The Vintage Airplane Vol 1 No 2 Jan 1973

JA~~ARY l~lj

l~t PRt~IOt~r~ PAbt

By E E Buck Hilbert President EAA Antique And Classic Division

ANTIQUES AND CLASSICS ON THE WAY

Action at Headquarters includes a numbering system for the Antique and Classic Division card holders design of our own letterhead an illustrated brochure and best yet our magashyzine which you are reading now thanks to Jack Cox

The membership number you receive will not coincide with your EAA number for a couple of reasons One is expiration date differences and two since we are a Division we felt new and separate numbers would be more appropriate

Our letterhead will soon be in evidence another mark of individuality There has been suggested our own jackets and hats in a distinctive color My feeling is that many of us have already purchased EAA jackets and since money is the object along with loyalty to our parent organization we should keep the basic jacket add our patch and maybe wear a sepashyrate and distinctive ball cap Lets have some comments on this

The new brochure will be a simple photoplay and description of our Division with an application and an applicant history form Wed like to uncover any talents and also indishy~iduals who will participate in Division activities at Oshkosh and other fly-ins and even here at Headquarters If you have a favorite picture of yours or any aircraft you would like to see used in the brochure send it in We will use as many as we Can

Another item of interest Life memberships are available in the Antique and Classic Division Same terms same price as EAA Life Memberships Contact Bonnie Poberezny if you are interested Special numbers here too

Now that youve seen The Vintage Airplane grab your pencil and a post card and forshyward your critique and comments to myself or Jack Cox We may not change anything but youll make us think and we might print your letter too

I~f ~ ~IAbf ARPlA~f

PAGE 5

VOLUME 1 - NUMBER 2 JANUARY 1973

TABLE OF CONTENTS

Take My Toothbrush But By Buck Hilbert 5 Fleet Club 8 Ercoupe By Kelly Viets 10 Among Friends 12 Chapter News 13 How To Join The AntiqueClassic Division 13 How To Start An AntiqueClassic Chapter 13 EAA Name Change 14 Luscombe Ai rworthi ness Di rective 14 Calendar Of Events 15

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

EDITORIAL STAFF Ed itor - Jack Cox

Assistant Editor - Golda Cox

THE VINTAGE AIRPLANE is owned exclusively by Antique Classic Aircraft Inc and is publ ished monthly at Hales Corners Wis Second Class Perlit is pending at Hales Corners Post Office Hales Corners Wis 53130 Annual membership of the Division is $1000 for a 12 month period of which $700 is for the subscription to THE VINTAGE AIRPLANE All Division members are required to be members of the parent organization the Experimental Aircraft Association Membership is open to all who are interested in aviation

ANTIQUE AND CLASSIC DIVISION OFFICERS

PRESIDENTshy VICE PRESIDENT E E HILBERT J R NIELANDER JR 8102 LEECH RD P O BOX 2464 UNION ILLINOIS 60180 FT LAUDERDALE FLA 33303

SECRETARY TREASURER RICHARD WAGNER NICK REZICH BOX 181 4213 CENTERVILLE RD LYONS WIS 53148 ROCKFORD ILL 61102

DIVISION EXECUTIVE SECRETARY BONNIE POBEREZNY EAA HEADQUARTERS

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

Copyright ltgt 1973 Antique Classic Aircraft Inc All Rights Reserved

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(Photo by Ted Koston)

bull bull bull

How all this started goes back several years Ive alshyways been considered fickle when it comes to airplanes Love em and Leave em was my way Since 1960 when I got back IN as an airplane owner Ive had an airplane a year sometimes two A PI-23 first then a PIshy22 A Porterfield LP-65 an Aeronca 65LA Chief a 7 AC Champ another PI-22 an Aeronca C-3 another PT-22 the Arow Sport M a Cessna 120 Meyers OTW Breezy Luscombe 8A and the Fleet 11 Egads Thats fourteen airplanes Thats a real indicator of how fickle I am Now if that was women Id be the hero of the Aviation Fraternity

Id admired Charlie Smiths Brewster Fleet for years and I never could understand Charlies jealousy and possessiveness about the machine After all it was just another flying machine but he turns from a smiling Irishman into a mean and dirty old man and really gets on the defensive when someone comes near He snarls at little kids Swears at women and gets downshyright rude with fellow airmen All because of that Fleet And since he doesnt want anyone to know what joy this machine gives him and how easy it is to fly he spins long hairy yarns about how wicked it is How it will bite you Never to land on pavement How you take your life in your hands everytime you fly it if you believe even half of what he says you turn and run

Well I happen to know this guy pretty well Ive seen his inner self a couple of times when we were buckshying thunderstorms weather down to real tight minimums

was lookin sideways at me all the while I was preflightshying him each time I discovered some hangar rash or a loose somethin or other he seemed to shrug his wings a little and stand a little prouder I guess this was the first indication that there was a personality here He reminded me of an old but still proud stallion full of scars but still willing still full of fire and ready to go

Ralph helped me push him up to the gas pump He was completely dried out and took the full eighteen gallons plus a couple quarts of oil I took another look at that Kinner and with Ralph in the rear cockpit steeled myself for a tedious propping job We used our PI-22 experience and after a sufficient number of blades to clear the lower jugs some primed it and hollered Contact I dont think either of us was prepared for the immediate bang pop and clatter It started just that easy

While I suited up (it was about 25 degrees) Ralph taxied up and down and around the strip No sign of all those wicked tendencies It didnt suddenly flip upside down or cartwheel or do anything I felt sorta stupid cause I had relayed all the precautions to be taken to Ralph He came back with his goggles up on his foreshyhead and grinnin like you never saw He was so cold he was shivering but his first words were when could he fly it

Now it was my turn I jumped in and even with no right brake and that 15-20 knot wind there were no problems That wheezy Kinner pulled like an R-985 and

ice and snow up the Kazoo and Ill fly with him anyshytime The only real thing that ever gets him uptight is when someone asks for a ride in that Fleet Ive finally figured it out He just doesnt want anybody askin him to share his greatest possession That danged Fleet has a real hold on him I understand perfectly now) cause I have the same problem but Im getting ahead of my story

