/ product is a great injustice to those who Classic Division of the Experimental Air· deserve the credit and a grave injustice to craft Association. correct historical fact. I am certain this is The article on the National Air and not the intention of the NASM. Space Museum was of great interest to I am hopeful that this matter will be me; however, in some respects it was corrected immediately and will look for disturbing as I shall relate. We are both ward to your comments on the subject at aware and proud of the fact that the your very earliest convenience. Should NASM is a magnificent edifice which has you be desirous of more data, I would be been dedicated to aviation for the pres most pleased to assist. ervation of correct historical fact for past Sincerely, and future generations . The above men Robert E. Post tioned article contains a photograph 9401 Roberts Drive, N.W. (copy attached) which is captioned: Atlanta, GA. 30338 "Above: Turner RT- 14 Racer. Turner's Apt. 38 G trade mark, the lion, was forever with him. One of his racers had a painting of Dear J. R: the lion on the wheel pants." Thanks for y.our nice reply to my let I must say that I was extremely ter. I will send AI Kelch my 8x1 O's of the disturbed at what I believe the implica Fokker D- VII Replica for publication. Delighted that your plans will include tions are and that being that the aircraft was designed and built by Turner himself. judging the Repl icas next year. Let me As we are all familiar with this particular know if there is anything I am able to do
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to help. Should really make for a lot of happy people who felt so left out in the cold before. There will probably be some sub divisions and some deviations in engines and such, of necessity. Plans are nearly a snap, inc Iud ing orig inals. I have the ALBATROS Fokker D- VII original plans concerning rigging, engines, (2); wings; and flight characteris tics . Also, I need badly to get these reproduced for posterity, lest they be damaged or lost, and feel that EAA would be a good place to have them for safekeeping. There are enough sources of most plans so as to provide no construction problems. Really, the problem in building these are not the plans, but the builders' tendency to "Improve", using new mate rials .... which always causes more prob lems. Those planes were all flight proven, some were proven with very strict limita tions, written into the aircrafts' opera tional information. Sopwith Camel was a man eater, killing its pilots in tight turns on the wrong side, as well as its enemies. All were built to land into the wind, with out brakes and tailwheels, but with the latter, and crosswind techniques current, can be done, but with 100% attention to what is planned . While that applies to all aircraft any way, it is still more so in the WW I planes, and some of the post-war, brakeless, skid types too, with high C. Gs. Once again, my thanks for your cour teous consideration of the Replica situa tion. Antique/Classic really will be more representative of all facets of aviation. Sincerely yours, Stanley L. Morel Fokker Verein 81 2 E. Park Row Arlington , TX.
Dear Mr. Nielander, J r: Well, I try to put words on paper as to how I feel about the J - 3 th at I have just fini shed restoring to original, Lockhaven yellow, black stripe and all . When I was about 9 years old I was taken for my 1st airplane ride and it was in a J - 3 at an airport near Pimlico, Mary land. I well remember the ride and it was many years ago. I was offered the ride only with the consent of my parents, permission granted, I waited for the next day , and 10 & behold, rain! It sure was a long day, then the next day, everything fine. I rode my bike about 8 or 10 miles to the airport, and as well as I can remem ber, the ride lasted all of 30 minutes. Since then I have ridden in many air planes, B- 10, B- 18, B- 17, B-25, AT6, T33, C135 and many others and still the love was there for a J- 3. Well, finally I found one scattered over Reading, Pa. A mechanic friend phoned me one day, about 10 weeks ago, to tell me that, he knew of one and gave me the owners name. I contacted the owner and made arrangements to go to Reading, Pa. and look. Well, when we arrived at his brother's house in Pa. we went down to the basement, there sat all covered up a J -3 frame, in perfect cond ition, all primed and covered to keep the dust off. Right then I handed him the money for the deal. We then went to a rented garage across town and there was another J- 3 frame sawed in half, one wing, one set of tack feathers, one boot cowl, one set en gine cowling and many other pieces too numerous to list, and last but not least, a 65 Continental engine. From there we went to Reading Airport, there, two wings, almost ready to cover, another set of tail feathers, another set of cowling and boot cowl, and seven ailerons. Then a 24 ft. U Haul truck, and several hours of loading, padding & tying in place. Then the trip back to Hyde Field
