Restorer's Corner

write a newsletter if they don 't have any news to write about. EDI TORS NOTE Restorer's Up until now, we have done quite well at getti ng As our aircraft become older and as more basket cases the necessary material together for the magazine. are started on their way to again becoming flying mach Sometimes we are saved at the last minute by receipt Corner ines, the role of the type club keeps increasing in import of an article, sometimes we have to research and write f1JJj .J.R. NIELAl\DERJ.JR. ance. Usually the type club newsletter is the best, and one. Our three Associate Editors deserve a great sometimes the only, source of information on parts amount of our appreciation, and as for the office of availability. It certainly is the best forum in which to Vintage, we could not have a magazine without them. bring up a question concerning restoration, modifica It will be necessary to spread the load in the future, tion, or substitution of parts. There is hardly any prob and we are particularly interested in getting all areas I n December we mentioned that we would be lem which you can face which some other member of represented. We particularly need editors in Texas, including an as-up-to-date-as-possible listing of type the type club hasn't faced and solved at some earlier the Northwest territory of Washington and Oregon, Arizona, New York and Connecticut. Editors from clubs, their officers and their newsletter editors in a time. Since the theme of all type clubs is cooperation, he any area will be welcomed. These are areas that I have forthcoming issue of THE VINTAGE AI RPLANE, and will be glad to share his knowledge with you. Who noticed a lack of reporting from, and ones that are that we planned to update the list and print it on an knows? The next time possibly you will face and solve a known to have considerable activity. If you have a annual basis. Well, the time is at hand for the first an nual problem first, and be able to pass on your knowledge to candidate, notify us. We will all be helped. printing of this list. You will find it located elsewhere in someone else at a later date. To get a greater balance of material, we would this issue. We suggest that if you have a question appreciate having more Classic material. It is your concerning a particular aircraft or engine, you check to Our membership drive is showing very significant magazine, and we publish what we get, so let's hear see if it is inc luded in this list, and, if so, that you make results. The roster has grown by over 50% during the more from the Classic group. It would be a great help your inquiry directly to those who are most knowl past year. Your officers, directors and advisors thank if the Type Clubs would assist in a search for editors edgable on the subject and who can give you the best each of you members who have taken the time and made oriented to their craft. If you like what you are get ting, get involved - solicit new members and help and quickest answer. Likewise, we heartily recommend the effort to acquaint your fellow aviation enthusiasts gather interesting articles.

Associate Editor Associate Editor Robert G. Elliott Edward D. Williams 1227 Oakwood Ave. 713 Eastman Dr. Daytona Beach. Florida 32014 Mt. Prospect. Illinois 60056 Restorer's Corner ...... 1 WACO Identification ...... 3 Associate Editors will be identified in the table of con tents on articles they send in and repeated on the article WACO Prod uction 1923-1945 ...... 4 if they have written it. Associate Editorships will be Vintage Album ...... 11 assigned to those who qualify (5 articles in any calendar year). Primary Cadet Days ...... 15 Primary Cadet Days - Revisited ...... 18 Directors Behind the Scenes at M*A*S*H ...... 19 National Type Club Listing 1977 ...... 20 ANTIQUE AND CLASSIC Claude L. Gray, Jr. AI KelCh 9635 Sylvia Avenue 7018 W. Bonniwell Road Air Mail ...... 21 DIVISION '" Northridge, California 91324 Mequon. Wisconsin 53092 OFFICERS James B. Horne Evander M. Britt 3840 Coronation Road Box 1525 EAA ANTIQUE/CLASSIC DIVISION MEMBERSHIP PRESIDENT Eagan. Minnesota 55122 Lumberton, North Carol ina 28358 J.R. NIELANDER, JR. P.O. BOX 2464 George E. Stubbs M. C. "Kelly" Viets FT. LAUDERDALE, FL 33303 Box 113 RR 1. Box 151 Brownsburg. Indiana 46112 Stillwell . Kansas 66085 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 VICE·PRESIDENT Willia m J. Ehlen Morton Lester tion, 12 monthly issues of SPORT AVIATION and separate membership cards. JACK WI.NTHROP Route 8. Box 506 P.O. Box 3747 ' RT.1,BOX111 Tampa. Florida 33618 Martinsville, Virginia 24112 o NON-EAA MEMBER - $20.00. Includes one year membership in the EM Antique/Classic Division, 12 ALLEN, TX 75002 monthly issues 01 THE VINTAGE AIRPLANE; c;ne year membership in the Experimental Aircraft Associa Advisors 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 SECRETARY W. Brad Thomas, Jr. Dale A. Gustafson RICHARD WAGNER 301 Dodson Mill Road 7724 Shady Hill Drive issues 01 THE VINTAGE AIRPLANE and membership card. (Applicant must be current EM member and P.O. BOX 181 Pilot Mountain, North Carol ina 27041 Indianapolis, IN 46274 must give EAA membership number. LYONS, WI .53148 Robert A. White Roger J. Sherron TREASURER 1207 Falcon Drive 446-C Las Casitas Orlando. Florida 32803 Santa Rosa. CA 95401 PICTURE lOX E.E. " BUCK" HI LBERT ON THE COVER (Back Cover) 8102 LEECH RD. Maurice "Sonny" Clavel Stan Gomoll UNION, IL 60180 Box 98 104290th Lane. N.E. Waco SRE from California, Waco Waco 7928 JTO Taperwingpowered Wauchula. F L 33875 Minneapolis. MN 55434 A VN-8 from Oklahoma, Waco by 365 hp. Wright. Airmail and CUC-2 from Chicago, Waco YOC passenger service Cincinnati-Indiana THE VINTAGE" AIRPLANE is owned lusively by Antique Classic Aircraft, Inc. and is published monthly at Hales Corners. Wisconsin 53130. 5econ Postage paid at Hales Corners Post Office, Hales Corners, Wisconsin from Texas, at the 7972 National polis and Chicago. 53130. and additional mailing offices. ship rates for Antique Classic Aircraft, Inc. at $14.00 per 12 month period of which $10.00 is for the pubi of THE VINTAGE AIRPLANE. Membership is open to all who are Waco Fly-in. interested in aviation. Copyright C> 1977 Antique Classic Aircraft. Inc. All Rights Reserved.

~... WACOAIULAI"~ ~rn~mU~~~rnffiTI~rnm ~A~ . . AlRPLAIUCO~ ~ By: Ray Brandly National WACO Club 2650 W. Alex-Bellbrook Rd. Dayton, Ohio 45459