Dorr Carpenter started me lookin at 431K It was rumored to be for sale but Dorr a Ryan purist wasnt interested so he tossed it to me I was interested Intershyested enuf so that I grabbed Ralph Redmer and his Cherokee 180 and we buzzed right out there

There sat the saddest awfullest lookin thing Id ever seen It was tucked into the back of an open air hangar with one wheel blocked up to raise the wings high enuf to make room for the Cessna 140 to be shoved in The faded blue and white paint was covered with bird dirt and dust The oil puddle beneath that sad lookin Kinner and the weather beaten prop was scarey too The tires looked flat and it was a pretty sorry lookin mess I alshymost called the whole thing off right then and there

We moved it out The Kinner seemed to have one good jug and wheezed like an old sow when we pulled it through The tires were indeed almost flat and the birds were real unhappy at having their nests evicted The right brake was flat The only really new thing was the seat belts Brand new nylon PT belts so stiff they could hardly be adjusted

Despite all this obvious tatter and the timeworn look there was something regal about this old guy He looked me over as I was lookin him over I was feelin like he

sounded like a John Deere After a couple runs I let him have his head and away we went With that wind a cautious final resulted in a real high approach I dropped it in and blasted off for another try This was fun the Myth dissolved in the breeze I shpt three or four more and we started for home

I nearly froze but I really didnt notice I was too deeply enthralled with this goofy lookin bird He cruised at 85 with 1550 rpm He didnt really want to stall His longitudinal stability was absolutely nil If the nose went down or up it stayed there till either it began to push the redline or until all speed was lost and then wed mush Down near the ground in mechanical turbulence he had

a mind of his own but even then he was rock steady light and nimble on the controls At the completion of each maneuver (no aerobatics) he just asked What next Buddy What are we gonna try now This tattered old wind wagon really had a personality

I had planned landing at Elgin Illinois to be on the safe side (My strip was 1400 feet with a dog-leg trees and very narrow) But I soon realized there was just no reason to go all the way to Elgin Our Flighty Fleet would go into the strip with no sweat at all shybesides the wind was right down the runway so why not

Ralph had been flying circles around us watching this get-acquainted process Id caught a glimpse of him now and again in various positions around me I didnt really realize how I had ignored him until he comshyplained about it later Ralph took several pictures and clocked the cruise speed He also watched me fall out ofthe sky doing stalls - couldnt figure what was up when I was checking that stability tendency - but stuck with

5

me at 80-85 mph all the way home about 125 miles We landed at my strip Ralph followed us in and after

exclaiming at how short a runway the Fleet needed took a rain check when I offered him a ride He could see the cold soak setting in pretty good by this time As it turned out he didnt get his ride for several months I pulled the heads off the Kinner the next day With Ralphs help we did a very thorough valve job I replaced all the push rod shrouds installed new plugs and harness reworked the carb and heat muff assembly re-did the mags and fixed that leaky fuel selector Had the prop reworked up at Whirlwind replaced the front crankshaft oil seal and caught up on lots of the little airframe stuff too like tail wheel tire new gas gauge new brakes birds nest removal a few patches here and there and a little cleanshying up

Curt Taylor came in here to supervise and nit-pick my work He shot me down for relicense with a leaky gas tank Finally all the things were done and altho the rag was marginal he was ready to fly

Ralph got his ride My wife and kids got theirs and I was having a ball But for some strange reason I wouldnt let anyone fly it I made excuses about brakes about getshy

(EAA Photo) Buckys favorite window to Mother Earth

ting acquainted stuff like that I didnt attach any imshyportance to it at first Never gave it a thought Then I let Curt Taylor fly it

I died a thousand deaths I couldnt watch I finally ducked into the office for a cup of coffee but even then I couldnt keep my eyes off that tattered blue wind wagon

Curt must have shot ten landings I was a wreck I had applied so much body english I was all but exhausted I dont mean Curt cant fly he is one of the better types and he understands old airplanes this is just a something I suddenly developed that got worse as time went on Then he left the pattern My relief was soon replaced by another dread Was he never coming back It seemed like an eternity before I heard that Kinner on downwind The relief at seeing him back was soon forgotten with the twitch and turn of quickly applied body english as I worked very hard through several more landings When 6

he taXied in for gas I literally ran out to look MY airshyplane over I ali but ignored Curt

Gradually over the next year I seemed more and more reluctant to fly 431K I didnt take him anywhere I made excuses about having too much to do on the farm or it was too windy or something else needed attention Arid then a strange thing began to happen I began to drop into the hangar just to look at him to pull the engine through check the oil to just sort of pet him once in a while

There were a few short side trips during this year with a Meyers OTW a Luscombe 8A Breezy and a Starduster but really they were just side trips comparisons I alshyways came back and 431K always won the competition no sweat He knew he was the best damned flyin mashychine in the air and he also knew he had me right where Im tender Strange isnt it I even find myself comparshying the DC-8 to this guy

And again Im embarrassed by my reluctance to let anyone fly him Ive turned down people like Bill Dodd my buddy Dario Toffenetti Ralph and others who I know are real good or better than average aviators with lame excuses This just aint like me Ive always shared m)t flyin machines with any and all who would take the stick and Ive enjoyed doing it too Ask anyone My machine was there to fly Ive given hundreds of rides and always jumped out and let them fly solo

Blakesburg 71 put me on the defensive Evander Britt and his buddy Dusty Rhodes gave me the Poor Boy Award - a pocket knife - to scrape the grease and dirt off my airplane Ill treasure that award always but I was too wrapped up in just enjoyin my Fleet to really realize how tattered and dirty he really was I kept tellin myself all he needed was a little paint Rnd maybe a little rag here and there and maybe a set of tires and maybe the engine was a little tired but he flew better than any other airplane there Maybe the brakes do lock up but once you horsed him off he flew like a dream So what if them Stearmans and Wacos were prettier what do they know

Oshkosh 72 We were flanked by Tom Streets pretshyty Fleet on one side and Robert Frqsts on the other They both looked good but compared to 431K they were imshymaculate I was miserable I developed a bad limp I felt a hundred years old I wailed to George York about how lousy it was to grow old It was terrible

