PUBLICATION STAFF PUBLISHER Tom Poberezny Tti ~ VICE-PR ES IDENT MARKETING & COMMUNICATIONS VI~TAC7~ AI12VLA~~ Dick Matt EDITOR Gene R. Chase DECEMBER 1987 • Vol. 15, No. 12 CREATIVE ART DIRECTOR Mike Drucks Copyright ' 1987 by the EAA Antique/Classic Division. Inc. All rights reserved MANAGING EDITOR/ADVERTISING Mary Jones ASSOCIATE EDITORS Norman Petersen Contents Dick Cavin 2 Seasons Greetings FEATURE WRITERS 4 AlC News/by Gene Chase George A. Hardie, Jr. 5 Mystery Plane/by George A. Hardie, Jr. Dennis Parks 5 Members' Projects/by Gene Chase STAFF PHOTOGRAPHERS 6 WACO - M.H. "Curly" Havelaar's Jim Koepnick Prototype QCF-2/by Gene Chase Carl Schuppel Jeff Isom 11 Type Club Activities/by Norm Petersen 12 Vintage Literature/by Denn is Parks Page 6 13 Vintage Seaplanes/by Norm Petersen EAA ANTIQUE/CLASSIC 14 The Sky Was Their Only Limit! DIVISION, INC. by Glen M. Stadler OFFICERS 17 Welcome New Members President Vice President R. J. Lickteig M.C. " Kelly" Viets 18 Dennis Van Gheem's . . . Cessna 195/ 1718 Lakewood RI. 2, Box 128 by Norm Petersen Albert Lea, MN 56007 Lyndon, KS 66451 20 Interesting Members - The Weicks ­ 507/373-2922 913/828-3518 Fred and Dorothy/by Kelly Viets Secretary Treasurer 24 Camden 1987/byJeannie Hill Ronald Fritz E.E. " Buck" Hilbert 26 Bounty Hunters of the Air/ 15401 Sparta Avenue P.O. Box 145 by John F. Clark Kent City, MI49330 Union, IL60180 Page 18 616/678-501 2 815/923-4591 27 EAA Antique/Classic Division Photo Contest!by Jack McCarthy 28 Volunteers/by Art Morgan and Bob Brauer DIRECTORS 29 The Vintage Trader John S. Copeland Philip Coulson 9 Joanne Drive 28415 Springbrook Dr. Westborough, MA 01581 Lawton, MI 49065 617/366-7245 616/624-6490 William A. Eickhoff Stan Gomoll 41515th Ave. , N.E. 1042 90th Lane, NE SI. Petersburg, FL 33704 Minneapolis, MN 55434 813/823-2339 6121784-1172 Page 20 Dale A. Gustafson Espie M. Joyce, Jr. 7724 Shady Hill Drive Box 468 Indianapolis, IN 46278 Madison, NC 27025 FRONT COVER . . . M.H. "Curly" Havelaar's 1931 Waco QCF-2, 317/293-4430 919/427-0216 Oshkosh '87 Reserve Grand Champion Antique award winner. See Arthur R. Morgan Gene Morris story on page 6. 3744 North 51 st Blvd. 115C Steve Court, R.R. 2 (Carl Schuppel) Milwaukee, WI 53216 Roanoke, TX 76262 414/442·3631 817/491 -9110 BACK COVER . .. You can almost hear the low-pitched throb of the 275 Jake as Dennis Van Gheem makes a close pass with his immacu­ Daniel Neuman Ray Olcott late award-winning Cessna 195B. For the true story of a boyhood 1521 Berne Circle W. 104 Bainbridge dream, see page 18. Minneapolis, MN 55421 Nokomis, FL 34275 (Carl Schuppel) 61 21571 -0893 813/488-8791 S.H. "Wes" Schmid George S. York 2359 Lefeber Avenue 181 Sloboda Ave. The words EAA, ULTRALIGHT. FLY WITH THE FIRST TEAM, SPORT AVIATION. and the logos of EXPERIMENTAL Wauwatosa, WI 53213 Mansfield, OH 44906 AIRCRAFT ASSOCIATION INC., EAA INTERNATIONAL CONVENTION. EAA ANTIQUE/CLASSIC DIVISION INC . 4141771-1545 419/529-4378 INTERNATIONAL AEROBATIC CLUB INC .. WARBIRDS OF AMERICA INC .. are reg istered trademarks. THE EAA SKY SHOPPE and logos of the EAA AVIATION FOUNDATION INC. and EAA ULTRALIGHT CONVENTION are DIRECTOR EMERITUS trademarks of the above associations and their use by any person other than the above associations is strictly prohibited. S.J. Wittman 7200 S.E. 85th Lane Editorial Policy: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are Ocala, FL 32672 solely those of the authors. Responsibility fo r accuracy in reporting rests entirely with the contributor. Material should 904/245-7768 be sent to: Editor, The VINTAGE AIRPLANE, Wittman Airfield, Oshkosh, WI 54903-3086. Phone: 414/426-4800. ADVISORS The VINTAGE AIRPLANE (ISSN 0091-6943) is published and owned exclusively by EAA Antique/Classic Division. Inc. of the Experimental Aircraft Association, Inc. and is published monthly at Wittman Airfield. Oshkosh. WI 54903­ Robert C. " Bob" Brauer John A. Fogerty 3086. Second Class Postage paid at Oshkosh. WI 54901 and additional mailing oHices. Membership rates for 9345 S. Hoyne RR2, Box 70 EAA Antique/Classic Division, Inc. are $18.00 for current EAA members for 12 month period of which $12.00 is Chicago, IL 60620 Roberts, WI 54023 for the publication of The VINTAGE AIRPLANE. Membership is open to all who are interested in aviation. 31 21779-21 05 715/425-2455 ADVERTISING - An tique/Classic Division does not guarantee or endorse any product oHered through our advertis­ Robert D. " Bob" Lumley Steven C. Nesse ing. We invite constructive criti cism and welcome any report of inferior merchandise obtained through our advertising Nl04W20387 2009 Highland Ave . so that corrective measures can be taken. Willow Creek Road Albert Lea, MN 56007 Colgate, WI 53017 507/373-1674 Postmaster: Send address changes to EAA Antique/Classic Division , Inc., Willman Airfield, Oshkosh, WI 54903-3086. 414/255-6832 VINTAGE AIRPLANE 3 4 f)ews ~

Compiled by Gene Chase

EAA AIR ACADEMY WEEKENDS EM Air Academy weekends will bring exciting aviation activity to young aviation enthusiasts. The idea, de­ veloped by Chuck Larsen, is an offshoot of our highly successful EM Air Academy. The thrust of the program will S. J. "STEVE" WITTMAN RETIRES stands for Oshkosh-Ocala or Ocala­ be a two-day "hands-on" approach to FROM EAA BOARDS Oshkosh, depending on their direction various aspects of aviation that will be of flight!) They make the trip non-stop conducted at various sites around the After serving many years, noted air­ in about 5-1 /2 hours. We are indebted country. craft designer and race pilot Steve to Steve for the wisdom and guidance Target sites at the present time in­ Wittman (EAA 34, NC 6719) has retired he has provided at Board meetings, and clude Washington, DC, Indianapolis, from the Board of Directors of both EAA on many other occasions as well. Minneapolis/St. Paul and Tulsa, Ok­ and the Antique/Classic Division. Steve The vacancy on the Antique/Classic lahoma. Programs will be conducted by and Dorothy Wittman have homes in Board will be filled by long-time Secret­ EM staff members and interested vol­ Oshkosh, WI and Ocala, FL and their ary of EM, Wes Schmid (EM 3113, unteers. We are very excited about this transportation between the two is the NC 6688) of Wauwatosa, WI who has program and believe it is an excellent neat little two-place Wittman 0-0 Spec­ also been serving as an Advisor to the way to involve our youth in aviation ac­ ial shown here with Steve. (The 0-0 Antique/Classic Board . tivities that spark an interest in learning more about the education programs into the field and further utilize our strong Chapter network, including EAA Youth Coordinators.

VINTAGE EDITOR RETIRES '" NEW RULE TARGETS DRUG SMUGGLERS It is with mixed emotions that I pre­ Fishing and flying radio control model Effective March 7, 1988, aircraft flying pare this issue of THE VINTAGE aircraft will take some of my time . .. through off-shore air defense identifica­ AIRPLANE for publication. I have been and I might even dust off my flute and tion zones will have to display 12-inch involved with the production of VIN­ piccolo and play in a local community registration markings to help airborne TAGE for most of the issues since Vol­ band or orchestra . . . and there's a Hen­ law enforcement officers tell the good ume I, Number 3 dated March, 1973 and derson-powered Heath Super Parasol guys from the bad guys (drug this December issue will be my final in the hangar awaiting restoration . .. smugglers). one. and .. .. In addition, these airplanes must The date is October 28, 1987 and I If I've heard it once I've heard it a have an externally mounted identifica­ am retiring in two days. My wife Dorothy hundred times from my retired friends tion plate to permit quick cross checking and I have planned for this memorable that I will be busier than ever after retire­ of serial numbers against registration day for several months and we look for­ ment. I know it will be true in my case numbers when on the ground. The aim ward to spending more time with family and I look forward to that, but I wi ll miss again is to help identify suspected drug in Oklahoma, Texas, California, Neb­ the daily rapport with those with whom smugglers, as is an additional require­ raska and Washington. I have worked over the years. I will ment that pilots must carry appropriate We have enjoyed living in Oshkosh forever treasure the many friends from documentation covering the installation for the past four years and plan to stay. throughout the world I've made through of any extra fuel tanks. I will be able to fly our Davis D-1-W and EM . . . thanks for the wonderful FAA estimates that the 12-inch mark­ E-2 Cub much more than in the past. memories . ... Gene R. Chase. ing requirement could affect as many as 13,500 aircraft.

4 DECEMBER 1987 by George A. Hardie, Jr. ------California. The company was organized in August, 1927 and specialized in de­ sign and construction of high perfor­ mance commercial and military aircraft, according to published references. The wing span of the Z-6B was 41 ft. 6 in. , weight empty was 2845 Ibs., gross weight of 47631bs. High speed was 150 mph, cruising 125 mph and landing 58 mph. Six passengers were seated in ttie cabin and a single-place cockpit was provided for the pilot. References: Aero Digest, April, 1931 ; Juptner Vol. 9, and Janes All the World's Aircraft, 1931 . Answers were received from Norman Orloff, San Antonio, TX; Doug Rounds, Triplanes evidently appealed to some "The aircraft came in three series be­ Zebulon, GA; Marty Eisenmann, Gar­ designers who thought if two wings fore going out of business - the Z-6 rettsville, OH; Charley Hayes, Park were good, three would be better. The had a 220 Wright and was a six place, Forest, IL; Wayne Van Valkenburgh, triplane shown in the photo enjoyed a the Z-6A had a 420 Pratt and Whitney. Jasper, GA; Cy Feller, Hamilton, On­ brief moment in the limelight of interest The Z-6B had a Pratt & Whitney Wasp tario; and H. Glenn Buffington, San among personal plane pilots but was C and was a seven place aircraft. The Diego, CA . • soon abandoned. The photo was sub­ photos shows NC-9774 of Gillam Air­ mitted by Owen Billman of Mayfield, ways. The photo was taken at Copper New York, builder of "Little Pink Cloud" Center, Alaska. William Bunsen and I in EM's early days. Answers will be did an annual on this airplane at Fairfax published in the March, 1988 issue of Airport, Kansas City, Kansas in 1935. THE VINTAGE AIRPLANE. Deadline We also did work for Harold Gillam in for that issue is January 10, 1988. 1934 and I got to know him quite well. The Mystery Plane in the September, Harold was one of the finest men I ever 1987 issue of THE VINTAGE met and history shows him to have AIRPLANE is a Zenith Z-6B. Frank Fil­ been a superior pilot." kins of Layton, Utah, who submitted the These airplanes were built by the photo, writes: Zenith Aircraft Company, Midway City, MEMBER'S PROJECTS ...

by Norm Petersen

Dale P. Jewett (EAA 19866, AlC 11742) of 606 N. Mayfield Road, Hutchinson, Kan­ sas 67501 has recently acquired a com­ pletely disassembled Stinson HW-75 built in 1939. The three-place, high wing an­ tique is N23792, SIN 7247 and features a Continental C85-12F engine installed under an STC from Lombard Airport, Inc.