All photos courtesy Ray Brandly 7923 Waco 7, Note location ofradiator. Many people continue to think of WACO mod el designations as being di fficult to understand or some WA[O PHODU[TIOn 1923-1942 wh at confusing. Actually, th ey are no more confusing 1923 thru 1929 than distinguishing a 1932 Chevrolet from a 1935 Chev Advance Aircraft Company Troy, Ohio rolet or a 1929 Ford from a 1933 Ford. First, you must picture each WACO in your mind and assoc iate it with· the approximate year th at it was Model & Year Engines Remarks introduced. Now, it is reasonab le to assume that most people associate the OX-5 engin e with open WACOs 1923-24 WACO 7 OX-5 90 hp Radiator mounted between propeller and nose of built from 1923 thru 1929, namely, the WACO 7, the engin e, very small triangular shaped fin. 3-place WACO 9 and the WACO 10. Th e differences that easily open. di stinguish these WACOs at a distance are: the WACO 7 uses a radiator installed between the propell er and the 1924 WACO 8 Lib erty 6 250 hp Si x- pl ace cabin with two-place open cock pit. nose of the engin e, the WACO 9 us es a balanced rudd er and elephant-ear ailerons on upper wings only, the WACO lOuses seve ral different engi nes. So let's look for 1925-26 WACO 9 OX-5 90 hp the most distinguishing poi nts. The TEN introduced a OXX-6 102 hp Uses a balanced rudder. Ailerons on upp er wings new hydraulic landing gear with lon g shock strut from only (balanced elephant-ear type) . In troduced axle to top longeron of fuselage . Also, the TEN was first the weld ed steel tubing fuselage. 3-place open. WACO to use a center-section betwee n upper wings. Upon close in spection there would be many more dif 1927 WACO 10 ferences, but with those mentioned anyo ne should be 1928 & GXE OX-5 90 hp In troduced the hydrauli c landing gear (long able to distinguish between the three mod els from a dis 1929 OXX-6 102 hp shock strut from axle to top longero n at side of tance of one hundred feet or more. 125 Sieme ns-H alske fuselage) . First WACO to use cen ter-sectio n In 1928 the Wri ght Wh irl wind (radial) engines were 100-122 hp between upper wings. 3-place open. being installed on basicall y th e sa me fuselage, empennage DSO Hi sso 150 & 180 hp and landing gears as was being used by the OX-5 and Hi sso powered TEN. Thus a model commonly known as 1928 & Straightwing th e Straightwing came into being. Thi s distinction being 1929 ASO J-5 9 cyl. Wright 220 hp Hydraulic landing gears with long shock strut necessary to distinguish it from the Taperwing that was BSO J-6 5 cyl. Wright 175 hp (similar in app earance to WACO 10). Out-rigger simultaneously being produced. Actually, the same fu CSO J-6 7 cyl. Wright 250 hp gear also used on these model s. Var ious improve selage, emp ennage, landing gears and engi nes were being PSO Jacobs LA-1 170 hp ments were made to landing gea rs and wings. All us ed for both the Taperwing WACO and the Straight QSO Continental A-70 165 hp Straightwing WACOs are 3-place open. wing WACO, th e wings, center-section, wires and struts being the noticeable differences. 1928 & Taperwing Editor 's Note : 1929 ATO J-5 9 cyl. Wright 220 hp Tapered wings using a center-section much larger CTO J-6 7 than Straightwing center-section. Ray Brandly has bee n kind enough to write this articl e, so that we can all id enti fy Waco airplan es. 1928 & Taperwing Through an error in the Vintage Album for October 1929 ATO J-5 9 cy l. Wright 220 hp 1976, where I wrongly id enti fied Dick Jackson's CTO J-6 7 cyl. Wright 250 hp JYM fuselage 12 inch es longer. All Taperwing Waco D as a Military, I came in contact with Ray . I JYM Wright R-975 330 hp Wacos 3-p lace open. will be forever grateful, for now th e mystery is solved and we can all become proficient at Waco identifi cation. Since there was a variety of engi nes offered when the WACO 10 came out, it beca me AI Kelch, Editor 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 section. This type landing gear was used on approximately one thousand Wacos .

In 1930, WACO pro duction introduced a new type or WACO PRODUCTION Continued series commonly known as the WACO "F". Production E . also continued with the CSO, the CTO and some special Model & Y Re marks types, the JWM and the CRG. All of these WACOs used 193 0 & RNF WJrn er-Scdrab 125 hp Ou trigger land in g ge ars, fuse lage two feet shorter the out-rigger type of landing gear. The first WACO Fs 193 1 IN F Kinn er B-5 125 hp th an pr·ev ious op en WAC Os, ta il wheel fo rward of 1930 and 1931 were easily distinguishable by a small KNF Kinn er K-5 100 hp from end of fuselage, eq ual di hedral in up pe r and compact fuselage two feet shorter than any previous MN F Menasco C-4 125 hp lower wings, ba lanced elevators. Al l 3- pl ace open. WACO. Equal dihedral in upper and lower wings, bal jWM Wri ght R-9 75 330 hp Simil ar to JYM . anced elevators and a tail wheel that appeared to be too CRG Wright R-7 60 25 0 hp CR G used metal ail ero ns located on lower win gs far forward, were also distinct identification points of onl y, spec ial outrigger gea r wi th longe r· shock those first "F" models. str uts. 3- pl ace open. A new greatly improved F model known as the F-2 193 1 OCF-2 Co ntin enta l A-7 0 165 hr was introduced in 1931. The F-2 was easily identified Seco nd 'T " se ries with compl etely new landing PCF -2 jdcobs LA- 1 170 hp gears and metal aile rons on all fo ur win gs. Fu - with larger engines, newly designed landing gears and selage and empenn age id entical in appearance to metal ailerons on all four wings. In 1932 and 1933 the fir s! " F" se rie s. 3-pl ace open. F-2 continued with improved wings and elaborate fair 193 1 ings. ODC Co ntine nta l A-70 165 hp Firs t pmduction cab in WACO. Uses streamlin e fl yin g and landing wir es. Ail ero ns, emp enn age and A sportsmen's WACO, seating two persons side-by-side landin g geM identical in appea rance to F-2 in a single cockpit, was also introduced in 1932 and models. produced thru 1933. This was known as the WACO A. Fuselages of approximately same dimensions, wings, 1932 UEC Contin ental R-670 210 hp Cabin WACO. Streamline steel tubing wing brace empennages and landing gears of same design were used OEC Kinn er C- 5 210 hp strut repl aced wi res used on fi rs t cab in . 1931 & on F-2 and" A" models. 1932 cab in s used narrow chord engin e co wl , Chart showing WACO production 1930 thru 1934 both had rearview wi nd ows not fitted to contour does not list specifications or refinements pertinent to of fuselage. each model. It is intended only to point out those dif UBF-2 Co ntinenta l R-670 210 hp Gea r and wing-root fa irin gs most noti ceable di f ferences in appearance that should be noticeable at a PBF -2 Jacobs LA-l 170 hp ference fr·om th e 1931 F-2. distance. 1932 & RCA RB A Warn er-Scarab 125 hp Th e "A " se ri es had si ngle coc kpi t with sid e-b y Always remember that the first letter identifies 1933 ICA IB A Kinn er B-5 125 hp sid e sea tin g, fr ont and rea r baggage compart engine make and horsepower, the second letter denotes PCA PBA PLA jacobs LA -1 170 hp ments. Co uld be flow n as 2-pl ace open or closed. wing design and the third letter denotes type. UCA UBA ULA Co ntin ental R-670 210 hp 1933 UIC Co ntinental R-670 210 hp Clbin WACO, with gea r and win g- roo t fairings, wid e chord bump engin e cowl s, rea r-view win - dows fitted to co ntour of fu se lage. 1934 UKC Co ntinen tal R-670 210 hp Cabin WACO. Actu all y th e 1934 Stand ard cabin YKC Jaco bs LA 225 hp WA COs wer·e r·efin ements of th e 19 33 model and CjC Wri ght R-760 250 hp 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. 1934 & UMF Co nt in ental R-670 210 hp Lu xuri ous " F" models with uph olstered cock 1935 YMF jacobs LA 225 hp pits, elaborate gear and win g-root fail·ings, deep - skirt bump cowl s, 2-foo t longer 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. 7934 WACO UKC, Note beautiful fairings S3HD Pr att & Wh itn ey 440 hp No ce nt er-sec tions used on "0" models. Tand em WHOA Wri ght R-975-E2 420 hp sea ting for two in ca nopy enclosed coc kpits. JHD Wri ght R-975-E 330 hp