Then the heavens opened up and sent me a saviour Bill and Dorothy Haselton met me on the line the aftershynoon I got there Almost before the handshake was over Bill was talking projects parts and plans for a new project and did I know where he could find one Knowing this guys wizardry with Oak Lawn Corduroy and remembering the beautiful examples of his work from experience namely the Rearwin at the Museum his own T-Craft and other projects I had seen I didnt dare hope but I asked anyway How about a Fleet Bill I didnt get the derisive hoot I expected He didnt laugh at me either He just simply asked if I really meant it if I had considered the cost and when could I bring it over He spent the whole day looking the airplane over wiggling this and wiggling that and taking menshytal notes on what had to be done where The first hint that he was going to tackle the job was when he walked up to the Fleet owner next to mine and said You got a nice airplane here fella but watch out WEll be here next year with a job thatll knock your eyes out

Chapter 101s annual bash at Joliet was to be the deshylivery date Bill would pick it up there This was right after Blakesburg where I came pretty near getting the Ratty Bird Award which I largely ignored I knew I not only had the oldest unrestored and best airplane there but when we came back wed have a whole new set of

threads and theyd really have something to look at And they will too this guy Haselton is somethin else

UAL had other ideas and the Joliet Fly-In was viewed from thirty-nine thousand feet as I flew a charter from the west coast to Detroit Almost before I got home the phone was hot Haselton wanting to know where the airshyplane was - why didnt I get it over there I stalled him Now that the time had come I was reluctant to take him over to be torn down I finally took him over to SBN on Wednesday October 18

About ten days later I was invited over to view the naked bones and Curt Taylor made the pre-cover inshyspection Bill showed us the scars 431K had collected during his 43 years 16 splices were evident in his bones There had been a cracked longeron at the lower left enshygine mount attach point Then there were all the badly worn bolts and every bushing was badly worn and had been replaced but do you know something He was all

Bucks Fleet in the 50s

original he was honest and I think Bill is being afflicted with Fleet syndrome too cause less than a month later he has him standin on his new 650-10 shoes in his Tennessee Red suit Next spring will see him adorned in his yellow wings and by early summer hell be back in the air

Only one thing though I had to promise Bill he could fly it and Im already polishing up my best body engshylish and strengthening my white knuckle grip Possessive and selfish as I was when this airplane was such a DAWG what is it gonna be like when I get him back and he is all shining and pretty and NEW

I once knew a guy who was the most generous fella I have ever met would give you the shirt off his back and have it altered if it didnt fit Two things tho were sacred to him He always said you could have anyshything he owned except his wife and his toothbrush well Im one up on him I also have my Fleet

And In 1963

FLEET 2 -- Kinner K-5

If you are a Fleet enthusiast then perhaps you will want to join the Fleet Club and receive the groups newsletter For information write

Bob Von Willer President Fleet Club P O Box 1426 Spring Valley California 92077

The Fleet Newsletter is printed bishymonthly At present there are 98 club members who own 92 Fleet airshycraft 25 of these are currently flying and the remainder are under restorashytion

The Fleet Club has drawings availashyble as well as Fleet decals Many wing fittings and internal wing parts are available to club members

Several Fleet Club members can provide services valuable to restorers

- For sources of laminated upper spars contact

Chuck Nichles P O Box 952 Brenham Texas 77833 - orshyGeorge Haddock Route 5 Box 709 Battle Creek Michigan 49016

- Dick Probert (contact Fleet Club for address) is modifying 22 x 10 x 4 wheels to accommodate 850 x 6 tires and tubes

As previously noted there are 92 Fleets known to still be in existence (on the U S Civil Aircraft Registry) - with unknown numbers in other countries

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

FLEET 1 - 145 Warner

N Number Serial Number Year Built N 289H 5 1929 N 8600 14 1929 N 8616 28 1929 N 8618 30 1929 N 8626 39 1929 N 1980M 40 1929 N 420K 143 1929 N 607M 183 1929 N 638M 213 1930 N63J 229 1930 N 649M 233 1930 N 766V 347 1930 N 771V 352 1930

FLEET 2 -- Kinner R-440B Series

N Number Serial Number Year Built N 8632 45 1929 N 431K 154 1929 N 448K 171 1929 N 606M 182 1929 N 608M 184 1929 N 648M 223 1929 N 774V 355 1930

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

Serial Number Year Built 61 1929 74 1929

104 1929 119 1929 126 1929 133 1929 136 1929 138 1929 155 1929 159 1929 181 1929 186 1929 192 1929 193 1929 241 1930 290 1930 340 1930 332 1930

FLEET 2 - Kinner R Series

N Number N 314L N678M N1P N 748V

FLEET 7 shy

N Number N 743V N 798V

FLEET 7 shy

N Number N 226H N 228H N 411K N 424K N 446K N 716V N 780V N 788V N 794V N 795V N 63V N 86V N 53Y

Serial Number Year Built 108 1929 226 1930 325 1930 333 1930

Continental W670 Series


Kinner R-440-1 B Series

Serial Number 94

121 134 147 169 311 361 369 375 376 402 404 412

Year Built 1929 1929 1929 1929 1929 1930 1930 1930 1931 1931 1931 1931 1932

A Fleet 1 at Oshkosh then owned by Dr Roy Wicker of Atlanta 8

Jack Faheys Fleet 168

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

N Number Serial Number Year Built N 939V 503 1931 N 66V 508 1932



N Number Serial Number Year Built N 8620 32 1929 N 440K 163 1929 N 13933 1930326 N 790V 372 1930

FLEET 7 -- Phillips Model 333

N Number Serial Number Year Built N 637M 212 1942

FLEET 7 -- Warner R-500-2

N Number Serial Number Year Built N 442K 165 1929 N 682M 230 1930

FLEET 8 -- Kinner R-44G-1 B Series

N Number Serial Number Year Built N 49V 803 1931

N Number N 2069 N 751V

N Number N 41871

N Number N 39606 N 39604 N 39601 N 24197


FLEET 16B -- Cont R-670

Serial Number Year Built 519 1940

FLEET 16B -- Kinner B


N Number Serial Number Year Built N 685M 277 1930 N 162V 284 1941 N 39630 443 1941 N 39622 636 1941

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

325 1942 339 1941 350 1941 359 1941 387 1941 474 1942 512 1942 533 1942 539 1942 556 1942 610 1940 646 1942 668 1942