He hopes to have the rebuild completed by the 50th birthday of the Stinson, De­ cember 21, 1989 and would appreciate any encouragement or advice that mem­ bers could provide. Dale would like to lo­ cate the current ownership of the Type Certificate A-709, and any possible man­ ufacturing prints. He can be reached at 316/682-5523 (days) and 316/662-5207 (evenings).

VINTAGE AIRPLANE 5 M.H. "CURLY" HAVELAAR'S PROTOTYPE QCF-2

AIRPLANES MAHlJFACTUA.£O IV NNAHCE. AlR.CAAFT co... TROY, OHIO

Curly Havelaar flying his rare prototype 1931 Waco QCF-2 near Wittman Field, Oshkosh, WI.

by Gene Chase By then he was severely bitten by the flying once again soloing a Monocoupe aviation bug and out of high school he 115AL in 1956. He said, "Later, that (Photos by Carl Schuppel, except as worked for the Glenn L. Martin Com­ same plane was totalled in Odessa, noted) pany building B-26 Marauder medium Texas when owned by the Dow Chem­ bombers. ical Company as a test bed for the Win­ In the mid-thirties, two significant Realizing that job wasn't for him, he decker Eagle project. Bud Dake bought events occurred in the life of a young decided to learn to fly and joined the the pieces and rebuilt the plane as that Marion H. "Curly" Havelaar growing up Army Air Corps. He was classified a gorgeous black and red Monocoupe on the plains of South Dakota. The first pilot trainee and sent to Hancock Air we've seen at Oshkosh." was the excitement of a Ford Trimotor College at Santa Maria, California While still in the service and stationed which the Inman Brothers Flying Circus where he flew Stearman PT-13s. Al­ at Waco, Texas, Curly became good was barnstorming through the area. though he didn't get his pilot wings, he friends with world-renowned aerobatic Rolley and Art Inman and their troupe had the distinction of flying one of the pilot, Frank Price. One day in 1957 gave $.50 and $1 .00 rides flying out of earliest PT-13s - the 10th one built. while visiting in Frank's hangar with a a nearby hayfield which Curly recalls Curly stayed in the service and re­ man from Tulsa, Oklahoma Curly ex­ had been thrashed but still contained ceived his commission as a bombar­ pressed his desire to own a biplane . . many straw piles. Curly vividly remem­ dier, flying on B-17s during World War . preferably a Waco . . . and preferably bers the thrill of his first airplane ride in II in the Eighth Air Force. During the a "little squatty F model." that "giant airliner." Korean War he flew as a radio operator The visitor from Oklahoma said, The second event was his sighting of on B-29s. For the next eight years he "There's one of those in Tulsa. Sandy a black and gold Laird biplane parked flew as a RO in F-89 and F-1 01 fighters. Vance owns it. He bought it from aero­ near some trees in a field. Curly recalls By the time the Viet Nam conflict oc­ batic pilot Elmo Mauer." Curly im­ that he greatly admired the Ford curred, he had been assigned desk mediately contacted Sandy and learned Trimotor, but even more so, that beau­ duties and other jobs. His final assign­ the Waco was for sale because the tiful biplane . .. "I have never really seen ment was that of a radar commander of owner needed funds to pursue his in­ another one that turned me on quite as a remote site in Idaho. strument rating. much as that Laird. It (still) is the most Curly retired from the military in 1971, Curly went to Tulsa taking a friend impressive airplane I've ever seen." but in the meantime he had taken up with him who owned a Fleet, to help fly 6 DECEMBER 1987 the Waco back to Texas. The Waco was purchased for $1,800 and even though it was pretty badly covered with mud and had a recent repair to a wing spar, it was airworthy. Not knowing how much to prime it, they finally got it started and hurriedly took off trying to beat some weather moving in. The Fleet pilot was startled because the Waco leaped off the ground so fast - this impressed both of them. The plane was badly out of rig and to help compensate they flew at reduced power until landing at Denton, Texas. There they re-rigged the plane and flew on to Waco, dodging more weather along the way. Curly is proud that it was Frank Price who gave him dual and checked him out in his newly acquired F model Waco. After being assigned to two or three other locations, Curly was eventually assigned to the Air Force Base at Great M.H. "Curly" Havelaar (EAA 47909, AlC 223) proudly holds his Oshkosh '87 Reserve Falls, Montana. It was there he disman­ Grand Champion Antique trophy. NX11241 previously won this same award at Oshkosh tled the plane and started to restore it. '79. This effort would take 18 years during which the plane was in storage part of the time while Curly was overseas. When he first got out of the service he got involved with building houses and other civilian jobs which took most of his waking hours. One day he said to himself, "This is a bunch of baloney," and he dedicated full time to finishing the restoration of his Waco, finishing it in 1979. Curly feels very strongly that it's important for the owners to research the history of their antique and classic planes. In many cases, the people who could supply valuable information are gone and their knowledge is lost forever. After seeing the immaculate work­ manship of Curly's Waco, NX11241 , it's hard to believe that he feels the physical NX11241 at the old Halley Airport, Rapid City, SO in 1958, one year after Curly bought work of restoring the plane was the the Waco. He said, "It flew very well despite its doggy interior. Fortunately the original minor part of the project. His extensive wood, metal and brake system were all intact." research of the plane's history began early on when someone said, "You have an unusual airplane. It's the pro­ totype of the Waco F-2 series and still licensed Experimental." Thanks to that statement and his ensuing research, Curly realized that he had better put it back in its original configuration .

. . . he was somewhat disappointed . . . that it wasn't all jazzed up with wheel pants, speed rings, etc. Prior to that decision, Curly admits he was somewhat disappointed when he bought the plane in 1957 that it wasn't all jazzed up with wheel pants, speed ring, etc. When he first started to restore the Waco he planned to add those items and "really make a hot shot look­ ing airplane out of it!" During his early research, Curly learned that his plane, the prototype Waco QCF-2, NX11241 , SIN 3453, was NX11241 at the Continental Engine factory. (L-R) Willis Brown - Continental Tech Rep., manufactured on 4-4-31 and sold to the Freddie Lund - Waco Test Pilot and famous Taperwing aerobatic pilot on the day Continental Aircraft Engine Co. of De- before his death, and Lee Brutus - Waco Vice President. VINTAGE AIRPLANE 7 troit, Michigan. It was the only Waco prototype ever to be sold. Curly's curiosity as to why Continental pur­ chased the plane, whetted his desire to learn all he could about the plane. In the meantime he proceeded with the restoration which presented no major problems, thanks to having plans and several photos to work from. He covered NX11241 with Grade A fabric and finished it in its original colors ­ Waco Vermillion on the fuselage fin and rudder, with a black stripe edged in gold, black struts and silver wings and horizontal tail surfaces. A copy of the original production record provided Curly with the exact colors and number of coats of dope. As part of his research, Curly con­ tacted all the original owners back to Continental where he hit a big void. Sometime later he obtained a book en­ NX11241 undergoing drop tests at the factory to prove the new landing gear. titled Continental! Its Motors and Its People by Bill Wagner. The book spe­ cifically mentioned a Waco F-2 owned by Continental, including the pilot's name, Paul E. Wilcox, and other details. Curly contacted the author and in time received a nice letter from Paul E. Wil­ cox of Emitt, California who wrote, "Yes, I was a test pilot for Continental en­ gines. I have just returned from a six­ week visit to Alaska and found your let­ ter to Bill Wagner including a snapshot. Needless to say it dredges up some old and fond memories. Am so happy to learn that Betsy is still alive and so well. Had no idea she could have lasted this long. "Our first flight in 11241 was on 11­ 28-31 . That must have been the time Continental took delivery. We installed R-670, SIN 501 and gave it its maiden flight on 12-14-31. "After many hours of flight testing under the most severe conditions, I de­ The markings on the Waco were reproduced accurately from factory photos. This livered the plane and engine to the prototype QCF-2 was never certificated, hence the NX designation denoted Experimen­ Navy in Pensacola, Florida where they tal category. tested its suitability for use on the (dirig­ ible, USS) Macon. That was for the XJW-1 procurement. On the basis of these tests, several (actually, two) of the F-2s with the R-670 were purchased and used by the Navy. "It then went to Randolph Field at San AntoniO, Texas and demonstrated to the Air Corps hoping they might be in­ terested in the plane's merits as a pri­ mary trainer. "I flew this entire trip with the R-670 at wide open throttle to see if something might bust. To recap, I arrived at Pen­ sacola 5-9-32, left for Randolph Field on May 13th, arriving on the 16th and de­ parting for home on the 19th. "My last flight in the F-2 was on 9-23­ 32 about a month before I left Continen­ tal. I can't remember whether we sold her before I left, if not it was a short time thereafter. "You mentioned Lee Brutus, Freddie Lund and Willis Brown. I knew them all The authentic instrument panel in the rear cockpit. very well and flew Willis on many sales 8 DECEMBER 1987 trips when he was with Continental. A fun guy, Lee Brutus was a bearcat when he got a few under his belt. "Looking back over fifty years things do get a bit blurred and try as I may I can't seem to remember much that I think might be of interest to you. How­ ever, if you have some specific ques­ tions that might jog my memory, I'll do the best I can." . .. signed Paul E. Wil­ cox. Needless to say, Curly wrote to him again and learned more of the history of his rare Waco. All the time Continen­ tal owned it, only one propeller was used - a metal Hamilton "flattened out" which gave "a faSCinating short take off run and high rate of climb, at least for those days." All flights including cross countries were flown at full throttle and only one failure occurred. The oil pump drive shaft failed about 30 miles south of Wil­ Waco's first use of metal ailerons was on this prototype of the aCF-2. liamsport, Pennsylvania and Wilcox landed in a farm field with no problem, tied Betsy to a fence and rode a milk train into Williamsport. It took about three days for the factory to get a new oil pump to him. While in Pensacola for the suitability tests for use with dirigibles, some of the Navy pilots tooks their wives and girlfriends for aerobatic rides, including loops, slow rolls, snap rolls, etc. in the Waco. Wilcox stated that the QCF-2 was equipped with a Heywood starter (as was Continental's Waco C Cabin) and the F-2 was flown mostly without a speed ring. Thanks to his correspon­ dence with Wilcox, Curly was able to complete the restoration of NX11241 in the original configuration as flown by Continental Engines. Curly noted, "That was a fascinating concept - an engine manufacturer traveling around in an experimental Curly first brought his aCF-2 to Oshkosh '79 where it was named Reserve Grand Champion Antique. This "Continental Engine" marking was not on the plane then as airplane, demonstrating it and trying to he had not as yet located a photo to verify it. sell it to customers. Continental was selling airplanes, which would create a market for their engines!" On the subject of engines, NX11241 was first powered with the 165 hp Con­ tinental A-70-2, SIN 501 which was later replaced by Continental with the 210 hp model R-670. Curly has an early A-70­ 2, SIN 579 but it's in such bad condition he doubts if it could ever be made air­ worthy. So for reasons for safety and practicability he continues to use the 220 hp Continental W-670 which was installed in his Waco when he bought it. With that extra power, Curly pays careful attention to the fuselage frame because this prototype QCF-2 was con­ verted by the factory from a KNF fuse­ lage built up of 1025 steel tube and powered with the 100 hp Kinner K-5 . While he was restoring the plane he found places where tubing had been cut and relocated within the fuselage in the modification process. One of the two Waco UBF-2s delivered to the Navy in 1934 and designated XJW-1. This Other firsts for NX11241 are Waco's one is No. 9522. VINTAGE AIRPLANE 9 The Waco factory in 1928 or 1929. The F-2 Wacos could land Static tests being conducted on the stabilizer of NX11241 at the and take off in the 100' circle ringed by autos. factory. use of the plane as a test bed for the the brakes can be locked and will hold It was mentioned earlier that NX11241 Clark Y airfoil, new metal ailerons and (the plane) up to about 1,300 rpm insur­ was flown to Pensacola, Florida in May, a new style landing gear. This gear has ing some safety when I prop the Waco 1932 and demonstrated to the Navy as the main landing gear legs mounted on myself. It's just as good as any chocks." "hook on" trainers for the pilots who the lower fuselage longerons rather were to be "scouts" for the USS Macon. than the lower fuselage centerline with The Navy was impressed and they outrigger type bracing. ordered two Waco UBF-2s in February, Curly states the Waco F Series were NX11241 Named Oshkosh '87 Re­ 1934 designating them XJW-1s. The the first to have factory mounted tail­ serve Grand Champion Antique UBF-2s (XJW-1 s) were powered by 21 0 wheels. They also had a mechanical Compared with many antiques cur­ hp Continentals and the Navy required brake system called the British brake, rently flying, Curly's prototype QCF-2 is them to be standard category aircraft activated by moving the throttle inboard certainly no hangar queen. He has with approved alterations adding the while depressing the desired rudder flown it nearly 1,400 hours and on July overhead hook structure for hooking pedal for braking action. This concept 29, he celebrated his 65th birthday by onto the "trapeze" lowered from the was introduced to Waco by one of their flying it 6.5 hours from his home in gondola of the Macon. engineers who was trained in Great Bri­ Rapid City, South Dakota to Oshkosh Curly just happens to have a UBF-2 tain. The same system was used on where the judges named the Waco the which he is building up to represent one British Spitfires. The British brake is Oshkosh '87 Reserve Grand Champion of those original Navy XJW-1 s. It will sometimes referred to as the Johnson Antique. This is a fitting tribute to Curly have all the Navy instruments, the ad­ bar. This is incorrect as the Johnson Havelaar for his extensive research and justable seat, the trapeze hook arrange­ bar system is entirely different. Inciden­ outstanding workmanship which re­ ment and will be in authentic Navy col­ tally, the British brakes were made by sulted in a superb and authentic resto­ ors. the Warner Aircraft Corporation, the ration of a historically significant So in a year or two if you see a nimble manufacturer of Warner engines. airplane. little Waco trying to hook up with the "The original system is still in my But Curly isn't resting on his laurels. Goodyear Blimp at Oshkosh, you can plane and there are no major problems He's involved in a fascinating project bet it will be M. H. "Curly" Havelaar fly­ in operating it. I like the feature because which in a way is related to his QCF-2. ing another rare aircraft .•