7 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, WACO PRODUCTION Continued 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 chan ge in ident Model & Year Engines Remarks ification letters was necessary in 1935 with the introduc 1935 UKC-S Continental R-670 210 hp Standard cabin WACOs that were almost iden tion of the Custom. Standard cabin models used -S to YKC-S Jacobs L-4MB 225 hp tical in ap p earance to the 1934 models. denote Standard and the letter C indicated Custom from El aborate fairings . 1935 on . Also, WACO came out with a new high UOC Continental R-670 210 hp CUSTOM cabin WACOs, large upper wings with performance "F" in 1935, the CPF with larger engines, a YOC Jacobs L-4MB 225 hp metal ailerons and mid-chord flaps. Short lower new wing design and a completely new empenage with YOC-l Jacobs L-5M B 285 hp wings had no ailerons. New empennages had bal balanced rudder. CUC Wright R-760 250 hp anced elevators and balanced rudder. 1936, was a big production year for WACO cabin CUC-l Wright R-760-E l 285 hp airplanes as both the Custom and the Standard models CUC-2 Wright R-760-E2 320-350 hp were greatly improved. The Custom fuse lage was length CPF Wright R-760 250 hp New wing design, new empennage using balanced ened one foot, the gear shock strut changed slightly and elevators and balanced rudder. Landing gear and the ai lero ns were fabric covered. The 1936 Standards fuselage same as F-5 . Three-place open. were distinguished by a completely redesigned landing 1936 UKS-6 Continental R-670K 225 hp This STANDARD cabin WACO used a complete- gear. The 1936 "F" WACO, known as the F-6, was a YKS-6 Jacobs L-4MB 225 hp Iy redesigned landing gear, with fairing over refinement of the CPF with a completely redesigned ZKS-6 Jacobs L-5MB 285 hp shock strut only. landing gear and an enclosed rear cockpit. DKS-6 Wright R-760-El 285 hp UQC-6 Continental R-670K 225 hp CUSTOM cabin WACOs, wings approximately The 1937 Standard S-7 had many refinements, but in YQC-6 Jacobs L-4MB 225 hp same size as 1935 Custom, but new design used outward appearance was identical to the 1936 S-6. Th e ZQC-6 Jacobs L-5M B 285 hp fabric covered ailerons, also had mid-chord flaps. 1937 Custom C-7 was easily identified by a new wide AQC-6 Jacobs L-6MB 330 hp Short lower wings very similar to 1935 Custom. gear and new streamlined three-piece windshield. Trail DQC-5 Wright R-760-El 285 hp Fuselage twelve inches longer than 1935 Custom. ing edge split-type flaps replaced the mid-chord flaps of EQC-6 Wright R-760-E2 320-350 hp the previous Custom models. The 1937 F-7 s had many refinements, but were identical in outward appearance YPF-6 Jacobs L-4MB 225 hp The F-6, sport WACO, using wing and empennage to the 1936 F-6. ZPF-6 Jacobs L-5MB 285 hp desig n of the 1935 CPF, added a new fuselage and redesigned land ing gear simi lar to the S-6 1938 and 1939 were great years for improvements Standard cabin. Rear cockpit enclosure also and the introduction of new cabin WACOs. See chart for provided. differences in identification. 1937 UKS-7 Continental R-670K 225 hp From outward appearances the 1937 S-7 was VKS-7 Continental R-670M 240 hp id entical to the S-6. Standard cabin WACOs remained basically the same YKS-7 Jacobs L-4MB 225 hp in appearance in 1940. A ,completely new "E" model ZKS-7 Jacobs L-5MB 285 hp replaced the WACO " N" and the C-8 Custom and for the first time WACO used a Lycoming engine. In 1941 and ZGC-7 Jacobs L-5MB 285 hp The 1937 CUSTOM introduced a new wide land 1942 the Standard cabin used a mid-chord wing flap on DGC-7 Wright R-760-El 285 hp ing gear with 108" tread as compared to 87" upper wings only and was equipped and used as an in EGC-7 Wright R-760-E2 320-350 hp tread on previous cabins. Also used a three-piece strument trainer. See chart. AGC-7 Jacobs L-6MB 330 hp streamlined windshield. Split-type trailing edge 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

- ..::::::~-

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 7935 WACO YMF-5, Th e F-3 and F-5 Wacos were introduced in 7934. only. STANDARD cabins 1931 thru 1942, upper 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 ofthese high-performance Fs were exported.

7935 WACO S3HD-A, Captains Len Po vey and St. Orta taking delivery ofthis D 7936 WACO YPF-6, First F-6 sportsmar. for Cuba.

11 Album lintage Machines

eas ier and the identi fy ing letters mu ch simpl er after reading th e desc rip tions and assoc iating th em with th e accompanyin g ph otos. As prev iously mentioned, only di fferences in outward appeara nces are mentioned here 7935 WACO YOC, First of the CUSTOM cabin mode/so in. Spec ifica ti ons, perfor mance data, equipment and co lor sc hemes are also ava il abl e upon requ est to th ose wh o des ire to restore a WACO to its orig inal appearance.

7936 WACO YQC-6, This Custom purchased by Dr. Galstaun of Calcutta, India.

lIaco purchased by Burr Bi,lsh of Chicago. 7937 WA CO ZGC-7, First wide-gear Custom (note trailing edge flaps).

12 WACO PRODUCTION Continued

Model & Year Engines Remarks UPF-7 Continental R-670K 225 hp The 1937 F-7 used the same 77" tread gear that VPF-7 Continental R-670M 240 hp was used on the F-6. Cockpit enclosures available YPF-7 Jacobs LAMB 225 hp on these 3-place F models also. ZPF-7 Jacobs L-5MB 285 hp 1938 VKS-7 Continental R-670M 240 hp New three-piece streamlined windshields and new 1939 YKS-7 Jacobs LAMB 225 hp wide gear similar to the 1937 Customs. ZKS-7 Jacobs L-5MB 285 hp ZGC-8 Jacobs L-5MB 285 hp Same appearance as 1937 Custom, except fu AGC-8 Jacobs L-6MB 330 hp selage was 12 inches longer. EGC-8 Wright R-760-E2 320-350 hp

ZVN-8 Jacobs L-5MB 285 hp Tri-cycle landing gear and flaps on all four wings. AVN-8 Jacobs L-6MB 330 hp These CUSTOM WACOs used new plywood ARE Jacobs L-6MB 330 hp Above: 7938 WACO £GC-8, Demonstrator sold to SRE P & W Wasp Jr. 450 hp covered wings, narrower more streamlined fuselage and flying and landing wires replaced wing State of Ohio. brace stru t. Below: 7939 WACO YPT-74, This military F-7 was 1940 VKS-7 Continental R-670M 240 hp Same general appearance as the 1939 Standard one of 73 delivered prior to the 600 CPT UPF-7s. 1941 YKS-7 Jacobs LAMB 225 hp cabin WACO. Note narrow gear and windshields without frames. 1942 ZKS-7 Jacobs L-5M B 285 hp ARE Jacobs L-6MB 330 hp These CUSTOM WACOs introduced in 19.39 and SRE P & W Wasp Jr. 450 hp generally known as the WACO "E". HRE Lycoming R-680-E3 300 hp VKS-7F Continental R-670M 240 hp 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).