FLEET 16B -- Kinner R

FLEET 16B -- Warner R-500

N Number Serial Number Year Built N 39627 663 1941

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fR[OUPf By M C Kelly Viets

Ercoupe Club Rt 1 Box 200

Stilwell Kansas 66085

For me one of the most fascinating things about aviashytion has been to study and watch the genius and detershymination of men as they try to reach the ultimate design of aircraft I feel privileged to have had the opportunity to have not only observed but also had the unique experience of having flown an aircraft for the past 26 years that I consider one of the outstanding designs in the history of aviation This design of course is Mr Fred E Weicks Ercoupe

After having made such a statement let me give my reasons A small amount of research will reveal that Mr Weick is a very methodical and practical man while being blessed with true genius as few men are In 1930 Mr Weick set down a list of 25 things which he conshysidered were necessary for the criteria of the ideal light plane design 10

Mr Weicks preliminary statement of light plane reshyquirements a one-page memorandum which he still has and which was born of discussion with countless pilots engineers etc as well as his own experience called for a plane with the following characteristics (besides linked controls and freedom from spin and wing-tip stall)

Ability to land safely at both the greatest angle of attack and the greatest gliding angle maintainable shyin other words ability to make satisfactory landings withshyout particular respect to the pilots skill stable hands off level flight ie level flight without constant wearishysome fussing by the pilot as was the case with an old unstable plane like the Jenny dynamic longitudinal stability as nearly as possible dead beat that is if the nose is raised or depressed as by a gust the plane should return to level flight without excessive up-and-down

swaying or hunting inability to maintain a dive at a speed greater than 11 times the maximum horizontal speed wide range of vision in the air and on the ground reasonable comfort in gusty and bumpy air minimum air speed 30 mph cruising speed 100 mph take-off run 100 feet landing run 50 feet rate of climb 400 feet a minute optimum angle of climb about 10 degrees minimum glidshying angle five degrees or less maximum gliding angle 27 degrees ~imple engine and auxiliary controls simple rugged structure to keep down repair time and original and maintenance cost vibration only slight and unobshyjectionable side-by-side seating to permit companionshyship interior quiet enough for normal conversation builtshyin crash protection for pilot and passenger and the plane as a whole small in size

Then during the winter of 1933-34 he along with some friends constructed his first aircraft which embodied his criteria The aircraft was a high wing monoplane (unique in 1934) with a pusher engine twin booms to twin rudshyders the main wheels were widely spaced at the rear and HORRORS there was a nose wheel

Now this really shook up the Civil Aeronautics pershysonnel The plane was appropriately called W-1 The plane was built following a series of tests with gliding

models - built in his basement in slightly over a years time - the cost approximately $200000 This included a geared drive Pobjoy engine Built of wood and steel tubshying it is interesting to note some of the design figures The plane had a 30 foot span (sound familiar) weighed 1150 pounds wing area was 161 square feet but it only cruised at 80 mph But it did accomplish its purpose Its stalling speed was 35 mph take-off run was 120 feet and landing run was 100 feet

About this time the Bureau of Air Commerce under Mr Vidal became interested in private flying and started a research program to produce a $700 light plane that would be safe for the average man to fly The man they placed at the head of this project was Mr John H Geisshyse

His first step was to contact the NACA There he m~t aircraft which met or exceeded their proposed specifishycations The Bureau arranged to purchase the plane for tests for $500000 This accomplished they immediately ran into a typical bureaucratic reaction of aversion at the purchase of a backyard aircraft Therefore they had Fairchild construct a copy so they could test a proshyfessional product This plane was called W-1-A Similar in all respects except t_he_plane was equipped with