The neat installation of the 220 hp Conti­ nental engine and ground adjustable Hamilton-Standard prop on NX11241 . Factory tailwheel installation on the F-2. It was located 12" further back than on the F Curly has flown 1,400 hours behind this series. engine. 10 DECEMBER 1987 ~ I ~ype ClubActivities

Compiled by Norm Petersen

West Coast C~na 120/140 ~ used. Plans for this modification are The first part of a series on covering available from Vi Kapler, 15 NW. 4th fabric Piper aircraft by noted restorer ~< .. Avenue, Rochester, Minnesota 55901 Clyde Smith, Jr., Rt. 1, Box 33, Logan­ for $7.50. The problem is that the aile­ ton , Pennsylvania 17747 is detailed in WEST COAST ron cables have to be disconnected in the issue. Diagrams and instructions on CESSNA 120/140 CLUB order to take off the outboard wing sec­ covering rudders on J-3 through PA-22 tions to move the airplane. aircraft are well done in down to earth Author Geary Keilman notes how In the United Kingdom, airworthiness language. members are finding debris falling out requirements demand that following Complete measurements for "origi­ of the bottoms of the carb heat muff disturbance of primary control circuits nal" fabric replacement are given along when it is separated. Usually it's sand (engine or flight controls), a duplicate with some very helpful hints on ending and dirt, however sometimes it involves inspection must be carried out by two up with a professional job. The second bird nests, leaves and "unknown" stuff! licensed engineers with licenses in the part of the series will be in the This accumulation is sucked into the appropriate categories, and the inspec­ November-December issue. system and sometimes finds its way tions must be entered in the logbook. A very nice picture of 70-year-old into the carburetor! The cost is $20 to $50 per Signature! Edgar W. Adams of Oklahoma City and The solution to the problem is simple And now Mr. Jim Wills of 1 Humber his Piper Colt seems to bring home the enough - insert a clean rag or foam Road, Blackheath, London SE3 7L T, title of the story - "Cheaper than a plug into the carb heat air intake when England has made drawings and mod­ Nursing Home." He says, "I couldn't af­ finished flying for the day. Remember ifications on a system that employs an ford a twin-engine so I bought a Piper to remove before flying! Perhaps a red automatic aileron connection that re­ Colt in 1979." The plane had been reco­ or orange streamer should be attached quires no disturbance of cables! The vered in Stits. "Wheelers and dealers in for help in remembering. "instant connect aileron control/center commercial aviation underestimated If you pull the cowling off, separate section" drawings are available for $20 this precious little private plane," Edgar the heat muff and clean it out with a from Jim. said. "While they were selling bigger damp rag. Nearly as important is to It was noted in the newsletter that and faster airplanes that people couldn't clean out the wire reinforced air ducts Pietenpols are being built and flown all afford, they debunked this little jewel. (scat tubing) that lead in and out of the over the world. At present, some 18 are Now that their customers are broke, muff. Dirt will accumulate in the grooves being built in South Africa. they want to buy mine. I tell them it's along the wire spiral, especially at the Tom Keegan, P.O. Box 155, Sol­ not for sale, because it's too little, too low pOint. dotna, Alaska 99669 is in the process slow and I wouldn't take advantage of Since going this far, check the filter of building two large 25-1 /2 foot trailers them." and heat box assembly just below the to haul his Aeronca Champ and all his Pilots often have trouble with ''trim carbo The filter should look clean and household goods back to the lower 48 systems" in Piper aircraft with the have plenty of fuzz on the outside states. He plans on placing the two trail­ "jackscrew" type of unit when cold screen. Dirty filters should be cleaned ers about 35 to 40 feet apart and build­ weather arrives. Again, Clyde Smith, Jr. with gasoline or solvent and re-oiled ing a truss between them with a roof comes to the rescue with a timely article with no. 10 oil. Brackett type filters over the top. That way he will end up on how to avoid trouble. should be discarded and a new filter with a 35 x 26 main hangar and two It seems that a thick batch of grease installed. (New Brackett filters are yel­ heated workshops - one on either end! builds up on the screw thread and when low in color for easy dirt indentification!) He should be able to finish up the it gets mixed with dirt and grit, the cold Join the dirt-busters. Your engine will Champ and get on with building a weather immobilizes the screw. The re­ thank you . Pietenpol! Very clever idea! sultant tugs on the operating cables For information on the West Coast The Buckeye Pietenpol Association wears grooves in the pulleys and every­ Cessna 120/140 Club, contact the club newsletter is edited by Frank Pavliga, thing stops! treasurer, Elsie Thompson, at P. O. Box 2800 S. Turner Road, Canfield, OH The secret is to carefully clean the 727, Roseburg, OR 97470-0151, phone 44406. Published quarterly, the news­ grease from the screw and moving as­ 503/672-5046. Annual dues are $1 0 per letter is $7.50 per year. sembly with a toothbrush and solvent year. plus a small rag. Be sure and place rags under the area so the inside of the fuse­ lage doesn't get all dirty and contami­ nated. Once the heavy oil and grease is re­ moved, lubricate the screw assembly with a dry lubricant such as Teflon pow­ der, graphite powder or other lubricant BUCKEYE PIETENPOL that won't stiffen up in cold weather, nor ASSOCIATION attract dirt or abrasive grit. SHORT WING PIPER CLUB Once this is accomplished, the trim A most unique problem for Pietenpol system should give no more problems builders has surfaced in England. One Several parts of the "Short Wing for many hours of flying . of the more popular modifications on a Piper News" from the September-Oc­ If you are not a member of the Short Pietenpol is a three-piece wing instead tober 1987 issue are of interest to Wing Piper Club, call Larry Smith at 8031 of the long, one-piece wing originally airplane rebuilders and restorers. 432-5943 for details on how to join .• VINTAGE AIRPLANE 11 VI~TA(3~ LIT~l2ATUl2~ by Dennis Parks

Lightplane Engines -1941 The data included the operational re­ Some comments on other engine cords of all aircraft in private flying of problems were: On July 17, 1941, the Civil Aeronau­ which two-thirds of the total number "Cylinder head failures are noticeably tics Administration issued the Certifi­ were equipped with the "Little Three" low. This is due to the fact that engines cate and Inspection Division Release engines. The statistics showed a con­ in private operation have comparatively No. 60, "Some Present Day Problems tinuing increase in the utilization of light­ low outputs. Magneto and spark plug in Light Airplane Engines." planes and a steadily improving safety difficulties were largely due to the use The 40-page report was the result of record. of single ignition. a paper by Ralph S. White, Chief, From 1936 the number of aircraft en­ "Fuel line failures in light airplanes Power Plant Unit of the Engineering gaged in "Private Flying Operations" principally occur between the car­ Section of the CM. The paper was pre­ buretor and fuel strainer. This may be sented at the National Aeronautic Meet­ due to relative movements between ing of the Society of Automotive En­ these units. gineers held in Washington, D.C. March "With regard to the lubrication system, 13-14, 1941. the employment of pressure type cowl­ The paper was an outline of what was ings in current light airplane designs seen then as current problems concern­ has resulted in many instances of ing the operating characteristics of light rose from 8,849 to 12,274- an increase higher oil temperatures being de­ airplane engines. Also included were of 28 percent. In the same period the veloped." statistics on private flying operations number of miles flown almost doubled Engine idling problems were reported from 1936 to 1940 and an analysis of going from 93,320,375 to 177,868,157. as a large contributor to operational power plant failures of lightplanes. Despite the increased number of air­ problems with light aircraft. A section also examined service and craft and miles flown, there were only "During the past year the Administra­ operating problems of the engines and 35 more accidents in 1939 than in 1936. tion received over 130 reports of engine provided detailed handling of persis­ The miles flown per fatal accident in­ stoppage while idling in flight. In most tently chronic problems such as icing, creased from 586,921 in 1936 to over of these reports the pilots have stated detonation and vibration. 900,000 in 1939 - an increase of 35 that it was not possible to restart the The study of lightplane engines was percent. engine in flight. Forced landings have limited to horizontally opposed engines Since 1936 the CAA had being doing of low horsepower. The author stated engineering analysis of mechanical fail­ "Any attempt to define a light airplane ures in scheduled and other flying as to RED SEAL ENGINES engine would stir up too much con­ provide a detailed breakdown of 'UIU FDIt TNE JD' troversy; accordingly, accompanied causes. In this report White only with a feeling of relief the decision was examined the reports for "Little Three" made to consider the four-cylinder, hori­ engines. He believed that the reports zontal opposed aircooled engines as turned in to the CM reflected an accu­ representatives of this classification, in­ rate cross-section of the problem even asmuch as these engines represent a though only 25 to 50 percent of the ac­ type of which over 90 percent of all the tual troubles were reported. engines under 100 horsepower are so Of the accidents reported during constructed." 1936-1940, 921 showed failures of the Since the Aircooled Motors Corpora­ power plant. This accounted for 57 per­ tion (Franklin), Aviation Manufacturers cent of the problems. The airplane was Corporation (Lycoming) and the Conti­ responsible for 40 percent and the pro­ FLIERS' FIRST CHOICE nental Motors Corporation were the peller 3 percent. e.., ,inCI ih int.odtH;tion of the Confine"t,1 A40, fin! >,atu me-built .ircrlft I"gi", of ho,i­ only companies actively manufacturing Leading all causes of engine prob­ l onlaMy.oppond , i,.coot,d d.,ign, Conlinlnt.1 Molo., h",been in Ih, ".'yIOl. lronlolprog_ and selling these types of engines, all lems were the fuel system failures .en in II.. ';'ple"e ,"gi", fi,ld. lod.y. thi, type of pow• • pllnt i. in ,Imoll UniY"1I1 UI. of which are rated through 1940 in the which totaled almost 23 percent. The - Ind Ih, fine lu.:c.nou of the pion••• A40 Ire Itenderd in I..di"g pe.,o",I, I.mily .nd (O."IIIIII.t u, _0. 'h .... 40 to 80 horsepower range, the engines major fuel system problem was ice in ...... " ...... ,...... b:~c~~;:u:~~:~flt~:' :;:r/ ~:,u~;~:'~dSI:~~~ ._ ,.....- ~.,., . It .0. lormenu, join,d ""ilh economy ' 1'1.1 longlif', '''''''~ .~ ...... ,..... end beded by p,rh ,nd ,. , .. "u nee' u were discussed collectively and refer­ the carburetor, followed by water or dirt ...... ' ...... 100...... i,. ,_• • I...... ",•• C..H you, n."ed .i,port," h.y, m,d, Contin,nl,l red to in the paper as the "Little Three" in the system. :::.:.:_.'.ICU_C.. ,....,.,...... ,...... _ ., 'ng,nu f".,,· "rt' Cholt., engines. "Ice in the carburetor stands out pre­ ( ...... ".'....,...... ••••~ ...... ~.r ~..._, That these engines were in continual dominantly when compared with the ""'" u~ •••••11 • ••Iu.., .Itoo••••••~ I•••• (lIJ, ~, II ..., ... , "~ IIJ . _. _., _ ... .. development was reflected in the 20 other difficulties. This has gradually cor­ ",I,. I... ~_ • .,.... ', .,...... u' , •• , ••• ",. ~, ....,...... percent per year growth in horsepower rected by more emphasis on intake air ;::.;~ ...... • ,., -.-...... ,,0...... ,••... • from 1936 when they were rated at 40 heater design in small aircraft." horsepower until 1940 when they were Engine structural failures were not a STI/It T FlYINt; ND W! developing 80 horsepower. large factor in the powerplant problems, For ple..".e - or for profit - ;"'''p,n,'.' 10 ''0'' ,,)',", noW', you'" find "f., ful, .conom,c.1 Th, Contin,n'" R,d Se,l .n9'I'I , The author held that the records of accounting for only 15 percent of the '''n'po.tetion in one of ,h. m.ny deel,r ,tyour n....d .i,port ...i. Cont'n,,,t,l-po"".r.d pl.n.. noW' in b. gl.d to giy, you 'ull in'orm.. . the small engines and lightplanes were failures. The major structural faults production, It', .impl •• ''''1'. ,nd tion - no oblig.tion of cou"•. truly remarkable, witnessed by the were pistons seizing -7 percent of en­ Continental M.otors Corp-oration statistics provided from a study of pri­ gine failures, and crankshaft breakage vate flying from 1935 through 1939. - 5 percent.