1939 UPF-7 Continental R-670-6A 220 hp These F-7 open WACOs still had narrow gear YPT-14 Continental R-670-6A 220 hp (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 ..

1940 Continental R-670-6A 220 hp These F-7 open WACOs all used wide gear, en 1940 UPF-7 gines were not cowled, windshields had cast alu 1941 minum frames, and electrical system replaced 1942 inertia starter. Two-place original front seats were provided after W.W. II.

13 Above: 7938 WACO A VN-8, Had trailing edge flaps on all four wings. This Above: 7939 WACO VKS-7, Wide-gear Standard one purchased by CAA Air Safety Board Below: 7947 WACO UPF-7, One of the 600 CPT F-7s - this one is currently Below: 7939 WACO A RE, The ultimate in a high-performance Custom. This flying in mint condition owned by John I. Shue. first Waco E was purchased by Tarrant Flying Service Billings, Montana. 7947 Ryan PT-22 Field No. 1-342 of the type used by D.j. Armand, when he was an A viation Cadet. My first introduction to the Ryan PT-22 came in the we were told where we would go for Primary training, middle of May, 1943, when my Aviation Cadet Class we were pumped so full of talk that those of us who 43-K reported to the Fifth Army Air Forces Flying were assigned to Ryans firmly believed we would be Training Detachment at Ryan Field, Hemet, Calif. The landing a P-40 on our first flight. So, it was both a PRIMARY sight of those PT-22's in the traffic pattern was a thrill, matter of concern and at the same time, a challenge. and I'm sure many of my classmates had a few feelings My first flight, or orientation flight, came on May 26, of apprehension, as I did, about our ability to handle the 1943, and it was also th e first time I had ever been up in (CADET little monster. any aircraft. The entry in my log book shows "Army During our Preflight training at Santa Ana, we had PT-22, H.P. 160, No. 484-A" (Field Number). The flight heard barracks talk by the carload on the relative merits lasted 35 minutes and consisted mostly of my being DAYS of the three primary trainers then in use, the PT-17, shown the local flying area and our auxiliary fields. I was PT-19 and PT-22. Though the Stearman was touchy allowed to take the controls for a considerable part of By: D.j. Armand during the landing roll, neither it nor the Fairchild land the time and began my actual flying training by doing Photos furnished by Bill Hodges ed as fast as the Ryan, so the stories went. By the time 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 getting pretty excited. Our ground school classes were all on subjects related their controls. From the time I was old enough to know The next day, June 19, we took off in Number 832 to our flying training. One week we would have ground what an airplane was, I knew I wanted to fly. I read and and went to one of our auxiliary fields. As I remember, school in the mornings and fly in the afternoons; the collected everything I could, built models by the dozens, there were three or four of these fields, which were sod, next week would be the other way around. It was pretty and hung around the local airport as much as I could. where we did our practice take-offs and landings in order warm in Hemet at that time, and I remember how hard The flight instructors at Hemet were all civilians, but to relieve the load at the main field. There was a small it was to stay awake when we had afternoon classes. dressed in uniforms and were treated by all cadets as stage-house in a corner, where a caretaker usually sat Particularly in Engines class; Mr. Raine, the instructor, commissioned officers. My instructor, Mr. J. F. during the day, and where an instructor could sit while had a deep bass voice and no matter how hard we tried, Hutchins, was a fine gentleman, soft-spoken and easy his student shot solo landings. After I shot a couple of some of us would doze now and then. But a short break going. He never got ruffled; even in hairy situations you landings, Mr. Hutchins told me to taxi over to the stage between classes would perk us up for the next. could always depend on that calm, quiet voice over the house. When I stopped, he climbed out of the front pit, Another custom at Hemet which we were allowed to gosport to help you out. To me, at that time an impres stepped down off the wing and said, "You're ready; stop after solo, was that of wearing our goggles every sionable 19-year-old, who lived, breathed and dreamed want it?" I gulped and nodded, so he walked away. where we went on the base. This was not an Army airplanes, he was second only to God. Back to the take-off position I went, with a feeling requirement; it was required by the upper classmen, and My second flight came on May 29, in Number 596, that something was not the same. It was not until I was the Army just looked the other way. You did not wear and lasted 40 minutes. This time I was allowed to follow about 300 feet in the air that I realized what it was. That the hel met--just the goggles. And, anytime you went through on the controls during take-off and after then it familiar head was missing from the front pit. When it hit around a corner you had to clear yourself, right or left, was mine. We climbed to our working area and I began me, I had a short moment of apprehension as I told before you made your turn. I t was good-natured upper practicing turns again. Later on Mr. Hutchins dem myself, "0. K., boy, you're up here now and there's no class hazing, but it also served a useful purpose in onstrated power-on and power-off stalls, straight ahead, one but you to get this thing back down on the ground." helping you to look around when you were actually and let me try some. The last item on that flight before So, around the pattern I went and turned in on the final. flying. I was really glad to be able to discard those landing was my first introduction to what I thought at I had always heard that your first solo landing was goggles on the ground, especially on Sundays when vis the time was a complete disaster - the spin. Needless to the best landing you'd ever make. Well, I've made better itors were allowed on the post. The snickers and cute say, it left me with the impression that mayb e I was in landings after that first one, especially after I got into remarks some of those civilians came up with were some the wrong kind of racket. But that didn't last long. heavy aircraft, but there was nothing wrong with that times hard to swallow. The third and fourth flights were pretty much the one. Three points and no bounce. I taxied over and Mr. On June 22, I had my ten-hour check ride, during same, consisting of turns, stalls, spins, coordination ex Hutchins waved me on, so I went around again. The which I did steep turns, stalls and S's along a road. ercises and rectangular patterns. On the fifth flight we second land ing was okay, but not as good as the first. I I mmediately following that, I had a 30-minute period of began take-off and landing practice, which I liked best. had finally made it, after 10: 30 of du al, and recorded dual on 900 spot landings, after which I went solo for The following flights, through my twelfth , were a succes 00: 15 for my solo fl ight in Aircraft No. 832. On the 45-minutes more to practice. The next three days, June sion of pure dual instruction and practice on take-offs, 21 st, I had another 30-minute session of dual, and then 23, 24 & 25 were a repetition of the 22nd (minus the turns, stalls, spins and landings. At the end of the my second solo flight lasting 30 minutes also, in which I check ride) with three separate flights coming each day. twelfth flight I had a total time of9:25, on June 16. shot take-offs and land ings. Needless to say, I ate it up. Especially the 900 spot land The policy at Hemet was that each instructor have his On the day of my solo, I was treated to a bath ings. We had our spot marked on the field, and as we students fly a "cross-check" with another instructor as under a fire hydrant, uniform and all. That was the came in on the base leg, we had to cut our power at the they approached the time for their solo. So, on June 18, custom at Hemet, since we had no swimming pool in right moment so as to make our turn on the final and I flew my cross-check, which lasted 15 minutes, and which to be heaved. The living quarters were a small make it to the spot without having to add power. consisted of take-offs and landings only. It must have bungalow type of building, with four cadets assigned to June 28 came up with three more hops, two in Ryans been okay, because I remember Mr. Hutchins coming each. There were two bunk beds with an upper and and one in a Link Trainer. I spent one hour even in that back with a big grin, after talking to the other instructor. lower, two small desks, and one bath. Though a little little monster, and felt more exhausted than five hours Anyway, back up we went for another 35 minutes of crowded, it was still pretty nice, and had the old G.I. in the Ryan would have caused. We got a total of five bounce drill. barracks beat. The food was typical Army chow, and we hours in the Link while we were at Hemet. There was a requirement at Hemet on the Ryans that were no longer made to pull K.P., as we had done in Along about this time, Mr. H'utchins began introduc no one would be allowed to solo with le ss than eight Preflight School at Santa Ana. There was a P.X. in which ing me to chandelles, lazy 8 's and 1800 side approach hours dual, no matter how much previous time he had. we spent a great deal of our off time, especially in the landings. Th e air work was okay, but I really liked the Since I had passed th is minimum and had had my cross malt shop, and the juke box caught the devil, partic landings, and anything having to do with them was check, I know my solo was not too far away, so I was ularly Tommy Dorsey's "Boogie-woogie." always my favorite. To me, the landing is where a pilot's