SLOT LIP AILERON

1936 Weick W-1A

GLIDE-CONTROL FLAP CRUISING POSITION

~~~ -A~CUTTING OUT YAW shy In 1936 Fred Weick was test flying his shy

W-1A with a NACA slot-lip aileron With the aileron up lift was killed and the slot behind it prevented the

LANDING RANGE

formation of burbling which would cause a momentary accumushylation of lift The ever-open slot through the wing prevented the wing tips from stalling at large angles of incidence

The W-1A was an experiment to develop that elusive everymans airplane Looking at present-day stallspin fatality statisshytics we wonder if Mr Weick shouldnt have been given support in pursuing this line of work (Drawing by Jack Cox)

11

flaps instead of the fixed slots on the original Again typically they were so sure something had to be wrong with a nose gear that they ended up destroying the airshycraft trying to produce shimmie in the nose wheel All this in the face of the fact that no shimmie problem had developed in the original design

Mr Weick had been in touch with an old friend Mr Henry Berliner who was head of Erco a firm of aviation tool makers Mr Berliner was by the way the son of the inventor of the microphone From this meeting these men set out to design an aircraft which not only had all the safety principles but would have good looks sturdiness and utility

The first Ercoupe was built and flown in 1937 and was affectionately called the Jeep It was powerfld by a 40-hp Continental pending development of Ercos own 65-hp power plant Designed by Harold Morehouse this design was a 4-cylinder inline air-cooled engine The production costs proved to be excessive and the engine

bull was dropped in favor of the new 65-hp Continental This then became the production model of which 112 were constructed prior to the war

Our friend Mr Larry Acock radio man par excelshylence was installing our radio and he told the story of his father-in-law who purchased an Ercoupe in Kansas City Kansas at the Fairfax Airport After purchase it was decided to find the production number of the air shycraft So while the mechanic crawled inside the proud new owner got out his paper and pencil The mechanic called out one loud and clear then crawled out and started closing the cockpit The new owner said Well whats the rest of it

Thats all came back the startling answer The sad end to this is that the aircraft was totalled

some time ago when it was blown over by a large airline type

Most of the above information was gleaned from an article published in Air Trails Magazine March 1945 written by Mr Leonard Engel The only thing Mr Engel did not see was the impact that the Ercoupe would ulshytimately have on private aviation This I have been prishyvileged to see

In 1946 when I was first slipping the surly bonds of earth there was only one plane on our entire- airport that had a nose wheel and that of course was the Ershycoupe The plane also had one of those new-fangled electric starters and lights - real deluxe Those of us who were trying for commercial licenses were required to have ten hours night flying so we had to check out in the Ercoupe This was fine because the plane looked good to me The only problem was my instructor - it seems he was mortally afraid of having a wheel up front plus the shortage of rudder pedals I can still remember my own aching legs from stomping the floor with nothing there It wasnt until several years later that I finally beshygan to fly the Ercoupe as it was designed to fly

Now friends look at a modern airport and rememshyber the Ercoupe was the number ONE mass production tricycle gear

In 1945 and 1946 no one was even thinking of the impact this little airplane would ultimately have but today Mr Weick should surely take great satisfaction in the total acceptance of his design philosophy It made me smile when I asked an instructor with almost a thousand hours to go around the patch with me in a Cessna 180 that was for sale His reply was Me fly one of those tricky tail draggers Never

Yes Mr Weick your design theory has been accepted

Dear Mr Cox It is difficult to top the week of the Fly-In

and seeing an old bird one has labored over for several years featured in the SPORT AVIATION adds to ones enjoyment Please add my name to the thousands that have been able to enjoy THE Fly-In and who have appreciated every minute of it

I have several comments concerning the Lenape Cub

a) Ken Kress who established a record in the orig inal 20280 flew the airplane from Friendship Airport when it was completed He is head of the GADO office

b) My good friend Charles Schuhart who sanded painted ribstitched and bossed me start to finish on this project won t speak to me unless the notion that my wife and I flew the J-3P to Oshkosh is corrected It was Charlie and his wife Dolores who sat for 34 hours as it chugged across country I met hi m there after picking up a new Bonanza in Wich ita on Saturshyday the day the Fly-In began I think that you will agree that that was some vacation with flying machines

It was indeed a great week and Charlies return with the Silver Age Category Championshyship Award topped it all off

Many thanks to all in the EAA who worked so hard and who produced such a magnificent week

With best regards Alfrea S Garrison M D Wilkens amp Pine Heights Avenues Balti more Md 21229

Dear Jack My copy of Vintage Airplane arrived yesshy

terdaymiddot and I was very surprised to say the least to see the old FC-2 adorning the cover as well as the nice story inSide Many thanks for the plug

The least I can do is to join the Antique and Classic Division and pay my $1000 which is enclosed I already have a card for 1972 so this wi II take care of 1973

I am making progress on the Curtiss Wright Speedwing which as you know I trucked back from Milwaukee a few months ago I built a complete left lower wing which is now complete except for the plywood on the wing walk Im waiting i~ the plywood which I had to order so as soon as it arrives I will get it installed I hope to have the whole thing flying by the summer of 1974 and if so I plan on bringing it to Oshkosh It will be a rare bird as it is the only Model B14B still in existence I understand that there is a Model A14 someshywhere in North Carolina This model had the 7 cyl Wright R760 of 230 hp whereas mine has the R975 of 440 hp It should be a bomb with all that horsepower

I enjoyed seeing Golda and yourself at our Tulsa Fly-In and hope you had a nice Christshymas and will have a good New Year

Lots of luck as Editor of Vintage Airplane Yours H M (Herb) Harkcom Buzzards Roost Rt 1 Inola Oklahoma 74036

Hello Jack Sorry to have missed the last Antique and

Classic meeting Received The Vintage Ai rplane and it

looks like a winner Enclosed is my ten dollars dues for the Anshy

tique and Classic Division I will be looking forward to seeing you nice people at the next meeting

Sincerely Vince Mariani 636 W Melrose Findlay Ohio 45840

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[AR~lI~A~-YIRbl~IA _ -Officers for 1973 are~ President

Herb Puckett Rt 7 Box 668 J Charlotte N C 28213

Vice President Dr Ed Garber Jr 1810 Lakeshore Dr Fayetteville N C 28304

SecTreas shyLiz Pace 3000 Crawford Ave Gastonia N C 28052