12 DECEMBER 1987 therefore resulted." The paper gave some operational tips to overcome some of the idling problems. "Slow idling is dangerous. "An idling adjustment resulting in an even slow speed on the ground is not a sufficent precaution to prevent diffi­ culty in flight. Carburetor operation is affected by cold air, humidity, rain , angle of flight, bumps and maneuvers. GROUND IDLING SPEEDS FOR EN­ GINES OF THIS TYPE SHOULD NOT BE SET TO LESS THAN 550 RPM .

"Gun your engine during glides. "Wherever possible, except during final approaches to landings and when practicing landings, it is advisable to op­ erate at part throttle, in order to keep an engine warm and clear.

"Your carburetor likes heat. "MAKE IT A RULE TO TURN ON YOUR CARBURETOR HEAT BEFORE CONTINENTAL A50, A65, A75, A80 ENGINE5 CLOSING YOUR THROTTLE. An en­ gine needs heat during an extended idl­ ing operation during glides." which has been unfolded should be re­ the spotlight of admiration on the 'Little The report continues to talk about ceived with dismay. On the contrary, Three.'" other facets of lightplane operations in­ this survey, far from indicting, reallyes­ As a service to those who wish further cluding fuel and oil, replacement parts, tablishes the position of the 'Little information on this topic or who may be overhaul and vibration. Three' type of engine. It is hoped this operating engines of the type studied, In conclusion the author wrote, "I, will act as a stimulus for greater im­ the EAA Foundation Library can provide personally do not consider the picture provement and at the same time focus copies of the report .• VINTAGE SEAPLANES

Ordered by the Soviet Union in 1936, this Vultee V-1A was mounted on Edo 36-9225 floats and flight tested in San Pedro, California harbor. Painted blue and red, it differed from other V-1A's in that it sported a triangular fin and de-icing boots. Registered URSS L-208, the plane was checked out by the Russian pilots Levanevsky and Levchenko before they left August 5, 1936 for Russia via the Alaskan route. Once in Russia, the floats were exchanged for wheels and the pair continued their flight to Moscow. The 5% week, 10,000 mile trip went off without a flaw. Note winter front on the Wright Cyclone GR-1820-GZ engine and the large ADF loop on top of the fuselage.

VINTAGE AIRPLANE 13 Several years after the war, young Haneline met a tall, thin barnstormer named Charles Lindbergh, in a cow pasture turned airfield near Haneline's hometown of Kankakee, Illinois. Lindbergh and Harland "8ud" Gurney, who later became famous as United's Captain Gurney, were selling rides for $1 .50 in an old Curtiss Robin . On one of the landings, Lindbergh's plane blew a tire, just as Haneline rode up on his motorcycle. Lindbergh, un­ tangling his lanky frame from the plane's cockpit, saw the youngster and his bike. "Hey, kid," Lindbergh called, "it looks like your tires and mine are about the same size. How about . .. ?" "Yes, sir, Mr. Lindbergh," Haneline al­ most shouted. "you certainly can use one of mine." "Okay, son . What's your name?" "Haneline ... Charlie . .. Charles. The same as yours, sir." "Okay, Charles," Lindbergh said, smiling. "This's what we'll do. We'll trade you the use of your tire for free (L-R) Don Walters and Charlie Haneline at Laguna Hills, CA Country Club where they rides." continue to work at lowering their 18 handicap. "Oh, my gosh," Haneline choked. Leaning on the fender of his golf cart, Not many in Orange County, Califor­ from crashes. Haneline remembered: "It didn't take nia know when they see two gentlemen Now in their seventies, Haneline and me long to get the wheel and tire off of golfers riding pilot and co-pilot in their Walters concentrate on flying shots my cycle and hand it to him. It was one cart along the fairways that Charles across ponds and sand traps over the of the proudest moments of my young Haneline and Donald Walters played tough, hilly golf courses around Laguna life." important roles in aviation history. Hills and Mission Viejo, in a never-end­ The sequel came nearly half a cen­ Although their careers in aviation ing effort to lower their handicaps which tury later. Lindbergh, gravely ill and began after World War I and their flight hover around 18. Sometimes, between near death, asked Captain Gurney and patterns must have crossed hundreds shots, they can hear the roar of planes Haneline if they'd honor him by flying of times during half a century, they flying to and from nearby EI Toro Marine him from Los Angeles to his home in didn't meet until five years ago at Mis­ Corps Air Station, which is a good cue Hawaii. sion Viejo Country Club. to their playing partners to ask ques­ It was "The Lone Eagle's" last flight. The illustrious career of Charlie tions about the "old days .'" Haneline, retired vice-presidenUcaptain Haneline can't remember a time of United Air Lines, reads like a Who's when he didn't want to be a pilot. His Who in American aviation. His friends father, a friend of the Wright brothers and colleagues included such world-fa­ and a captain in the Army Signal Corps mous fliers as Eddie Rickenbacker, (the nucleus of our Air Force), took his Charles Lindbergh, Jimmy Doolittle, six-year-old son for a flight in one of the Howard Hughes, Curtis LeMay, Hap Ar­ Wrights' planes. Later, when the United nold, Roscoe Turner, Wiley Post, States entered World War I, Haneline's Amelia Earhart, and actor Jimmy father served with General Pershing. Stewart, (General, U.S. Air Force, Re­ In Europe, Pershing's driver was an tired) . energetic young man who not long be­ While Haneline and Walters had fore had set a world speed record for mutual friends - Doolittle and Turner, racing cars at 135 mph . "My Dad told for example - Walters' dramatic career me that this guy was nuts to learn to fly, dealt more with machines than with and kept pestering Dad to teach him so men. He was a daredevil, death-defy­ he could fight the huns," Haneline re­ ing, upside-down-flying barnstormer, calls. and later a test pilot for such famous "The kid's name was Eddie Ricken­ planes as the 8-24, 8-25, P-51 , C-82, backer. Later Eddie and I became seri­ AT-6, F-86 and T-28. Walters continu­ ous competitors: He as president of ally challenged death, and always won Eastern Air Lines, and I as vice-presi­ (L-R) Charle Haneline and pro-golfer - but not without a few dozen scars dent of United." Palmer discussing the game.

14 DECEMBER 1987 Glen M. Stadler 3042 E. California Blvd. Pasadena, CA 91107

Haneline bought his first plane for $500 from a government-surplus catalog when he still was a teenager. It was delivered in a crate. Haneline rip­ ped off the wood, read the instructions, assembled the parts and took the plane to Kankakee "airport." For a couple of years he buzzed over the Illinois coun­ tryside. One foggy evening, the plane's wheels hit planks laid across the run­ way and Haneline crashed. The craft was damaged, but not totaled. He was able to sell it for $150. In 1926, Haneline entered Northwest­ ern University and majored in mechan­ ical engineering. After three years, at the onset of the Big Depression , his ad­ visor said: "Haneline, the way things are going out there, you wouldn 't be able to get a job in a gas station with that de­ gree. Switch to factory management.''' He did. A year later Haneline got a job with Stout Aircraft in Detroit and began flying Ford Tri-Motors. Stout In the thirties Don Walters performed at air shows in his 110 hp Warner-powered 1931 merged with National Airlines, then Gee Bee "Sportster" Model E. The right wing from this aircraft, NC72V, is currently on United Air Lines was formed by a display in the EAA Aviation Museum in Oshkosh, WI. merger of National Boeing Air Trans­ port, Pacific Air Lines and Varney Air Lines. Haneline's first assignment in his long career with United was to indoctrinate 10 stewardesses (who then were nurses) into the "mysteries" of the Boe­ ing Model 247 all-metal "three-mile-a­ minute," two engine monoplane. "Things weren't as complicated then," Haneline recalls, 'so my 'task' took only about a week. But it was an excellent beginning for me with United ." During his four decades with United, Haneline served as vice-president in three capacities. In World War II , he was switched six times from civilian to Air Force major and back again. After the war, a young officer ap­ proached Haneline for a job. That same man - George E. Keck - later be­ came president and chairman of the board of United Air Lines. Among the many interesting and in­ airline?' 'Oh ,' he'd say, 'I like to be with Haneline met Stewart in Los Angeles triguing encounters Haneline had over an old pilot like you .' And I'd take him where the picture, The Spirit of St. the years were those with Howard to his office, or wherever he wanted to Louis, was being filmed. "Lindbergh had Hughes and Jimmy Stewart. go. Once he decided he'd like to drive named Jimmy to play him, and Bud "I first met Hughes at the United pilot up to Santa Barbara. So, away we went. Gurney to be technical director. Jimmy school where he came for refresher "The last time I saw Hughes was in used my office for his dreSSing room at courses and checkouts. I was United's Buffalo ai rport. I hardly recogn ized him. the airport. Bud told him about my loan­ regional manager in Los Angeles when He'd lost weight and had a scraggly ing my motorcycle tire to Lindbergh. Hughes owned TWA. I soon learned not beard. I went to him and said , 'Hi, How­ Stewart wanted that scene in the film , to be surprised when , unannounced, ard.' He whispered, 'Don't say anything and it was duly shot. Here was my big Howard would push into my office. to me. I don't want to be recognized . I'm chance to be in the movies. But, you " 'Charlie,' he greets me, 'will you on my way to the Bahamas.' That's the guessed it, that scene was left on the drive me over to my office?' I'd ask him, last time I saw him, and I believe it was cutting room floor." 'Why me , when you have limos and the last time he was in the United States Don Walters' career began in his na­ helicopters and , in fact, a whole darned .. . alive." tive Ohio in the late 1920s. Like