16 and considerate man , not at all like some of the stories Hutchin s talked to him, he came and told me that Mr. we had heard. He pointed out things to me which helped Kumler was well satisfied and that I had made it. Need me improve my flying and all in all, I enjoyed th e flight less to say, I was one happy cadet. very much. We were required to have sixty-five hours total time From here on my flight training consisted of a great for our primary training and I still lacked 2:10 to finish. deal of so lo work , with dual hops spaced so as to keep So, on the 23rd , Mr. Hutchins rode with me for 1 :05 tabs on my progress. Our upper class, 43-J, had gone on and it was quite a flight. He let me fly from the front to basic training (Vultee BT·13's) and we were now the seat, which was a new experience and which I liked very upper class. The new lower class, 44-A, of course, were much. He had me climb to 13,000 feet, which was treated by us with fatherly tolerance, since we were now pretty tough for that Ryan, and we could see Catalina 7942 Ryan PT-22A No. 484A (D.j. Armand's first "veterans." But all along the way, there was an occa Island , off the Calif. coast. After that, he told me to do flight was in this aircraft) C/N 7780 AFS/N sional sad note as some of our classmates were washed what I wanted, so I tried my best to tie the ship into 42-57484, as owned by the late Charlie Scheetz out. Thi s happened for various reasons from continual knots. I went through every aerobatic maneuver he had (his photo.) airsickness to failure in ground school subjects, but most taught me, and probably a few he never knew ex isted .. of the time it was as a result of unacceptable perform me either. By the time we got back down to lower ability is measured. Heaven knows I shot enough of ance in flying. I parted with severa l good friends who altitudes and landed, I was feeling pretty woozy, but I them later, after I started instructing. washed out, and it was a heart-breaking thing to happen was pretty proud of myself since I had never bee n air My thirty·hour check ride came on Jul y 2 and my log to someone who really wanted to make it. However, a sick yet, even on my first flight. book showed a total of thirty-one hours, thirty minutes. lot of them were able to qualify as bombardiers or nav Mr. Hutchins got out and I went solo to finish my last The ride on ly lasted 30 minutes; then I had two more igators, and many went on to be aerial gun ners. 1 :05. I decided I would just take it easy and look over solo hops that day. The next day brought one hour of As we neared the time when our primary training the area, since it would probably be the last time I'd see dual with some aerobatics; snap rolls and slow rolls. would be finished, our instructors demanded better and it. So, there I was, just cruising along, making gentle From there on to the 7th, I only had one 40-minute dual better performance. All maneuvers had to be executed turns, when disaster struck. That previous hour of solid hop; the remainder, consisting of five other flights, were smoothly and precisely, within the limits all owed by aerobatics caught up with me and I got airsick. I was all solo . that poor 160 H.P . Kinner. I had reached an under able to lean over to the left side and let fly outside so On the 7th, I had 45-minutes of dual on obstacle standing by now with the Ryan, and looked forward to there was none of it in the cockpit. But I was one sick landings. There were two poles erected on either side of each new flight with a great deal of anticipation. We had boy for awhile, and I began to wonder if I would recover the runway with a string of small flags stretched across been checked out on all the required maneuvers and our enough to land the ship. between the poles. As well as I can remember, the poles flights were now practice, practice and more practice. I Finally, things got straight again and I came in when were about 25 feet high. Farther down the runway, a remember the 900 crosswind landings especia ll y, because my time was up. Since it was a disgrace to get airsick on white line was marked across and we had to clear the we were required to three-point it in all except a severe your last flight, I didn"t say anything to anyone, even obstacle while setting down before crossing the line. You wind . Surprisingly, we had very few ground loops. In though we were supposed to clean up an airplane if we had to come in with full flaps and a lot of power - on the fact, while 43-K was at Hemet, there was only one were sick in it. I thought maybe I had mad e it, until that verge of a stall. When you crossed the obstacle, chop the accident I recall. It involved one of the 43-J students on afternoon in ground sc hool when I was called out of power, jam the nose down to keep from stallin g and a solo flight, and he died in the crash. Some of us saw class and told to report to the Group Commander. As I then bring it back up before you hit the ground, adding the ship when it was brought in, and it gave us some went into h is office, I saw a bucket of wa ter and rags by power if necessary, to set it down easy. It kept you on sobering thoughts. his door. He asked me two questions: your toes there for a coup le of minutes. On July 21, I had a 40-minute dual hop which cover "Did you fly ship number so-and-so this All the Ryans at Hemet, except one, were painted ed everything I knew. After that, I went up solo for morning?" with yellow wings and tails and the fuselages were left another 1 :05 to practice for the next day, since Mr. " Yes, sir." the natural aluminum color. That one ship, number 780, Hutchin s had told me I would have my sixty-hour, or " Do you know why you were called down here?" was the personal ship of Lieutenant Raymond V. Castro, fi nal, check ride. I frankly admit, I did some sweating "Yes, sir." one of the Army check pilots. It was all silver, and until the next day. As well as I can remember, the check "Then, go to it." And he pointed to the bucket, always shone like a new coin. On July 8, with 45-hours pilot was Mr. J. c. Kumler, the Flight Commander. He and I went to it. and 15 minutes of time so far, I took my Army check was a big fellow, rather quiet but a littl e on the formal That was th e last time I saw a Ryan until afte r the ride with Lieutenant Castro. It lasted 25 minutes and side. The ride only lasted 30 minutes, but I went war. Shortly afterward, we left Hemet for Merced Army consisted of a spin, some stalls, chandelles, snap rolls and through the whole routine for him. Later, after Mr. Air Field to begin our basic training in the Vultee BT-13. a couple of landings. I found the lieutenant a very quiet