Newsletter Editor Ray Bottom Jr 103 Powhatan Parkway Hampton Va 23361

Ray Bottom publishes the Chapters excellent bishymonthly newsletter Antique Airways It is available to all interested antique and classic enthusiasts for $500 per year which includes membership in the Chapter The newsletter is printed on offset and contains pictures and news of the activities of this large and very active group For membership send your check to Liz Pace

The Carolinas-Virginia Chapters 1973 fly-in calendar has been set (see Calendar of Events) for Santee S C in the spring and Gastonia N C in the fall These are annually very large and well attended antique and classic fly-ins

Dr Ed Garber has added a 1931 Stinson JRS to his stable of antiques which includes an Aeronca C-3 and a Curtiss-WrightCW-1- both in that much-bandied mint condition

Past-president Morton Lester of Martinsville Virginia should have flown his 110 Special Monocoupe by the time you read this This Clipwing is a new one in that it is not a factory 110 Special It was modified from a straight 110 just as John Livingston did to create the orishyginal Clipwing in the earl~30s

(Photo by Jack Cox)

John McCulloch left Harold Neumann and Little Butch

And speaking of Clipwing Monocoupes the most famous one of them all N36Y is currently undergoing a complete restoration This is the famed Little Butch in which Woody Edmondson won the Worlds Aerobatic Championship at Miami in 1948 This little tiger has for several years been the _proud possession of John McCulshyloch of Fairfax Virginia He has the fuselage at Ken Hydes shop near Warrenton Virginia and the wing at Pop Hatchers in Lynchburg Virginia Little Butch will be restored just as it was when owned by Edmondshyson

One of the rarest antique airplanes in the world today has just emerged from Dick Terhunes restoration shop near Charlottesville Virginia - a 1922 Farman Sport

fl~RI~A [~APlfR The proposed new Florida Chapshyter of the EAA Antique and Classic Division will hold a fly-in and organizational meeting January 20-21 at Lakeshyland Florida Paul Poberezny EAA President will be the principal speaker AntiqueClassic Division Presishydent Buck Hilbert Vice-President J R Nielander and Secretary Dick Wagner will also be on hand to welcome this fine group into our organization Richard Jonathan Livingston Seagull Bach is also slated to be present Bach has recently made his home in Winter Haven

Florida Chapter officers for 1973 are

President SeclTreas James A McClanahan W D Thompson 2116 Cordova Circle Rt 6 Box 70 Lakeland Fla 33803 Lakeland Fla 33801

Vice President Chaplain George R ONeal Olin Longcoy 4750 Cove Circle 505 Rt 3 Box 398 St Petersburg Fla 33713 Orlando Fla

~~w mJ~I~ I~f A~IIO~f [lA~~I[ ~IYI~m~ Membership in the EAA AntiqueClassic Division is

open to all EAA members who have a special interest in the older aircraft that are a proud part of our aviation heritage Membership in the AntiqueClassic Division is $1000 per year which entitles one to 12 issues of The Vintage Airplane published monthly at EAA Headshyquarters Each member will also receive a special Antique Classic membership card plus one additional card for ones spouse or other designated family member

Membership in EAA is $1500 per year which inshycludes 12 issues of Sport Aviation All membership correspondence should be addressed to EAA Box 229 Hales Corners Wisconsin 53130

~~w mf~RM A~ A~IIO~f [lA~~I[ [~APlffi EAA is now chartering AntiqueClassic Chapters

around the nation The basic requirement is ten memshybers of national EAA The Chapter must become incorshyporated as a non-profit organization in accordance with the laws of the given state and this incorporation must be maintained from year to year

First a list of 10 national members of EAA (names addresses EAA numbers) should be sent to EAA Headshyquarters along with a formal request to organize a Chapshyter Upon receipt of this material EAA will mail out a Chapter Starter Kit that will contain all information necessary for your group to become a Chapter in the finest and most active aviation organization anywhere

13

fAA ~AMf [~A~bf EAA is about to become SAA A formal vote has

been taken among the officers and directors of EAA that has resulted in a unanimous vote to change the name of the Experimental Aircraft Association to the Sport Aviashytion Association

This change is coming about because EAA no longer reflects the true scope of activities of the organizashytion Further recent accidents involving experimental aircraft (not homebuilts) have brought the wrath of public opinion down on us - as a result of mis-information and a guilt-by-association line employed by the news media It is recognized that we must do whatever is necesshysary to protect the organization from severe governmental restrictions that may be demanded by an ill-informed general public

Watch the pages of Sport Aviation and The Vintage Airplane for an announcement of the timetable for the changeover to the new name

[Alf~~AR ~f fVf~l~

JANUARY 20-21 - LAKELAND FLORIDA - Organizational meetshying of the Florida AntiqueClassic Chapter of EAA Paul Poberezny to be featured speaker Fly-In activities Contact James A McshyClanahan 2116 Cordova Circle Lakeland Florida 33803

MAY 4-6 - SANTEE SOUTH CAROLINA - Wings and Wheels MushyseumAirport 5th Annual Spring Fly-In of Carolinas-Virginia Chapter of EAA AntiqueClassic Division Contact Chapter Secreshytary Liz Pace 3000 Crawford Ave Gastonia N C 28052 (704 864-4534) The East Coasts really big show for antiquers

JUNE 8-10 - DENTON TEXAS - Denton Municipal Airport 11th Annual Texas Antique Fly-In Everyone welcome - Texas hosshypitality assured Contact Jack Winthrop 3536 Whitehall Drive Dallas Texas 75229

JULY 29-AUGUST 4 - OSHKOSH WISCONSIN - 21st Annual EAA International Fly-In Convention Complete program and awards for antique and classic aircraft Worlds greatest aviation event

SEPTEMBER 28-30 - GASTONIA NORTH CAROLINA - Gastonia Municipal Airport Carolinas-Virginia Chapter Annual Fall FlyshyIn Contact Liz Pace (see address above)

l~~[~MBf AIRW~RI~I~f~~

OIRf[IIVf RfVI~I~N

55-24middot1 Luscombe Published in 21 FR 9540 on December 4 1956 and as amended in 22 FR 2416 on April 11 1957 is further amended by Amendment 39-1565 Applies to all 8 Series aircraft except Model 8-F with Serial Numshybers S-l and up

To be accomplished by March 1 1956 and at every annual periodic inspection thereafter

Extreme surface corrosion has been found to exist inshyside the fuselage spar carry through structures PIN 28018 and 28019 of Luscombe Series 8 aircraft parshyticularly in those airplanes which are located near coastal areas If allowed to progress such corrosion could deteriorate the spar carry through members unshytil a structural failure occurred

This corrosion is internal and cannot be detected by an external inspection Therefore the inside surfaces of the spar carry through members must be inspected This may be accomplished by either of the two following acshyceptable methods

(1) Remove wings from the airplane and also the wing attachment fittings The ends of both the front and rear spar superstructures will then be open so that an internal inspection of these hat-section members can be made