VINTAGE AIRPLANE 15 got a chance to work on the F-86 jets. ''The F-86 was a dream come true for an old seat-of-the-pants barnstormer," Walters says. "They not only were ab­ solutely beautiful fly, but were the excit­ ing hot-rods of fighter aircraft." In the mid-fifties, Walters took a long look at his career and decided it proba­ bly was time for a change. He was over 40 and had family responsibilities. "I'd been a 'crazy-upside-down stunt flier' for years. I'd survived several crash­ es and a leap from a disabled B-24 plus I can't remember how many forced land­ ings. Of course, a nice desk wouldn't be nearly as exciting, but one hell of a lot safer. So, I figured, now's the time to do it . . . you'd better just hang 'em up. And, that's what I did. With a big sigh I en­ tered the safe world of quality controL" Walters' new desk job allowed more Charlie Haneline's first assignment with United Airlines was to indoctrinate these 10 time to hone his golf game and develop stewardesses into the "mysteries" of the Boeing Model 247 which stands behind them. his hobby of redesigning and repairing Could these be the original "Charlies Angels"? golf clubs. Now retired, he also prac­ tices his old test pilot indoctrination Haneline, his one and only ambition After leaving Culver, he signed on with techniques as the chief greeter of new was to fly. After high school he entered North American Avation at Kansas City. members of the Mission Viejo Country Ohio State University in Columbus, "but There he plunged into testing of the B­ Club. But, he always reserves that very the aviation bug had bitten . . . too 25 bombers that were to carry a large special time for "dollar-a-holler" games deeply. I just couldn't concentrate on share of the load in World War II . with his buddy, Charlie Haneline. college books. After three semesters I Walters was involved in top-secret Editor's Note: The author, who took quit, fcund a night job, and spent my work on a B-25 to be piloted by Gen. his first plane ride in an old Jenny at days at the airport." Jimmy Doolittle in the famed Tokyo air Peru, Indiana in 1924 on his 13th birth­ He remembers the precise amount of raid. Later, he was transferred to Dallas day, covered the German, then British instruction it took to learn, and to solo: to be chief test pilot and superintendent air raids on Paris in 1940, and the four hours and 20 minutes. Then, after of North American's flight operations. British bombings of Berlin in 1941, for a total of ten hours he got his private He was responsible for the flight testing United Press. In 1944-45, for CBS, he pilot license. His first real test, however, and delivery to the Air Force of from covered the Eighth Air Force during the came shortly after. The plane he was 350 to 375 planes each month. Battle of the Bulge, as well as the V-2 flying lost one of its three cylinders and He switched to Beech Aircraft, and and buzz bomb raids on London. After he had to land in a hay field. "What a then returned to North American, this the war, he served eight years in the confidence builder!" Walters expelled a time in the Los Angeles area, where he Oregon State Senate . • deep breath at the memory. Aside from his formal instruction and the emergency landing, Walters had to teach himself almost everything else about flying. Because there was little de­ mand for pilots in that first year of the Depression, Walters taught himself aer­ obatics. It wasn't long until his fame spread as he barnstormed with his low­ wing Gee Bee racer. An article in a Grand Island, Ne­ braska newspaper carried this item: "Don Walters, ace speed plane aerobatic flier, is noted for his daring and is one of the country's premier high-speed aer­ obatic fliers. In power dives he attains speeds of 300 miles an hour. He does inverted power dives, outside loops, snap and slow rolls, vertical power rolls, hammerhead stalls, and tail spins." News photos show Walters flying up­ side down, a dozen feet off the ground, with the caption: "That Crazy Upside-Down Pilot." Walters later landed a job as chief test pilot for Culver Aircraft, first in Col­ umbus, Ohio, then in Wichita, Kansas. Don Walters makes an inverted pass in a 1938 Dart Model G.

16 DECEMBER 1987 WELCOME NEW MEMBERS The following is a listing of new members who have joined the EAA Antique/Classic Division (through August 2, 1987). We are honored to welcome them into the organization whose members' common interest is vintage aircraft. Succeeding issues of THE VINTAGE AIRPLANE will contain additional listings of new members.

Winters Jr., Robert W. Shelton, Gerald O. Newton, Mahlon Rhodes, Tracy Springfield, Ohio Foster City, California Burnside, Illinois Altus, Oklahoma

Wardley, Paul Scheuttig, James Ferry, Ralph M. Greathead, John Chicago, Illinois Wappingers Falls, New York Shakopee, Minnesota Newmarket, Ontario, Canada

Gremillion, Ronald M. Buffaloe, Thomas N. MeI1Inooke, Michael A- Hult, Ewin O. Shreveport, Louisiana La Jolla, California Raymond, New Hampshire Leaf River, Illinois Osborne, William Winn Paglia, A- M. Smith, Michael S. Andrews, Edward K. Richmond, Virginia Cola, South Carolina Mishawaka, Indiana Beeville, Texas

Schmukler, Fred Hanna, Harry C. StIles, Robert C. Oklahoma City, Oklahoma Cherokee, Iowa Wardell, Guy H. Syossot, New York Upper Saddle River, Seller$, Craig S. New Jersey Bayer, Roy C. Robertson Jr., Paul Richmond, Michigan Red Creek, New York Torrance, California Wildman, David E. Foster, Rick Faler, Vernon R. Des Moines, Iowa Bell, Joseph W. Hickory, North Carolina Brownsville, California Austin, Texas carpenter, David Wesley, Bob Rogers, David G. Grandview, Missouri BoIander,~ Wasilla, Alaska Crescent, ~ahoma Ubertyville, Illinois Pike, Robert W. Crocker, Glenn Maxant, Robert Houston, Texas Doner, Gene R. Jasper, Georgia Baldwin, New York Glendale, WISCOnSin Elmquist, Gerald L Green, John W. Cilurso, Michael F. Elk Hom, Iowa Buttke, Roger W. Appleton, Wisconsin East Stroudsburg, laSalle, Illinois Pennsylvania Brewer, David C. Rowers, Dennis Miamisburg, Ohio Hemphill, Kent Bessemer, Alabama Frautschy, Henry G. Beacon Falls, Connecticut Rochester, New York Boots, TImothy L Lannen, Robert High Point, North Carolina Denton, Ernest R. Ann Arbor, Michigan Tannehill, Robert W. Mack, Colorado Fountain Valley, California Okrent, Meyer B. Drake, Clifford C. Packer, Richard L Wontogh, New York Koopsen, Lee Arlington, Texas Radnor, Ohio Kalamazoo, Michigan Wright, Robert Krah, Karl H. Shutt, Donald W. Newcastle, Wyoming Antioch, Illinois Rubino, Steve M. Ft. Wayne, Indiana Woodbury, Connecticut McGowin, L Scott Tuchscherer, James D. Clampit, Edward T. Acworth, Georgia Pittman, William Oshkosh, Wisconsin Agawam, Massachusetts Sarasota, Florida Kretschmer, William E. Schaben, William R. Miller, Daniel F. Westerville, Ohio Suppo, Dominick A- St. Charles, Illinois Blue Springs, Missouri Staten Island, New York HoIdt, Harold Matheson, Lester G. Alves Sr., Keith R. Kempsey, NSW, Australia Fingleton, P. Ft. Wayne, Indiana Vermillion, Ohio Abu Dhabi, Saudi Arabia James, Samuel D. Larson, Jon D. Blickhan, C. John Aubum, Washington Heinrichs, Harold Mequon, WISCOnSin Quincy, Illinois Fremont, California Hughes, James John Hoyt Sr., Kenneth C. Colbert, Gerald E. Monroe, Michigan Arlington, Texas Riedesel, Ralph Norwood, New York Paton, Iowa Brehm, Richard Ruediger, Albert F. Hunter, Crystal S. Lanesboro, Minnesota Morehead, North Carolina Bolt, RIchard J. Oceano, California East Amherst, New York Nolan, John P. Prange, Wayne Jared, Charles Brookline, New Hampshire Valparaiso, Indiana Brubaker, Richard E. Porterfield, WlSCOIlsin Mechanicsburg, Pennsylvania GIbbs, Steve Lambert, Steve Waddlngham, Graham Hacienda Heights, California Wooowoc, WlSCOIlsin VICtoria, Australia PeperelI, Roger W. Chearsley Aylesbury Bucks, Van Gheem, Dennis Smith, Rodney N. Hutchins, William T. England DePere, Wisconsin Jonesboro, Ar1

VINTAGE AIRPLANE 17 The throaty roar of a "Shaky Jake" engine is enough to turn the heads of any group of Antique/Classic members. When you combine the "roar" with a near-blinding polish job that glistens in the sunlight, the turned heads remain on track for quite a length of time. Be­ Dennis Van GheeIll'S • • • fore long, a highly polished Cessna 195, N302GT, SIN 7910, taxies up with its dark blue trim nearly as brilliant as the Cessna 195 polished aluminum. Saliva glands are working overtime as the "pretty old bird" finds its parking place and with a click­ ety, clickety, clack, the big, round by Norm Petersen Jacobs engine coasts to a halt. On the right side of the airplane, the big door (noticeably thicker than most airplanes) opens and out jumps owner, 36-year-old Dennis Van Gheem (EAA 256317, AlC 11588) of Route 6, Adam Drive, De Pere, WI 54115. He doesn't look like a typical antiquer - he still has a full head of hair! Born and raised on a farm just three miles from Green Bay's Austin Straubel Airport, young Dennis was enamored with airplanes at a very early age and loved to watch the DC-3 airliners come and go. When he wasn't watching airplanes, he would build models to help satisfy his aeronautical desire. At age 19, he had his first airplane ride in a Cessna 120 - and was scared stiff! However, it didn't deter him and before long he bought a Cessna 170B, N2650D, in partnership with his brother­ in-law and earned his Private license. One day, when Dennis was about 20 years old, a big green Cessna 195 Posing in front of the award-winning Cessna 195 is Dennis Van Gheem in the center, came into their small airport with its big Karen Roth on the right and her daughter, Amber, age 15, on the left. Talk about a really round engine belching away. The effect neat polishing crew! was a permanent vow on Dennis Van 18 DECEMBER 1987 Gheem's lips. He would one day have to own a 195 of his own! Come hell or high water! Meanwhile, Dennis was involved with a four-way partnership on a Waco UPF­ 7 which he enjoyed a great deal. Partners Jim Lefeve, Bob Barth and Jim Sorenson were a big help in bringing Dennis up to speed with round engines and old airplanes. At one time, a 1941 Rearwin project was purchased but it didn't get finished before being sold. For nearly ten years Dennis kept looking for "his" 195, the elusive airplane that he wanted so badly. Let­ ters, phone calls and inquiries were sent out for "many moons" before Oc­ tober, 1983, when a 195 was advertised Affectionately known as "the blind bomber", the 195 is taxied with the pilot looking out the sides of the windshield. Note original pitot mast and low freq micarta mast on cabin in Trade-A-P/ane! Heading for Nicollet, roof. Wheel pants will fool the very best inspection as to originality! Minnesota and a small farm strip, De­ nnis had his first look at N302GT, owned by John Blume of Rt. 1, Box 76 Nicollet, MN 56074. Impressed with the very nice condition and original factory trim paint, Dennis struck a deal and John flew the 195 to Pulaski, WI for the A&P mechanic to check it over. (Airplane buyers please note: A good look by an A&P before you buy is the best money you will ever spend!) Both Dennis and his mechanic were pleased with what they found inside the big metal bird and the deal was con­ summated - Dennis now had his lifelong desire - a Cessna 195! ( A little detective work with the old FAA register Head on view shows limited visibility forward. Big spinner is an after market item. Note showed the 195 was registered to Gor­ tall narrow wheelpants, characteristic of 195. Tiny dent in right stabilizer leading edge don Troxel of Berthold, ND in 1978 as is only "hangar rash" that shows. N302JB. When the airplane was sold , been replaced and were in excellent the original aluminum ones! The mount­ it carried the registration, N302GT, condition. The seats and interior had ing brackets were made by Andy Bren­ which it carries to this day. We suspect been redone by a previous owner while nan in California who hopes to produce the two letters stand for Gordon TroxeL) the floor rug is original from 1952! brand new aluminum wheel pants for With some dual instruction to ac­ On the outside of the plane, Dennis the 195. quaint him with the characteristics of the sanded the dark blue original factory With a useful load of nearly 1300 Ibs, 195, Dennis soon learned to fly the trim to get it ready for a new coat of the 195 is a real load carrier and is airplane and is continually amazed at "Dulux" enamel. A quick look at the licensed for five places. A dandy option how nice it flys. Even the split flaps on paint reveals a superior job of refinish­ is three-axis trim,. aileron, rudder and the underside of the wide chord can­ ing . To brighten up the airplane, the elevator! Another option in 1952 was a tilever wing are effective. Dennis says, aluminum was polished from nose to two-entrance baggage compartment. "If you pull the power off and extend full tail and the resultant shine is most (It's called class!) flaps, it really comes down!" pleasing. Dennis likes "Alumachrome" Although Dennis' 195 has an APU Dennis is quick to warn all prospec­ polish the best which is available from plug for winter starts, he helps the big tive 195 drivers - get some dual with Peterbilt truck dealers. engine with good pre-heating be­ a good instructor before attempting solo The Hamilton Standard prop had forehand. Dennis has successfully flight. There is no other safe way to been overhauled just before Dennis started the big "Jake" in below zero learn. The 195 has a mind of its own bought the airplane. As of Oshkosh '87, temperatures, but the idea of "molasses" and a little instruction could easily save the airframe had 2898 total hours on it for oil at that temperature gives him a you a whole winter of rebuilding. and the engine had been overhauled in few anxious moments when it clatters Although the aircraft was in very good 1967. Dennis has had five of the cylin­ to life! Without pre-heat, he has started shape, especially from the corrosion ders off for top end work in the past the engine at 20 degrees, but that is standpoint, Dennis decided to redo the several years and the engine is now about the limit. (Wisconsin winters can instrument panel and get all the gauges getting ready for an overhaul. This be cold!) to work plus the old Mark 12 radios. winter he plans on installing a brand With the big "business liner" all Even the old style vacuum operated ar­ new Jacobs R-755-E2, 275 hp engine shined up, Dennis has brought his pride tifical horizon was retained and it has to compliment the beautiful airframe. and joy to Oshkosh on several occa­ given excellent service. A 1963 conver­ When Dennis bought the airplane, it sions, garnering the "Best of Type" sion to "center stack" radios was re­ had Cessna 310 wheels and brakes award in 1985, 1986 and 1987. And tained and before long, the panel (6:50 x 10) that really work well with the three in a row "ain't too shabby" for a looked like new. Even the throttle and three pucks on each brake. To compli­ 35-year-old airplane flown by a farmer prop control are original. N320GT fea­ ment this installation, he bouaht a set from Wisconsin! tures dual rudders, brakes and yoke so of Wag Aero fiberglass wheel pants and It is merely the dream of a young lad dual instruction is no problem. The by some clever painting and disguising, coming true. Congratulations and best windshield and side windows had all made the painted pants look exactly like wishes, Dennis Van Gheem! • VINTAGE AIRPLANE 19 nteresting Members -----The Weick's - Fred And Dorothy----­