17 8th, we were the last to change to P-51 'so PRIMARY ~ADET DAY§- ItEVI§ITID I had 53 hours in 51 'so I had one F.W. 190 damaged, and By: Howard Hightower completely wrecked a P-38. Counting Cypress, Texas 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 I read with interest the account by D. at Harlingen. Discharged in 1945, I never J. Armand. You see, I was in 43K at touched the controls of a plane until Hemet, also; however, I was never in 1966 - - a1 years. You see, I had flown Armand's Squadron. He gave about as too much good stuff under stimulating factual an account of what it was like as conditions to get interested in civilian possible, but then in looking at my 43K flying. I had to enroll in a flying school to Magazine from Hemet, I see under his get my license. I then bought a fine name the notation, "Just call me eager," restored Fairchild R-24, but I didn't like and it would take an eager beaver to flying in a cabin. I had a hankering for a recount the detail he presented. PT-22, and found one in great condition, He brought back one th ing I had which I have owned for 4 years. forgotten. We traveled from Santa Ana to It was then I started hearing all the Hemet by truck convoy. As we approach dangers of flying a PT-22. One fellow told ed Hemet a flying session was ending and me it was a killer airplane. To the pilots plane after plane was coming into the who have a few hours or those who are landing pattern -- in the Army you flew a thinking of a PT-22, just remember this: very precise pattern - - and it looked If the Ryan was a dangerous plane, it pretty exciting to me. I had forgotten my would never have been used as a trainer. first impression of Hemet. In my opinion, it isn't a great plane, but He took his first flight in 484. My log it is tough as a mule. It was a fine plane book shows I flew 484 on July 3, solo 1 for training single engine fighter pilots hour. He had the link trainer on June 28. because you had to fly it every minute. My log book shows I had it the 29th. He Two things the Army preached: (1) to mentions having 45:15 on July 8; at that recover from a stall you didn't ease the time I show 45 :10. stick forward, you popped it forward, I went to Merced for basic and then to and (2) in making the final turn use a Williams Field in Chandler, Ariz., a twin fairly steep bank in a coordinated turn engine fighter school. Of course, that with the nose down, no flat skidding meant one thing, P-38's. turn. On May 25, 1944, exactly one year Armand said on his second flight the from my first ride in a Hemet Ryan, I instructor did a spin, we did lots of spins. flew my first combat mission in the At the time I was very young and thought 479th fighter group, 8th Air Force. The the Army was teaching me how to recov P-38 did well in the Pacific, but not in the er from a spin. Thirty years later, and still E.T.O. During the summer of '44, they flying Ryans, I think maybe the Army changed all the P-38's to P-51 'so Since we was teaching us that if you stall a Ryan, were the last fighter grou p to go to the you just might spin.

This Article is a reprint from "Ryan Club News"

18 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 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 ~EMrl~~() TMrlE ~CE~E~ AT over the top, which was approximately 300' above us, By: Eldon Burkett we were mushing down. I immediately pushed the stick NRC West Coast Advisor forward and got a little speed and made a left turn; 5337 Anthony Ave. missed the wall by no more than 5-10 feet. (I n gl iders Garden Grove, Cal. 92645 thisiso.k.) I headed for a small cut in the wall, and by making a Well, one day at work I received a phone,"*A*'*mH call from a was very desperate, due to the studio needing one in two tight turn we got through the cut by 20-30 feet into the friend of mine who asked if I would rent my Ryan to a days. I told him that the only way I would let him use next canyon, where we could climb out. friend of his to make the M*A*S*H show. I then got a my Ry an was if I flew it and that I would duck out of We made a total of 10 passes at the set, and all were phone call from the friend who told me that he was a sight on camera. He then agreed to this, and asked me to max performance for the Ryan, and if I had let th is commercial pilot and wanted me to check him out in an bring the Ryan over to his hangar to be painted. The commercial pilot take my plane I would have lost it for afternoon, so he could fly the show . I asked him if he next day the Studio painters made my Ryan look like sure. He told me once we were on the gro und that he had ever flown a Ryan, or anything comparable. He said "something else." (They painted everything.) On the day thought that we had bought the farm, and was very that the only tail dragger time he had was a few hours in of the shooting, I had to leave Long Beach on a special thankful that I had not let him take it alone. He said a J- 3 Cub a few months before, but he was sure that he VFR to Van Nuys to pick up the commercial pilot. that he had learned a lesson--that airplanes do handle could handle the Ryan after a couple of hours. I told Upon landing at Van Nuys, the tower laughed at me and differently--especially the Ryan. him that I didn't want to rent my Ryan and that I didn't told me the museum was N/W of the field! The studio paint crew removed the paint (I walked in think he could check out in a Ryan in just a couple of I met the pilot and he had a box of 10 bomb!; and found them using a detergent and scrub brushes on hours (most of his time is in helicopters) . (wooden). I hadn't been told about them. They weighed the wings, and I wasn't too happy about that!) It got I then gave him the names and phone numbers of all about 12 Ib s. each, and he told me that we had to carry many paint chips and scratches. I don't think I would go the Ryan owners in the Southern California area, so he all 10 of them in the Ryan. He wanted to sit in the rear 0 through this again, as I like my Ryan the way. it is, and might rent one. About three days later, he called me and cockpit. I told him, no, due to its being 90 at the air you never get all the water color out. told me that he couldn't find a Ryan to rent, and that he port and a strong crosswind blowing and 1200 0n the set.