(2) Use of this method of inspection will not require the removal of the wings from the airplane One-half inch holes may be drilled through the top wing skin directly over each spar carry through member so that a visual inspection can be made directly into the bottom of the hat sections The airframe structure had adequate margins of safety in this area so that the existence of the lh-inch inspection holes will not impair the structural integrity of the airplane Five of these lh-inch holes should be drilled over each of the spar carry through hat secshytions one hole at the middle of each spar carry through one hole 5 mcheS from each outboard end of the wing atshytachment fittings and one hole approximately centrally located between this latter hole and the middle hole This will provide a distance of approximately 7lh inches between holes and should render it possible to inspect all ofthe internal surface ofthe hat-section spar carry through members After the inspection has been made the lh-inch holes must be covered with a small patch of aircraft fabric doped to the surface of the wing skin or by the insertion of a rubber or neoprene seal plug or equivalent This method will also provide a ready means of rechecking the spar carry through members for corrosion during the time of subsequent inspections

If any evidence of corrosion is found to exist the afshyfected spar carry through member should be removed and replaced with an identical new part

The above inspections may be discontinued if both spar carry through structures are replaced with new parts that are identical to the original and properly anodized

and painted to prevent corrosion or if an equivalent modification is approved by the Chief Engineeri~g and Manufacturing Branch FAA Southern Region

This Amendment 39-1565 becomes effective Decemshyber 21972

14

EAA AntiqueClassic embroidered patches (pictured at right) - A distinctive colorful emblem $1 50 each

EAA Caps - men and ladies Specify small medium large or extra large Ladies one size $225 each

1973 EAA Calendar Made of heavy unbleached cloth Features full color renditions of a Standard J-1 P-51 Scorpion Helicopter and a Dyke Delta $230 each

EAA Flight Bags Durable nylon with waterproof lining Blue with EAA decal on both sides $4 50 each

---------------shyWrite for a complete listing of EAA publications and merchandise free of charge Includes a listing of all available back issues of Sport Aviation

-------- -------shy

EAA PUBLICATIONS OF INTEREST TO ANTIQUE AND CLASSIC ENTHUSIASTS ANDOR RESTORERS

Wood Vol 1 $200 Wood Vol 2 $250 Sheet Metal Vol $250 Sheet Metal Vol 2 $250 Tips on Fatigue $250 Welding $200 Dope and Fabric middot $250 Hand Tools Vol 1 $250 Hand Tools Vol 2 $250 CAM 18 (Reprint) $300 CAM 107 (Repri nt) $4 00 Flying and Glider Manual Repr ints

1929 $200 1932 $200 1929-32 $200

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

-

Wings Of Memory - 72 pages of Aero Digest reprints Covers the greats of civil aviation from 1932 to 1941 Ryan STA Howard DGA-9 Fairchild 24 Cessna Airshymaster Rearwin Speedster Fleetwings Sea Bird Stinson SR-1O Stearman Model 80 and many more Beautiful photos 3-views and flight reports $250 Golden Age Of Air Racing - 168 pages covering the great 1929-1939 air racing era All about the racers and their pilots who flew for the Bendix Thompson Greve and other trophies $275 Back Issues of American Airman While they last - 25c ea

ANTIQUE AND CLASSIC ACHIEVEMENT AWARDS - When you complete the restoration of an anshytique or classic (specify which) you are eligible for a beautiful certificate you will frame and be proud to display in your home or office These certificates are free courtesy of EAA to recognize your efforts to save another great old airplane Just send your name and address and the year make and model (ie - 1937 Monocoupe 90A) of your aircraft Solo certificates are also available

JOIN EAA - JOIN THE ANTIQUECLASSIC DIVISION - WRITE FOR INFO PACKET - $100

EAA AntiqueClassic Division P O Box 229

Hales Corners Wisconsin 53130 15

(Photo by Dick Stouffer)

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

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By E E Buck Hilbert President EAA Antique And Classic Division

ANTIQUES AND CLASSICS ON THE WAY

Action at Headquarters includes a numbering system for the Antique and Classic Division card holders design of our own letterhead an illustrated brochure and best yet our magashyzine which you are reading now thanks to Jack Cox

The membership number you receive will not coincide with your EAA number for a couple of reasons One is expiration date differences and two since we are a Division we felt new and separate numbers would be more appropriate

Our letterhead will soon be in evidence another mark of individuality There has been suggested our own jackets and hats in a distinctive color My feeling is that many of us have already purchased EAA jackets and since money is the object along with loyalty to our parent organization we should keep the basic jacket add our patch and maybe wear a sepashyrate and distinctive ball cap Lets have some comments on this

The new brochure will be a simple photoplay and description of our Division with an application and an applicant history form Wed like to uncover any talents and also indishy~iduals who will participate in Division activities at Oshkosh and other fly-ins and even here at Headquarters If you have a favorite picture of yours or any aircraft you would like to see used in the brochure send it in We will use as many as we Can

Another item of interest Life memberships are available in the Antique and Classic Division Same terms same price as EAA Life Memberships Contact Bonnie Poberezny if you are interested Special numbers here too

Now that youve seen The Vintage Airplane grab your pencil and a post card and forshyward your critique and comments to myself or Jack Cox We may not change anything but youll make us think and we might print your letter too

I~f ~ ~IAbf ARPlA~f

PAGE 5


TABLE OF CONTENTS












3


bull bull bull


















5
























And In 1963


















104 1929 119 1929 126 1929 133 1929 136 1929 138 1929 155 1929 159 1929 181 1929 186 1929 192 1929 193 1929 241 1930 290 1930 340 1930 332 1930



FLEET 7 shy


FLEET 7 shy






Serial Number 94

121 134 147 169 311 361 369 375 376 402 404 412

Year Built 1929 1929 1929 1929 1929 1930 1930 1930 1931 1931 1931 1931 1932















N Number N 41871

N Number N 39606 N 39604 N 39601 N 24197








325 1942 339 1941 350 1941 359 1941 387 1941 474 1942 512 1942 533 1942 539 1942 556 1942 610 1940 646 1942 668 1942




9














SLOT LIP AILERON

1936 Weick W-1A




LANDING RANGE



11
































12










(Photo by Jack Cox)














13





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14






-------- -------shy



1929 $200 1932 $200 1929-32 $200


-








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I~f ~ ~IAbf ARPlA~f

PAGE 5


TABLE OF CONTENTS












3


bull bull bull


















5
























And In 1963


