I would like to introduce you to two very interesting people. First, let's get that name pronounced correctly once and for all. As Dorothy says, "It's Weick, like bike. " Now you will be quickly told, as you speak to Mr. Weick or Mrs. Weick using their last name to properly respect these great people, "My name is Fred ," with firmness and "Mine is Dorothy," with the same firmness. Now that we have met them, let me tell just some of the story of their lives together. These two great people with common ordinary names have lived most ex­ traordinary lives. They were born at the turn of the cen­ tury; Fred in 1889 and Dorothy in 1900. It is hard to realize that when they were born the main modes of transportation were horse drawn buggies, trains, river boats, and rarely but sometimes, stagecoaches. Airplanes and au­ tomobiles were just dreams of odd ball people who didn't know better. A curious thing about Fred and Dorothy is that they lived in homes right next to each other. Dorothy's folks built a new house next door to Fred's and moved in when she was four. They grew up knowing each other from the very beginning. They were married May 16, 1925. When Fred was 12 his folks took him to an air meet at Chicago's Grant Park. There, he saw Wrights, Curtiss, Bleriot and others fly. He also learned there was a flying field just five miles from his home. It belonged to the Aero Club of Illinois and the local Model Aero Club. While visiting the field he saw the latest successful rubber powered models fly and he became fascinated. The most successful model planes at that time were called "twin pushers." They consisted of two sticks in a V shape to carry the rubber band motors, two pusher propellers and two flying Fred Ernest Weick (EAA 7882) photographed beside the EAA Museum's Laird Super surfaces mounted in tandem on the Solution replica at Oshkosh '81. sticks with rubber bands in canard fash­ ion . They were crude but flew amaz­ ingly well. Fred was "hooked" and he knew then what he wanted to do with his life. He by M. C. "Kelly" Viets joined the club, bought the materials (EAA 16354, AlC 10) and started building models. He at­ Rt. 2, Box 128 tended every meet he could and read Lyndon, KS 66451 all the latest information available. He was constantly adding to his knowledge of aviation and all of its various aspects. Dorothy, in the meantime, was doing runway for your first solo flight and you roads he knew would lead him to the things girls do - learning proper must fly with your left hand on the stick Chicago. etiquette, correct speech and becoming for the first time. Fred solved the prob­ Fred went from Yackey to the Navy's fascinated with the educational pro­ lem by holding the stick with his right Bureau of Aeronautics in 1924. His job cess. She realized that one of the high­ hand and reaching across his body with there was in propeller design and pro­ est callings one can have is to help edu­ his left to the throttle. curement office. The work he ac­ cate young minds to reach their poten­ The flight would cover approximately complished there resu lted in not only tial in life. So she went off to college to 100 miles with a ceiling of only 500 feet. the Navy but all of us having better and study and become an English teacher. Coincidentally, the trip would take him more efficient propellers. From this Meanwhile, Fred went to the University near the school where Dorothy was work he wrote the standard textbook, of Illinois School of Engineering to study teaching . It was a great temptation to Aircraft Propeller Design published in 1930. Fred left the Navy in 1925 to join the National Advisory Committee for Aeronautics. His first project with NACA was to prepare a 20-foot propeller re­ search tunnel. This tunnel was not only large but had wind speeds high enough to assist in proving design as they ad­ vanced into higher and higher speeds. This, we believe, was the first time a designer could place a full-size fuselage with engine and propeller into a wind tunnel and test it. It is not well known but Fred attended practically every National Air Race and was a judge for many of the events. As the 1930 Air Races approached, Fred was testing a fuselage mock-up in the full size propeller research wind tunnel. The engine was a liquid-cooled Curtiss Conqueror of the same configuration as The W-1 STOL aircraft designed by Fred Weick mounted in a NACA wind tunnel for that in the Curtiss XF6C-6 highly mod­ testing. ified Curtiss Pursuit to be flown in the

Mechanical Engineering as this was as close to Aeronautical Engineering as one could get in those days. After graduating in 1922, Fred spent a short time laying out emergency land­ ing fields for the early air mail routes. He then went to work with The Yackey Aircraft Company. While working there, part of his pay was in the form of flying lessons. His instructors were the best - they were air mail pilots. Three men actually taught Fred to fly and they did it on their time off. This, then leads to a rather re­ markable solo cross-country flight. Fred had accumulated between 10­ 12 hours of dual by this time but had not actually soloed. One of his air mail pilot instructors had flown his Jenny to the field , but because of bad weather, had to take the train back to Chicago to take a trip out the next day. Thus the Jenny was left there and the owner The leading edge device on the W-1 is a fixed auxiliary airfoil. the Pobjoy-powered craft wanted it back in Chicago. had excellent short field take off and landing characteristics. Another of Fred's instructors con­ vinced everyone that Fred could take it. fly low over the school and let Dorothy 1930 races by Capt. Page of the U.S. This was fine, except there were some see him making this major accomplish­ Navy. other problems. First, this was a ment. He did, however, resist tempta­ During the tests a man was placed in "Canuck" (a mixture between an Amer­ tion and delivered the plane success­ the cockpit to make throttle adjustments ican built Jenny and a Canadian Jenny). fully at Checker Board Field, Chicago. and take readings. One test lasted The American Jenny had the throttle on It should be added the plane had only about 45 minute which was unusually the left while the Canadian Jenny throt­ three instruments, a water temperature long and when it was over the man tle was on the right. gauge, an oil pressure gauge and a could not get out of the cockpit. Investi­ Fred had trained in an American tachometer. He had no compass or gation showed he was overcome by Jenny. Imagine sitting at the end of the maps. He just followed roads and rail­ carbon monoxide which had blown di-

VINTAGE AIRPLANE 21 rectly into the cockpit from the short exhaust stacks. Fred went directly from Langley to Chicago and pleaded with Capt. Page and others to not fly the plane in that configuration but to no avail. Time was short and the racing team knew they had one of the fastest planes. The plane had been flown very little but Capt. Page insisted on competing anyway. As you racing buffs know, Capt. Page lost control on the 17th lap of the Thompson and crashed to his death. The autopsy showed excessive amounts of carbon monoxide in his blood . In the 1928 era the radial engine be­ came largely accepted, mainly because Lindbergh had proven its dependability so well with his flights. Many new and improved designs of air-cooled engines were appearing on the scene. However, they all had one seemingly overwhelm­ ing problem ... that of aerodynamic drag. Fred decided to meet this challenge. Using the facilities at NACA he investi­ gated various configurations in an at­ tempt to reduce this drag. The results were startling when they were pub­ lished in NACA Reports No. 313 and 314 by Fred Weick in 1929. He had discovered that the drag of a totally cowled Wright J-5 was only 25 percent that of a completely exposed engine. This made the radial air-cooled Fred and Dorothy Weick pose with the Viets' Ercoupe. Fred designed the Ercoupe when engine as efficient as the liquid-cooled he worked for ERCO. powerplants. This was also dramatically proven Charles Lindbergh for his Spirit of St. plane, decided to call it quits. Fred was when the Travel Air Mystery Ship won Louis flight, but equally remarkable are at a fairly low altitude and the first avail­ at the Cleveland Air Races in 1929. It the survey flights he and his wife made able landing site was a tennis court was the fastest U.S. land plane, civilian in the Lockheed. This plane had an which would have been adequate but or military. Without the cowl , the ship NACA cowl and a Fred Weick fine­ unfortunately was occupied. Fred had could do about 180 mph but once the tuned propeller. to make a low level turn and try for a cowl was installed, it could top out at Fred was back with NACA in 1930 small horse exercise track. He just 225 mph. and was encouraged to make studies made it, hitting on the nose gear and Another interesting thing Fred discov­ of an airplane easy and safe to fly. the left main gear. The plane was bent ered was that a cowled engine mounted Again, that fertile mind went to work. It a bit but Fred was not injured. He recalls in line with the wing increased the effi­ was back to his childhood days of build­ that he had the stick all the way back in ciency of both the engine and the wing. ing models. This way, he could test the low level turn which would have re­ Therefore, the pod mounted engines of some of his ideas without a large ex­ sulted in a spin in any other plane of the Ford and Fokker Trimotors were ob­ penditure of money. It should be noted that time, but the W-1 kept flying . solete. Hence the Boeing 247s, the that even then a bureaucracy, by its It was also in the W-1 that Fred was Douglas DC-2s and 3s, the Boeing B-1 s very nature was stifling to an original able to prove his theories of a direction­ in fact all fighters, bombers and com­ thinker. ally stable landing gear. Fred knew the mercial airliners were influenced by this Fred and his friends decided they tricycle gear to be superior to the con­ man . would build their own design in Fred ventionally geared aircraft because of In 1930, the Collier Trophy was and Dorothy's home and test it on their the location of the center of gravity in awarded to the NACA for significant ad­ own. So even though Fred was assis­ relation to the main gear. The tricycle vancement of aviation due to the NACA tant Chief of Aerodynamics at NACA, gear tends to straighten itself while the cowl. the first W-1 was a homebuilt. Accord­ tail wheel type gear tends to create a Mr. Weick (whoops, scratch that), ing to Dorothy the control surfaces were ground loop. Fred left NACA in 1929 to spend a short covered and doped in their bedroom. The government wanted to experi­ time with Hamilton Standard Propeller The plane was assembled and tested ment with Fred's design but typical Company helping an airmail pilot he using a conventional wing with a fixed bureaucratic thinking prevailed. Instead had met in the early 1920s add a few auxiliary airfoil mounted ahead of the of a homebuilt plane they wanted a pro­ more miles per hour to his Lockheed leading edge. This produced some ex­ fessionally built craft. Fairchild received Sirius. This was for a proposed cross cellent short take off and landing a contract to repair the W-1 which they country speed record and truly remark­ characteristics. These were used to purchased from Fred. It was then pro­ able survey flights he and his wife, good advantage one day when the little fessionally rebuilt, called the W-1-A and Anne, were to make. We remember Pobjoy engine, which powered the flight tested by Fairchild.