19 NATIONAL TYPE Mr. George W. Mojonnier, Editor Mr. Leonard E. Opd yc ke, Editor' Jeannie Hill, Secretary Mr. Tom Bay, Editor Seabee Newsletter World War I Aeroplanes The Bird Airplane Club Culver Cadet Newsletter CLUB LISTING 601 Avenue A, Apt. 1 15 Cresce n t Road Box 89, Harvard , I L. 60033 813 Twenty-Second Street W. 1977 Snohomish, WA. 98290 Poughk eep sie, NY. 12601 Bradenton, FL. 33505 Mr. Gar W. William s, Jr. , Chairman Mr. Joseph Hecker, Chairman Dr. Stanley L. Morel Mr. Mitch Mayborn, Chairman Airmaster Club Mr. Ri chard Miller, Fokker Verein Howard Club National Ryan Club 9S 135 Aero Drive, Route 1 Technical Editor 4617 E. Talmadge Drive 812 E. Park Row 3164 Whitehall Naperville, IL . 60540 Culver Cadet Newsletter San Diego, CA. 92116 Dallas, TX. Arlington, TX. 1276 Winston Court Mr. Tom Teegard en, Pres. Mr. Bruce F. Mitchell, Chairman Mr. Kenneth R. Williams, Editor Upland, CA. 91786 Mr. Bill J. Hodges, Chairman Cessna 120- 140 A ss oc. I nterstate Club The Little Round Engin e Fl ye r National Ryan Club, PT·22 Div. Box 92 Mr. Walter L. Tufts, Chairman 5421 N.E. 43rd Street 331 E. Franklin Street 308 W. Moore Avenue Richardson , TX. 75080 Robin Club Kansas City, MO. 64117 Searcy, AR. 72143 Portage, WI. 53901 4138 Santa Rosa Drive Mr. Don Her'man, Editor Mr. Richard Lawrence OX5 Aviation Pion ee rs Moorpark, CA. 93021 Mr. Don Fairbanks, Chairman West Coast Ce ssn a 120/ 140 Luscombe Association 419 Pla za Building Spartan Club Club Newsletter Mr. Lloyd D. Washburn, Chairman 1787 Russell Pittsburgh, PA. 15219 Cardinal Air Training, Hangar 221 8461 Fox Hill s Avenue Dart Club Lincoln Park, MI. 48146 Lunken Airport Mr. George B. Lanning, Chairman Buena Park, CA. 90621 3958 Washburn Drive Mr. Everette J. Payette, Chairman Port Clinton, OH. 43452 Cincinnati, OH. 45226 The Wright J- 5 Club In ternational Cessna Meyers Club 833 Stoneburner Lane Mr. Del Underwood, Chairman One- Seventy A ss oc. Mr. John Bright, Chairman 1604 S. Custer Road Kent, W A. 98031 Stampe Club Box 789 The DeHaviland Moth Club Monroe, MI. 48161 10305 N.E. 114th Place Mr. John J. Kalas, Pres. Guthrie, OK. 73044 221 E. Ransom Street Mr. James Harvey, Chairman Kalamazoo, MI. 49007 Kirkland , WA. 98033 American Luscombe Club Mr. Bob Coats, Pres . Monocoupe Club 2603 S. Superior Street Mr. Thomas E. Lowe, Pres. International Cessna Mr. M. C. "Kelly " Viets, Pres. 12116 Swan Lake Drive Milwaukee, WI. 53207 Stearman Restorers Assoc. On e- Seventy Assoc. Ercoupe Club St. Louis, MO. 63141 Viets Consulting Engineers 823 Kingston Lane Mr. Edward Schubert, Chairman 343 Ozark Avenu e R. R.1, Box 151 Mr. Fred Quarles Crystal Lake, I L. 60014 Aeronca Club Cabool, MO. 65689 Mooney Mite Owners Assoc. Stilwell, KS. 66085 Mr. J. J. Paul, Chairman 280 E. State Street Mr. Dwight M. Ewing, Pres. Box 3999 Stinson Club Janesville, WI. 53545 The International 195 Club Mr. Skip Card en, Pres. Charlottesville, VA. 22903 1518 Ron so n Box 737 Ercoupe Owners Club Mr. Charles W. Lash er, Pres. Box 2044 Mr. A. R. Cardono, Houston, TX. 77050 A eronca Owners Club Merced, CA. 95340 Chairman of the Board Durham, NC. 27702 Mr. Charles Nelson, Pres. Hialeah Lakes, FL. 33014 Daniel J. Kindel, III, M.D. Pres. American Navion Society Mr. Ken Love, Pres. I nternational Swift Assoc., Inc. Mr. Adolph R. Svec, Editor Eastern Cessna 190/ 195 Assoc. Box 1175, Airport St ation Fairchild Club Box 644 Aeronca Owners Club Bulletin 560 Cody Pass Banning, CA. 92220 1102 Main Street Athens, TN. 37303 364 Tee Lane Cincinnati, OH . 45215 Mr. Cecil Ogles, Editor Crete, I L. 60412 Mr. Merton A. Meade, Jr., Ch airman Carpentersville, I L. 60110 Mr. John T. McGeoghegan, Secretary Vagabond News Donald L. Coleman, M. D., Secretary Taylorcraft Owners Club Mr. Ralph G. Haesloop, Cub Club 448 C Avenue Fairchild Club 5906 Sumn er Lane Executive Director 7 Mountain Shadows Lane Coronado, CA. 92118 2750 Broadway Oxon Hill , MD. 20021 Ameri ca n Bonan za Soc iety Monterey, CA. 93940 Highland , IL. 62249 Mr. Charles E. Lebrec kt, Ch airman Chenung County Airport Mr. Herbert M. Har kco m, Chairman Mr. Lawrence Low, Chairman Porterfield Club Horseheads, NY. 14845 Mr. Robert Von Willer, Chairman Travel A ir Clu b Culver Club 3121 E. Lake Shore Drive Fleet Club Bu zz ard's Roos t, Route 1 Mr. James C. Gorman, Pres . 60 Skywood Way Wonder Lake, IL. 60097 Box 1426 Inola, OK. 74036 St agge rwing Club Woodside, CA. 94062 Mr. George T. Williams, Chairman Spring Valley, CA. 92077 Mr. Ray Brandl y Box 1217 Mr. Vic Schroed er, Rea rwin Club Mr. Robert Burge, Chairman National Waco Club Mansfield, OH. 44902 Managing Editor Rt. 1 Heath Club 2650 W. Alex .- Bcl lbrook Road Mr. Bery I L. Barber Cul ve r Cad et Newsletter Poynette, WI. 53 955 7612 Erie Street Day ton, OH. 45459 Th e Bell anca Pil ot Box 22125 Sylvania, OH. 43560 Box 9185 Dallas, TX. 75222 Santa Rosa, CA. 95405 Listing printed solely as a service, does not constitute an endorsment by or/ affiliation with EAA.

20 aircraft, we know that, indeed, this plane to help. Should really make for a lot of Dear Mr. Nielander, Jr: was registered with the U. S. Department happy people who felt so left out in the Well, I try to put words on paper as to of Commerce as the LTR, Laird - Turner cold before. how I feel about the J- 3 th at I have just Racer and that the previously issued There will probably be some sub fini shed restoring to original, Lockhaven () restricted license number, R 263 Y, divisions and some deviations in engines yellow, black stripe and all . would still be applicable. I know it is also and such, of necessity. When I was about 9 years old I was a fact that Turner later insisted that the Plans are nearly a snap, inc Iud ing orig taken for my 1 st airplane ride and it was Laird name not be associated with the inals. I have the ALBATROS Fokker in a J- 3 at an airport near Pimlico, Mary plane. What his wishes were and what is D- VII original plans concerning rigging, land. I well remember the ride and it was legal fact are two different matters. The engines, (2); wings; and flight characteris many years ago. I was offered the ride records again will substantiate that this tics. Also, I need badly to get these only with the consent of my parents, aircraft was entered in the Thompson reproduced for posterity, lest they be permission granted, I waited for the next races as the Laird - Turner entry. Of the damaged or lost, and feel that EAA day, and 10 & behold, rain! It sure was a Turner wins in these events, two of them would be a good place to have them for long day, then the next day, everything were with the LTR - 14 and the magnif safekeeping. fine. I rode my bike about 8 or 10 miles icent Thompson Trophy was given to There are enough sources of most to the airport, and as well as I can remem Turner permanently after his third win. plans so as to provide no construction ber, the ride lasted all of 30 minutes. To epitomize the flamboyance of a problems. Really, the problem in building Since then I have ridden in many air Hirmail colorful individual is, of course, accept these are not the plans, but the builders' planes, B- 10, B- 18, B- 17, B-25, AT6, able and an interesting anecdote to the tendency to "Improve", using new mate T33, C135 and many others and still the Dear Mr. Collins: detail of historical fact; however, to rials .... which always causes more prob love was there for a J - 3. National Air and Space Museum convey the impression that this individual lems. Those planes were all flight proven, Well, finally I found one scattered over I have recently read an issue of "The was responsible for the technical know some were proven with very strict limita Reading, Pa. A mechanic friend phoned Vintage Airplane" which is, as you are no . ledge and skill for the manufacture of a tions, written into the aircrafts' opera me one day, about 10 weeks ago, to tell doubt aware, published by the Antique/ product is a great injustice to those who tional information. Sopwith Camel was a me that, he knew of one and gave me the Classic Division of the Experimental Air· deserve the credit and a grave injustice to man eater, killing its pilots in tight turns owners name. I contacted the owner and craft Association. correct historical fact. I am certain this is on the wrong side, as well as its enemies. made arrangements to go to Reading, Pa. The article on the National Air and not the intention of the NASM. All were built to land into the wind, with and look. Well, when we arrived at his Space Museum was of great interest to I am hopeful that this matter will be out brakes and tailwheels, but with the brother's house in Pa. we went down to me; however, in some respects it was corrected immediately and will look for latter, and crosswind techniques current, the basement, there sat all covered up a disturbing as I shall relate. We are both ward to your comments on the subject at can be done, but with 100% attention to J -3 frame, in perfect cond ition, all aware and proud of the fact that the your very earliest convenience. Should what is planned. primed and covered to keep the dust off. NASM is a magnificent edifice which has you be desirous of more data, I would be While that applies to all aircraft any Right then I handed him the money for been dedicated to aviation for the pres most pleased to assist. way, it is still more so in the WW I planes, the deal. We then went to a rented garage ervation of correct historical fact for past Sincerely, and some of the post-war, brakeless, skid across town and there was another J - 3 and future generations. The above men Robert E. Post types too, with high C. Gs. frame sawed in half, one wing, one set of tioned article contains a photograph 9401 Roberts Drive, N.W. Once again, my thanks for your cour tack feathers, one boot cowl, one set en (copy attached) which is captioned: Atlanta, GA. 30338 teous consideration of the Replica situa gine cowling and many other pieces too "Above: Turner RT - 14 Racer. Turner's Apt. 38 G tion. Antique/Classic really will be more numerous to list, and last but not least, a trade mark, the lion, was forever with representative of all facets of aviation. 65 Continental engine. From there we him. One of his racers had a painting of Dear J. R: Sincerely yours, went to Reading Airport, there, two the lion on the wheel pants." Thanks for y.our nice reply to my let Stanley L. Morel wings, almost ready to cover, another set I must say that I was extremely ter. I will send AI Kelch my 8x1 O's of the Fokker Verein of tail feathers, another set of cowling disturbed at what I believe the implica Fokker D- VII Replica for publication. 81 2 E. Park Row and boot cowl, and seven ailerons. tions are and that being that the aircraft Delighted that your plans will include Arlington , TX. Then a 24 ft. U Haul truck, and several was designed and built by Turner himself. judging the Repl icas next year. Let me hours of loading, padding & tying in As we are all familiar with this particular know if there is anything I am able to do place. Then the trip back to Hyde Field