near CI inton, Maryland. Arrangements had been made to put the pieces into a friend's hangar. Then the fun started. It wasn't too bad, since I had just complet ed restori ng a PA 16 serial 16-285, 2 years previous. It took about 8 or 9 weeks with quite a lot of help, and being a memb er of a local CB Club, interest was generated on the CB radio and many people stopped by period ically to see how the project was coming along. I am proud to state that on the after noon of 7 Oct 76, J C NC1500N was li censed and signed off. A very nervous pilot (Me) got in the rear seat, fastened the seat belt, call contact, the 65 came to life and after a mag. carbo heat, control check, and instrument panel check, I started down runway 23 at Hyd e Field. When the Cub lifted off the ground all the work, sweat and hassle was all worth it! I have wanted a J - 3 si nce that first ride and now I have it, and I am really proud of it. I'll send pictures along with this account of another J- 3 flying again. Sincerely, Homer S. Clark 5901 Aley Road Camp Springs, Maryland 20031 EAA No. 82268 A/C No. 1493 Dear Mr. Nielander, J r: There was, a couple of years ago, an abortive (I think) effort to start a Na tional Cessna 120- 140 Association. Being the owner of a C-140 I became a charter member (No.8); even offering at the time I joined, to get things together for the 120- 140 crowd here in the West. But the whole thing apparently died aborning. Last Fall I wrote to the Pres. of the Cessna Association suggesting that rather than allow the death of what seems a good idea, that the Cessna 140 Associa
tion JOin the Antique/Cl assic Divisi on en masse. I got no reply at all. I haven't any hesitancy about offering my se rvices in this direction. Perhaps by the tim e Oshkosh rolls arou nd there'll be enou gh interest by enough people to brin g this whol e thing into some kind of focus, over as many cups of coffee as it takes to find out if there is any merit in th e idea. Best regard s, Tom Williams Death Valley Junction, California 92320 Dear Paul : Just a few words from o ne of your EAA life members. My family and I are on our way to the United Kingdom to attend to some business and view the "Farnbou rgh Air Show." I would like to comment on "The Vin tage Airplane", the magazine is well writ ten and the photos are top grade. I'm sure that some of us would like to see some articles directed toward aircraft systems used on the older aircraft. Technical data is hard to come by. Th e restorer that lives in the more remote areas of the U.s. & other nations would benefit from the wealth of information that is contained in the EAA library and individual members of EAA. keep up the good work , hope to see you when our regional mee ting takes place this fall. Your friend, John Dagle 225 Cabrillo Lan e San Luis Obispo, CA. 93401 EAA No. 7593
aircraft systems and technical data is no t always easy. Also , with so few antiques desiring particular information, considera tion of space in the publ ica tion must be given so that it serves the majority for the dollar. We have many fine manuals on aircraft maintenance, construction, techniques, etc. We prepare them and keep them on hand as a service and educational benefit. Hope you had a fine trip. Sincerely, Paul H. Poberezny President Dear Paul : I am interested in obtaining informa tion about the first transcontinental flight which was made by Cal Rogers . . I would appreciate any information any of our fellow members might have. Cordially, Lar ry Rogers 1817 Santa Bi as St. Louis, MO. 63138 EAA No. 11042 EVENTS 1977 May 28-29 • WATSONVILLE, CALIFORNIA 13th Annual West Coast Antique Aircraft Fly-In apd Air Show. Co-sponsored by the Northern California Chapter Antique Airplane Assn., and the Watsonville Chamber of Commerce. Contact Earl W. Swaney
525 Saratoga Ave., No.3
Santa Clara, CA 95050
June 12 • ALLENTOWN , PA. - 5th Annual EAA Dear John : Chapter 70 Fly-I n. Queen City Airport. Thanks very much for your letter of Warbirds, Homebuilts, Antiques and September 3rd. I am pleas~d that you like Classics. Rain date June 19. our Antique Magazine. AI Kelch certainly Contact Joe Tarafas
does a fine job and puts in many hours on 215-865-9478
making it a success. Obtaining articles on
June 24 - 26 • HAMILTON , OHIO - Waco Reunion Fly- In .
Contact Ray Brandl y
2650 W. Alex Bellbrook Rd.
Dayton, OH 45459
June 26 thru July 4 • Antique Airfield, Blakesburg, Iowa, 50th Anniversary Commemorative Fly-In of Lindberg's Trans-Atl antic flight. July 30 - August 6 • OSHKOSH, WISCONSIN - 25th An nual EAA Fly-·ln . Start making your plans now - it's going to be a big one. August 21 • WEEDSPORT, NEW YORK - Antique, Classic and Homebuilt Fly-In. Trophies Air Show. Field closed 1 :00 P.M. until 5:00 P.M. Intermission for early depar tures. Pancake breakfast 8:00 A.M. 12:00 noon. Sponsored by EAA 486. Contact Herb Livingston 1257 Gallagher Rd. Baldwinsville, NY 13027 August 28 thru September 5 • 7th Annual AAA-ADM Fly-In, Antique Airfield, Blakesb urg, Iowa. The National AAA Convention, open to mem bers and guests only. No public day. CLASSIFIED 1941 PORTERFI ELD. Dism antled, many spare parts including engine. Need $1500 to comp lete other aircraft. Glenn Peck Jr., 682 Di vision, Nipomo, CA 93444 RESTORATION SPECIALIST or build from scratch. 28 years experience in Antique/Classic airplanes. Expert work manship on round or flat engines, dope and fabric, woodwork , sheetmetal, machine and welding, and parts fabrica tion. Well equipped shop on private air port in central Florida. Gid Townsend, P.O . Box 427 , Ocala, FL 32670, 904-237 -2830
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