22 DECEMBER 1987 It was from this that a man named suited in a crash-resistant cockpit which which they have lived, through various Henry Berliner, an old friend of Fred's, has saved many an ag pilot's life. For civic and church projects. Fred has became interested in his work and con­ the next nine years Fred commuted in many patents issued in his name, the vinced Fred to leave NACA in 1936 and his Ercoupe four miles to work, includ­ last at age 67. He may have had some join the Engineering and Research Cor­ ing home for lunch everyday. since, but he is such a quiet man it poration (ERCO) at Riverdale, Mary­ One day in 1953, Fred, William Piper, would be difficult to find out. land. Sr., and William Piper, Jr. were having We, of the EAA Antique/Classic Divi­ Fred was to design a truly safe, easy dinner. In the course of the conversa­ sion, have had these two great people to fly, all-metal airplane. This project tion Fred made an offhand remark that among us each of the past 15 years at was Fred's dream. The plane was to be he could design an all-metal wing that our Oshkosh Convention but few of us all-metal because ERCOs main busi­ could be built cheaper than the wood know or recognize them for who they ness was making automatic riveting and cloth wings of the aircraft then are and how much they have given us. machines and stretch forming being built by Piper. This made the We are honored to associate with them . machines for sheet metal. Henry had senior Piper, with his usual abruptness Just a final note : During many Osh­ some experience in aviation and he be­ say, "Prove it. " Fred promptly did just kosh Conventions, Fred and Dorothy lieved very strongly that this type of that and further proved he could build lived in a camper in Paul's Woods. plane was just what aviation needed . an all-metal plane cheaper than the rag Dorothy would come to the Red Barn or One thing they hadn't realized was and tube Pipers of that time. Sub­ the Type Club Tent to wait for Fred to how difficult it would be to introduce sequently, the Piper Cherokee and return from the forums which he always something as dramatically different as Arrow were born. The retract gear of attends. One year she had waited for the nose wheel to the aviation commu­ the Arrow was fitted with another of Fred for quite a while, crocheting little nity. The rest of the Ercoupe history has Fred's designs which, sensing the flow white snow flakes which they enclosed been written many times and today, of the air over the wing, would automat­ with their Christmas cards as a decora­ tricycle geared airplanes are com­ ically lower the gear when the plane tion for the recipient's tree. When Fred monplace. It is interesting to note that slowed to a landing speed. This cer­ finally arrived they started down the now you can seldom find a young pilot tainly saved many a forgetful pilot from road together, hand in hand. Sud­ who can fly one of those "tricky taildrag­ embarrassment and a badly bent check denly,they stopped, Fred doffed his old gers." book. cloth hat, bent down and kissed the up­ When the post war aircraft production It is noted with sadness that recently turned face of his true love, and they boom slowed to a crawl in 1948, ERCO Piper is offering a kit to retrofit the Arrow walked on to their camper. closed its doors. The week the plant retract system to make the gear totally closed, Fred had a retractable gear Er­ manual. This came about because of Author's Note: Engineers, by their very coupe flying. He also had a beautiful the current product liability situation. nature, are inclined to be strongly intro­ four-place design in the mock-up stage In addition to Fred's numerous and verted, private people. I should know, ~ . (it looked like a Meyers 200 with twin notable aviation accomplishments, he having spent 42 active years in the pro- "t' tails) . In addition, a twin-engined shoul­ and Dorothy raised a wonderful family. fession. Most engineers are poor com~ der wing executive aircraft was in final As Dorothy says, they had a boy/girl municators but when one reads the writ­ design. Aviation really lost a lot when sandwich, meaning a son, a daughter, ings of Mr. Weick, one can certai~/y ~ee that plant closed. and a son . All are living successful lives the influence of an English teci,cher in Early in 1948, Fred joined the staff at and have presented the Weicks with the perfect grammar and cleqn, clear Texas A&M University as a professor nine grandchildren and seven great statements of the reports. and research engineer where he had grandchildren. It goes without saying that I certainly the opportunity to develop a safe ag­ Fred and Dorothy have contributed do not write this without a lot of help ricultural spray plane. His work there re- much in each of the communities in from my wife, Edna.•

(L-R) Kelly and Edna Viets, Dorothy and Fred Weick in the Weicks' home at Vero Beach, Florida. Crystal Hunter presented Eddie Swarthout with two awards - Barbara Kitchens, Milner, GA received the Best Silver Age Grand Champion Antique for his Staggerwing and the Oldest trophy for her 1931 WACO RNF, N11256. Pilot.

Story and photos by Jeannie Hill movies and late night hangar flying for bowl of grits and a warm smile. Where (EAA 56626, Ale 629) the truly inexhaustable. everybody greets you with, "Hey!," in­ P.O. Box 328 On Sunday, if you so choose, there stead of "Hi!" and a big grin. And Cam­ Harvard, IL 60033 is a leisurely country breakfast on the den is definitely that kind of place. You field. Sometime thereafter the line up feel at home as soon as you set foot on Every October the EM Antique/ for the gas pump forms and the good­ the airport. Classic North Carolina, South Carolina byes begin. Sounds like just about any The airport at Camden is one of those and Virginia Chapter 3 sponsors a fall other weekend fly-in you've ever at­ few airports left where you can almost fly-in at Camden, South Carolina. It is a tended, doesn't it? Well, it isn't. feel the past. You can visualize the his­ three-day event with early arrivals on There is definitely something special tory of aviation evolving as you stand Friday, a full day of activity on Saturday about Camden. Must be the people. No, there, because Camden Airfield is no and nearly all departures completed by I guess it's the airplanes. No, maybe it's Johnny come lately. It got its start in the noon on Sunday. Activities include a the location. Well, I guess it's just plain 1920s when a lady named Mrs. Wood­ Friday night cocktail party complete with hard to tell. Oh, sure, I'm the first to ward donated some money to build an fabulous old time airplane movies at the admit that I've always been a sucker for airfield so the planes would stop landing fly-ins off-field headquarters, the Holi­ any place that starts the day with a hot on the local golf course. Much to the day Inn at Lugoff, South Carolina. The hotel is located about 10 miles from the airfield. Free shuttle vans provide all transportation which makes the trip into town downright enjoyable. Saturday is used up in and around the airplanes. Walking, gawking and, of course, flying are all sanctioned ac­ tivities. (Although this year there was a bit less flying due to strong winds and unseasonably cold weather. We didn't forget to have fun, though!) Bill Hawkins and his crew from Cam­ den Flying Service do their best to meet all of our aviation needs. Food on the field is provided by EAA Chapter 242 of Columbia. The traditional Saturday night banquet is at the Shriners Club where dinner is followed by a speaker and awards. The wind down party takes Gloria and Eddie Swarthout's 1944 Beech Staggerwing, N52962 was named Grand place back at the Holiday Inn with more Champion Antique.

24 DECEMBER 1987 expectations of Mrs. Woodward, the re­ lief of the golfers and the delight of the pilots, the money was put to good use. Hence Woodward Field appeared. It's just the kind of airport where the types of planes we fly feel most at home. Woodward Field has a rich history, too much to tell in this article. For in­ stance, during WW II it was used as a Stearman Base for training pilots. After the war it was a War Assets Administra­ tion distribution station where thousands of war weary planes were sold into civilian life. (I wonder if any of them have come back to visit during these fly-ins?) Before all of that a gal named Jessie Woods ran the airport flight instructed and restored airplanes. Which was pretty quiet activity for someone who was used to jumping out of and walking the wings of just about anything that flew. The little room where she used to live is still there as is the wood stove which warms the room nearly as well as the memories that live This 1934 Douglas Dolphin, NC14205 is the only known flying example. Owned by on there. There are lots of special Colgate Darden, Cayce, SC it received the Rarest Airplane award. places like that on Woodward Field. The place almost talks to you. You just have ft. of grass. But, it still feels like a grass take up the gauntlet. The awards are to stop and look and listen. roots airport. presented at the traditional, this is no During that weekend in October it's This year we had 300 airplanes of place to start a diet, Saturday night ban­ really easy to see what I mean. Stear­ which 175 were show planes. Now quet which this year was attended by mans and Wacos and Staggerwings when I say, "show planes," I mean show 250 well-fed people. and Cubs glide in and kiss the ground planes. We are talking gorgeous. These The 13 award winners included: as if they actually know this is a place folks take a lot of pride in their aircraft Grand Champion Classic - 1947 Stin­ where they're really welcome. Oh , sure, and it really shows. I surely wouldn't son 108-2, N389C owned by Bill Doty, the hard surface runways (4500 and want to be one of the judges, but every Ft. Wayne, Indiana. Grand Champion 3000 ft.) get used more than the 1500 year a very dedicated group go out and Antique - 1944 Beech Staggerwing D17S, N52962 owned by Gloria and Eddie Swarthout, Tavares, Florida. You can fly your own plane into Cam­ den or you can fly the airline into Colum­ bia and drive a rental car less than an hour through some of the prettiest Carolina pine country that you 'll ever see. If you do rent your own car you have the added advantage of touring the quaint city of Camden and the beau­ tiful surrounding countryside where in­ terest in horsepower tends to lean to­ ward the four-legged variety. If you do that you'll probably want to extend your stay so that you can try to take in as many of the good things as possible. You'll need to stay a long time because there's a lot to smile about in Camden! If you can't wait until next October to experience a Chapter 3 fly-in, try to at­ tend their annual spring fly-in in Bur­ lington, North Carolina in May. You'll see just what I mean. Not only are the people some of the friendliest in the country, they also restore and fly some of the most beautiful antiques that you'll ever see. For information on EAA Antique/ Classic Chapter 3, contact: Jack Good­ night, president - chapter 3, 1202 Fair­ way Drive, Kannapolis, NC 28081, phone 704/933-2639. One of the flight lines at Camden '87.