21 near CI inton, Maryland. Arrangements tion JOin the Antique/Cl assic Divisi on en aircraft systems and technical data is not June 24- 26 had been made to put the pieces into a masse. I got no reply at all. always easy. Also , with so few antiques • HAMILTON , OHIO - Waco Reunion friend's hangar. Then the fun started. It I haven't any hesitancy about offering desiring particular information, considera Fly- In . was n't too bad, since I had just complet my se rvic es in this direction. tion of space in the publ ica tion must be Contact Ray Brandl y ed restori ng a PA 16 serial 16-285, 2 years Perhaps by the time Oshkosh rolls given so that it serves the majority for the 2650 W. Alex Bellbrook Rd. previous. It took about 8 or 9 weeks with arou nd there'll be enou gh interest by dollar. Dayton, OH 45459 quite a lot of help, and being a memb er enough people to bring this whol e thing We have many fine manuals on aircraft June 26 thru July 4 of a local CB Club, interest was generated into some kind of focus, over as many maintenance, construction, techniques, • Antique Airfield, Bl akesburg, Iowa, on the CB radio and many people cups of coffee as it takes to find out if etc. We prepare them and keep them on 50th Anniversary Commemorative Fly-In stopped by period ically to see how the there is any merit in th e idea. hand as a service and educational benefit. of Lindberg's Trans-Atlantic flight. project was coming along. Best regard s, Hope you had a fine trip. I am proud to state that on the after Tom Williams Sincerely, July 30 - August 6 noon of 7 Oct 76, J C NC1500N was li Death Valley Junction, Paul H. Poberezny • OSHKOSH, WISCONSIN - 25th An censed and signed off. A very nervous California 92320 President nual EAA Fly-·ln . Start making your plans pilot (Me) got in the rear seat, fastened now - it's going to be a big one. the seat belt, call contact, the 65 came to Dear Paul : Dear Paul : August 21 life and after a mag. carbo heat, control Just a few words from one of your I am interested in obtaining informa • WEEDSPORT, NEW YORK - Antique, check, and instrument panel check, I EAA life members. My family and I are tion about the first transcontinental flight Classic and Homebuilt Fly-In. Trophies started down runway 23 at Hyd e Field. on our way to the United Kingdom to Air Show. Field closed 1 :00 P.M. until attend to some business and view the which was made by Cal Rogers. When the Cub lifted off the ground all . I would appreciate any information 5:00 P.M. Intermission for early depar the work, sweat and hassle was all worth "Farnbou rgh Air Show." tures. Pancake breakfast 8:00 A.M. I would like to comment on "The Vin any of our fellow members might have . it! Cordially, 12:00 noon. Sponsored by EAA 486. tage Airplane", the magazine is well writ I have wanted a J - 3 si nce that first Lar ry Rogers Contact Herb Livingston ten and the photos are top grade. I'm sure ride and now I have it, and I am really 1817 Santa Bi as 1257 Gallagher Rd. that some of us would like to see some proud of it. I'll send pictures along with St. Louis, MO. 63138 Baldwinsville, NY 13027 this account of another J- 3 flying again. articles directed toward aircraft systems EAA No. 11042 August 28 thru September 5 Sincerely, used on the older aircraft. Technical data • 7th Annual AAA-ADM Fly-In, Homer S. Clark is hard to come by. Th e restorer that lives Antique Airfield, Blak esb urg, Iowa. The 5901 Aley Road in the more remote areas of the U.s. & EVENTS 1977 National AAA Convention, open to mem Camp Springs, other nations would benefit from the May 28-29 bers and guests only. No public day. Maryland 20031 wealth of information that is contained in • WATSONVILLE, CALIFORNIA EAA No. 82268 the EAA library and individual members 13th Annual West Coast Antique Aircraft A/C No. 1493 of EAA. CLASSIFIED keep up the good work , hope to see Fly-In apd Air Show. Co-sponsored by 1941 PORTERFI ELD. Dism antled, you when our regional mee ting takes the Northern California Chapter Antique many spare parts including engine. Need Dear Mr. Nielander, J r: place this fall. Airplane Assn., and the Watsonville $1500 to complete other aircraft. Glenn There was, a couple of years ago, an Your friend, Chamber of Commerce. Peck Jr., 682 Di vision, Nipomo, CA abortive (I think) effort to start a Na Contact Earl W. Swaney 93444 tional Cessna 120- 140 Association. John Dagle 225 Cabrillo Lan e 525 Saratoga Ave., No.3 RESTORATION SPECIALIST or Being the owner of a C-140 I became a Santa Clara, CA 95050 build from scratch. 28 years experience in charter member (No.8); even offering at San Luis Obispo, CA. 93401 EAA No. 7593 June 12 Antique/Classic airplanes. Expert work the time I joined, to get things together • ALLENTOWN , PA. - 5th Annual EAA manship on round or flat engines, dope for the 120- 140 crowd here in the West. Dear John : and fabric, woodwork, sheetmetal, Chapter 70 Fly-I n. Queen City Airport. But the whole thing apparently died Thanks very much for your letter of machine and welding, and parts fabrica Warbirds, Homebuilts, Antiques and aborning. Last Fall I wrote to the Pres. of September 3rd. I am pleas~d that you like tion. Well equipped shop on private air the Cessna Association suggesting that our Antique Magazine. AI Kelch certainly Classics. Rain date June 19. port in central Florida. Gid Townsend, rather than allow the death of what seems does a fine job and puts in many hours on Contact Joe Tarafas P.O . Box 427 , Ocala, FL 32670, a good idea, that the Cessna 140 Associa making it a success. Obtaining articles on 215-865-9478 904-237 -2830