104 1929 119 1929 126 1929 133 1929 136 1929 138 1929 155 1929 159 1929 181 1929 186 1929 192 1929 193 1929 241 1930 290 1930 340 1930 332 1930



FLEET 7 shy


FLEET 7 shy






Serial Number 94

121 134 147 169 311 361 369 375 376 402 404 412

Year Built 1929 1929 1929 1929 1929 1930 1930 1930 1931 1931 1931 1931 1932















N Number N 41871

N Number N 39606 N 39604 N 39601 N 24197








325 1942 339 1941 350 1941 359 1941 387 1941 474 1942 512 1942 533 1942 539 1942 556 1942 610 1940 646 1942 668 1942




9














SLOT LIP AILERON

1936 Weick W-1A




LANDING RANGE



11
































12










(Photo by Jack Cox)














13





[Alf~~AR ~f fVf~l~







OIRf[IIVf RfVI~I~N











14






-------- -------shy



1929 $200 1932 $200 1929-32 $200


-








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bull bull bull


















5
























And In 1963


















104 1929 119 1929 126 1929 133 1929 136 1929 138 1929 155 1929 159 1929 181 1929 186 1929 192 1929 193 1929 241 1930 290 1930 340 1930 332 1930



FLEET 7 shy


FLEET 7 shy






Serial Number 94

121 134 147 169 311 361 369 375 376 402 404 412

Year Built 1929 1929 1929 1929 1929 1930 1930 1930 1931 1931 1931 1931 1932















N Number N 41871

N Number N 39606 N 39604 N 39601 N 24197








325 1942 339 1941 350 1941 359 1941 387 1941 474 1942 512 1942 533 1942 539 1942 556 1942 610 1940 646 1942 668 1942




9














SLOT LIP AILERON

1936 Weick W-1A




LANDING RANGE



11
































12










(Photo by Jack Cox)














13





[Alf~~AR ~f fVf~l~







OIRf[IIVf RfVI~I~N











14






-------- -------shy



1929 $200 1932 $200 1929-32 $200


-








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bull bull bull


















5
























And In 1963


















104 1929 119 1929 126 1929 133 1929 136 1929 138 1929 155 1929 159 1929 181 1929 186 1929 192 1929 193 1929 241 1930 290 1930 340 1930 332 1930



FLEET 7 shy


FLEET 7 shy






Serial Number 94

121 134 147 169 311 361 369 375 376 402 404 412

Year Built 1929 1929 1929 1929 1929 1930 1930 1930 1931 1931 1931 1931 1932















N Number N 41871

N Number N 39606 N 39604 N 39601 N 24197








325 1942 339 1941 350 1941 359 1941 387 1941 474 1942 512 1942 533 1942 539 1942 556 1942 610 1940 646 1942 668 1942




9














SLOT LIP AILERON

1936 Weick W-1A




LANDING RANGE



11
































12










(Photo by Jack Cox)














13





[Alf~~AR ~f fVf~l~







OIRf[IIVf RfVI~I~N











14






-------- -------shy



1929 $200 1932 $200 1929-32 $200


-








r
























And In 1963


















104 1929 119 1929 126 1929 133 1929 136 1929 138 1929 155 1929 159 1929 181 1929 186 1929 192 1929 193 1929 241 1930 290 1930 340 1930 332 1930



FLEET 7 shy


FLEET 7 shy






Serial Number 94

121 134 147 169 311 361 369 375 376 402 404 412

Year Built 1929 1929 1929 1929 1929 1930 1930 1930 1931 1931 1931 1931 1932















N Number N 41871

N Number N 39606 N 39604 N 39601 N 24197








325 1942 339 1941 350 1941 359 1941 387 1941 474 1942 512 1942 533 1942 539 1942 556 1942 610 1940 646 1942 668 1942




9














SLOT LIP AILERON

1936 Weick W-1A




LANDING RANGE



11
































12










(Photo by Jack Cox)














13





[Alf~~AR ~f fVf~l~







OIRf[IIVf RfVI~I~N











14






-------- -------shy



1929 $200 1932 $200 1929-32 $200


-








r








And In 1963


















104 1929 119 1929 126 1929 133 1929 136 1929 138 1929 155 1929 159 1929 181 1929 186 1929 192 1929 193 1929 241 1930 290 1930 340 1930 332 1930



FLEET 7 shy


FLEET 7 shy






Serial Number 94

121 134 147 169 311 361 369 375 376 402 404 412

Year Built 1929 1929 1929 1929 1929 1930 1930 1930 1931 1931 1931 1931 1932















N Number N 41871

N Number N 39606 N 39604 N 39601 N 24197








325 1942 339 1941 350 1941 359 1941 387 1941 474 1942 512 1942 533 1942 539 1942 556 1942 610 1940 646 1942 668 1942




9














SLOT LIP AILERON

1936 Weick W-1A




LANDING RANGE



11
































12










(Photo by Jack Cox)














13





[Alf~~AR ~f fVf~l~







OIRf[IIVf RfVI~I~N











14






-------- -------shy



1929 $200 1932 $200 1929-32 $200


-








r


















104 1929 119 1929 126 1929 133 1929 136 1929 138 1929 155 1929 159 1929 181 1929 186 1929 192 1929 193 1929 241 1930 290 1930 340 1930 332 1930



FLEET 7 shy


FLEET 7 shy






Serial Number 94

121 134 147 169 311 361 369 375 376 402 404 412

Year Built 1929 1929 1929 1929 1929 1930 1930 1930 1931 1931 1931 1931 1932















N Number N 41871

N Number N 39606 N 39604 N 39601 N 24197








325 1942 339 1941 350 1941 359 1941 387 1941 474 1942 512 1942 533 1942 539 1942 556 1942 610 1940 646 1942 668 1942




9














SLOT LIP AILERON

1936 Weick W-1A




LANDING RANGE



11
































12










(Photo by Jack Cox)














13





[Alf~~AR ~f fVf~l~







OIRf[IIVf RfVI~I~N











14






-------- -------shy



1929 $200 1932 $200 1929-32 $200


-








r














N Number N 41871

N Number N 39606 N 39604 N 39601 N 24197








325 1942 339 1941 350 1941 359 1941 387 1941 474 1942 512 1942 533 1942 539 1942 556 1942 610 1940 646 1942 668 1942




9














SLOT LIP AILERON

1936 Weick W-1A




LANDING RANGE



11
































12










(Photo by Jack Cox)














13





[Alf~~AR ~f fVf~l~







OIRf[IIVf RfVI~I~N











14






-------- -------shy



1929 $200 1932 $200 1929-32 $200


-








r














SLOT LIP AILERON

1936 Weick W-1A




LANDING RANGE



11
































12










(Photo by Jack Cox)














13





[Alf~~AR ~f fVf~l~







OIRf[IIVf RfVI~I~N











14






-------- -------shy



1929 $200 1932 $200 1929-32 $200


-








r







SLOT LIP AILERON

1936 Weick W-1A




LANDING RANGE



11
































12










(Photo by Jack Cox)














13





[Alf~~AR ~f fVf~l~







OIRf[IIVf RfVI~I~N











14






-------- -------shy



1929 $200 1932 $200 1929-32 $200


-








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12










(Photo by Jack Cox)














13





[Alf~~AR ~f fVf~l~







OIRf[IIVf RfVI~I~N











14






-------- -------shy



1929 $200 1932 $200 1929-32 $200


-








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(Photo by Jack Cox)














13





[Alf~~AR ~f fVf~l~







OIRf[IIVf RfVI~I~N











14






-------- -------shy



1929 $200 1932 $200 1929-32 $200


-








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[Alf~~AR ~f fVf~l~







OIRf[IIVf RfVI~I~N











14






-------- -------shy



1929 $200 1932 $200 1929-32 $200


-








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-------- -------shy



1929 $200 1932 $200 1929-32 $200


-








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The Vintage Airplane Vol 1 No 2 Jan 1973

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