VINTAGE AIRPLANE 25 10anlllllanillS 011111 nil

Starring OX5 Aviation Pioneers

by John F. Clark (EAA 177342, AlC 7180) 1480 Casa Grande Pasadena, CA 91104

My ex-boss, Adrian Watson, a flight line supervisor at Lockheed, used to tell harrowing tales of pursuing coyotes across the flat tops of buttes in Montana in the '30s. In those days, with luck a couple of pilots could make a fair living by shot-gunning the rag-tag canines from the air, skinning them, and turning their pelts in for bounty offered by the Federal government in their animal con­ trol programs of the time. Adrian's first hunt was a disaster. Fly­ 1931 Curtiss-Wright CW-1 "Junior" ing from the rear cockpit of the Curtiss­ Wright Junior, he spotted a fleeing coyote ahead and gave chase on the rigged up a cable to take the weight of Ah, the good old days - they always deck. As they came in range of the the shotgun at the balance point, hang­ sound so much better than they really panicked animal, the gunner rose and ing through the open window, and were! leaned over the unobstructed blunt poked the muzzle through a hoop Editor's Note: This bit of nostalgia nose of the Junior, aimed and let fly with welded to supporting arms under the originally appeared in Volume 8, his 12-guage Winchester pump gun, wing struts - a sort of homemade cut­ Number 5 of TALE WINDS, the monthly and missed. off cam to keep him from shooting the newsletter of the Southern California As Adrian banked to follow the jinking tires or propeller. He was an artist at Wing of the OX5 Aviation Pioneers. It coyote, the gunner frantically pumped kicking the 'Coupe into a skid just at the is reprinted here by permission of John another round into the chamber for a moment of truth when drawing a bead F. Clark, editor of TALE WINDS . . .. G. second shot. The spent shell zipped on the wolf or coyote he was chasing . R.C.• past Adrian's ear, the pusher prop shat­ tered and the throbbing little three­ banger Szekely nearly jumped out of its mount before the pilot could chop the throttle. They thumped down in a cloud CALENDAR of dust and the prey got away. It was a long hike out and they had a good chance to talk over the design of the wire cage which they subsequently in­ OF stalled over the breech of the shotgun to capture the ejected shells. They had lots of adventures on the EVENTS hunt, like the time they had so many wet pelts aboard that the overloaded APRIL 10-16 - LAKELAND, FLORIDA - 13th tional Cessna 170 Association Convention at Junior (then on skis in the soft snow) annual Sun 'n Fun EM Fly-In at Lakeland Fairbanks International Airport. Convention had to be taxied to the edge of the butte Municipal Airport. Contact: Sun 'n Fun Head­ site: Sophie Station Motel. Contact: Convention and pushed over onto the steep down­ quarters. 3838 Dranefield Road, P. O. Box Chairmen, Rick and Cheryl Schikora, 1919 Lat­ 6750, Lakeland, FL 33807, phone 813/644­ hrop, Drawer 17, Fairbanks, AK 99701 . 907/ slope by a gunner who hiked out while 2431. 456-1566 (work), or 907/488-1724 (home). Re­ Adrian cashed in the cargo at their base JUNE 23-26 - GRAND LAKE VACATION RE­ member the time difference. nearby. SORT, OKLAHOMA - International Bird Dog JULY 29-AUGUST 5 - OSHKOSH, WISCONSIN Their only competition in the area Association annual meeting and fly-in at - 36th annual International EAA Convention Golden Falcon Airpark, Grand Lake Vacation and Sport Aviation Exhibition at Wittman Field. was a hardy loner who hunted solo, fly­ Resort. Contact: Phil Phillips. 505/897-4174. Contact: John Burton, EM Headquarters, ing a Velie Monocoupe with his right JULY 17-22- FAIRBANKS, ALASKA-Interna- Wittman Airfield, Oshkosh, WI 54903-3086. hand and shooting as a lefty. He had

26 DECEMBER 1987 1AA Antique/Classic DiviSion --Photo Contest

For photos taken at or en­ Returns route to or from Oshkosh No entry will be returned and all en­ tries will become the property of the '87. EAA Antique/Classic Division. They will be added to the permanent Antique/ Classic photo collection owned and maintained by the Division and will be by Jack McCarthy used as the Division sees fit. (EAA 87959, AlC 2698) Anytime the photo is used, the photo­ 14132 So. Keeler grapher will be given credit for his or Crestwood, IL 60445 her work.

Eligibility Categories Entry Form Amateur photographers only who are 1. Ground to ground - this includes There are no entry forms, however currently paid up members of the An­ photos of the subject aircraft with its the following information must be tique/Classic Division of EAA. wheels on the ground either parked, on printed or affixed to the back of each An amateur photographer is one who take off or landing. There can be other print or on the slide mount: Name, ad­ does not make more than 10 percent of aircraft in the photo that are not on the dress and phone number of the entrant. his living through the photography bus­ ground, but the main subject must be. Antique/Classic membership number iness. 2. Ground to air - this will include and category into which the photo shots of aircraft doing fly-bys, take offs, should be placed. All entries must be or landing where there is a discernible addressed to: EAA Antique/Classic Di­ vision Photo Contest, Attention : Jack Dates and Location amount of air space between the wheels of the antique or classic in flight. McCarthy, 14132 South Keeler, The dates for the contest will be re­ 3. Air to air - any photo taken of one Crestwood, Illinois 60445, 312/371­ stricted to the 1987 Oshkosh Conven­ or more antique or classic aircraft in 1290. tion including identifiable photographs flight from another aircraft. taken enroute. Quality Entry Fee Each entrant may submit up to five Subject None. photos and/or tran'sparencies in each All photos must have an antique or category. classic aircraft as the main subject and must have been made by the person entering the contest. They can be made Restrictions Awards with any camera or type of color film ; Entries may not have been entered There will be first, second and third may be processed and printed by any­ in any similar contest nor shall any prizes in each category, and as many one; may be color prints or transparen­ closely similar picture situation be of­ honorable mentions as the judges cies, and may be any workable size up fered for publication elsewhere during choose to make depending upon the to and including 8 x 10 inches. They the eligibility period of this contest. total number of entries. The winning may be "spotted" but may not be com­ photos will be published in The Vintage posites, montages, multiple prints or Airplane magazine at the discretion of artwork. Model Release the editors. Prizes will be given to win­ ners at Antique/Classic Headquarters A model release must be obtained during the 1 988 EAA Convention at Judging from recognizable person or persons in Oshkosh, Wisconsin. Any contest win­ the photos only if and when requested ner unable to attend that Convention Entries will be judged on the basis of by Antique/Classic Division personnel. will have his or her prize mailed to them . general antique/classic interest and the suitability of photos to the category in which they are entered. Judges for the contest will be appointed by the An­ Negatives Deadline tique/Classic Division and all decisions Do not submit negatives unless re­ All entries must be in the chairman's of the judges are final. quested by the Antique/Classic Division. hands by January 15, 1988.• OLUtl,.EERS A Bool< Of Heroes by Art Morgan and Bob Brauer

Who are these people anyway? Where me tell you, we have a hangar dance. We one's wife . . . a volunteer lifeguard of do they come from? What are they doing are entertained with Madonna, Glenn Mil­ sorts. here at the airport? It's 5 a.m., even the ler, Louie Baskell, Iron Butterfly, Artie As Sunday dawns, and dawn it must, darn roosters are still asleep. And yet, Shaw, Elvis, Woody Herman and all at a we all pack up our camp kits, pre-flight here they are getting things ready for the sane audio level that leaves your hearing that sweet bird of ours and prepare to ''fly-in'' so that you and I can come and intact. All this by a volunteer. head for the house hangar. Nuts! This was enjoy ourselves. Men and women, boys The liquid refreshments, snacks, con­ just too darn much fun, and so, although and girls, people of all ages are walking versation, dancing, airplane talk, fun we'll see these same folks in a month or around getting their feet wet in dew­ laughter and exhaustion continue until the so, we shake hands, hug, kiss, wipe a soaked grass, smiling so broadly you think wee small pupils of your eyes finally cross tear, blow a nose and head off to home you're looking at a piano factory and into the ultimate state of "pooped out." base. they're doing it because it's fun. Then we all retire to our camp sites. The volunteers still have some work to The Wisconsin antique bunch went out Those folks in Brodhead do make sure do, and so do we, but the memories .. . on its annual "Grass Roots" Fly-In on a you have a good time. So much so in fact ahh, the memories. weekend last September It's always at that some of us have been known to go This month's "Tip of the Oshkosh Kepe" Brodhead, Wisconsin and I have to tell dancing in pink jogging pants, tucked into goes to that bunch of great folks at Brod­ you, it's great! The site is an EAA chapter­ cowboy boots, topped by a dark blue head, Wisconsin, and to all those just like owned strip airport with three wide, sweatshirt and a high mileage EAA cap, them all over the country. Stand tall, y'all. smooth runways, a maintenance hangar, all of which is looked on disdainfully by By the way, "join us, and you have it all." 100LL and auto gas on the field, open front tee hangars and somewhat more • elaborate metal hangars. The park-like grounds are always well maintained. The soft, sandy soil just begs for aircraft camping, and we oblige. It's the friendliest and nicest bunch of people you could ever hope to meet. Sounds like a little bit of heaven, doesn't it? Well, friends, that's just what it is. Most of us try to arrive on Friday after­ noon. We set up camp under the pine trees and get ready to watch the other arrivals . .And here they come. Big ones, little ones, red and blue and white and green and tan and silver and every other color that you could imagine. It doesn't make any differ­ ence whether this is a person's first time or the tenth time, if they aren't with friends when they get there, they soon will be. Now, keep in mind, this is Friday after­ noon, and the volunteers are already here. They provide a supper, something to quench our thirst, talk around the camp fire and then it's sack time. Saturday morning always starts about 5:30 a.m. with a "Dawn Patrol" by those of early rising tendencies and abilities, and It's Exciting! It's for Everyone! everyone is up and at 'em for a full day of See this priceless coillection of rare, historically significant aircraft, all imaginatively displayed in the 830 to 500 p.m. flyin', talkin', lookin' and not just a little bit Monday thru Saturday of droolin' over the other guys airplane. world 's largest. most modem sport aviation HOURS 11000 a.m. to 5:00 p. m What a way to spend a weekend! museum. Enjoy the many educational displays and Sundays audio-visual presentations. Stop by-here's Closed Easter. Thanksgiving. Christmas After the day's flying is over, these won­ and New Years Day (Guided group tour derful "Brodheadians" open up "Waco something the entire family will enjoy. Just arrangements must be made tv.o weeks Willie's" hangar and cater in a dinner that minutes away! in advance). would roll back the eyes of Orsen Wells. CONVENIENT Remember, now, these folks are "volun­ teers." LOCATION The EAA Aviation Center is located on After we have all gorged ourselves, an Wittman Field. Oshkosh. Wis. -just off EAA Antique/Classic member, short wing Highway 41. Going North Exit Hwy. 26 or EAt.~~ FOUNDATION 44. Going South Ex it Hwy. 44 and follOW Piper pilot, disc jockey extraordinaire, .....~N Wittman Airfield signs. For fty-ins-free bus from Bilsler Flight Service. "Stimulating Steve" cranks up his ampli­ 414-426-4800 Oshkosh, WI 54903-3065 fier, speakers, records and tapes and, let 28 DECEMBER 1987 Where The Sellers and Buyers Meet...

$15.00. The Technique of Aircraft Building ­ 25e per word, 20 word minimum. Send your ad to $10.00 plus $2.00 postage. Send check or money The Vintage Trader, Wittman Airfield Oshkosh. WI 54903-2591. order to: ACRO SPORT, INC., Box 462, Hales Corners, WI 53130. 414/529-2609.

AIRCRAFT: PLANS: MISCELLANEOUS: Enjoy a VHS video flight with Donna and I around Bellanca 1947 - 150 Franklin, $7250. 316/778· POBER PIXIE - VW powered parasol - unlimited the border of the U.S. in our J·3 Cub. See Nova 1164. (12·2) in low-cost pleasure flying. Big, roomy cockpit for Scotia, New York City, Kitty Hawk, Key West, lost the over six foot pilot. VW power insures hard to in Texas! Mt. St. Helen, Expo '86.12,788 miles, 61 Piper J-3 Cub - Cont. 65. Fresh annual. Very beat 3'12 gph at cruise setting. 15 large instruction days, camping under the wing. $36.00 ppd, or book nice. Bill Clark, 814/234·4321. (12·1) sheets. Plans - $60.00. Info Pack - $5.00. Send and color pictures, $10.00 ppd. Make good gifts! check or money order to: ACRO SPORT, INC., Phil Michmerhuizen, 186 Sunset Drive, Holland, MI Stolp V Star - 90 Cont. 200 hrs. total A&E. Single Box 462, Hales Corners, WI 53130. 414/529-2609. 49423. (12-2) place, full aerobatic. Bill Clark, 814/234·4321 . (12· 1) ACRO SPORT - Single place biplane capable of SWISS WATCH REPLICAS! - Wholesaler! Pub· unlimited aerobatics. 23 sheets of clear, easy to lic Welcome! 100% satisfaction. Exchange guaran· 1947 Stinson 108-1 - Immaculate condition, re­ follow plans includes nearly 100 isometrical draw· teed! Goldplated! Warranty! Good weight and cent rebuild, new Ceconite and interior, fresh an­ ings, photos and exploded views. Complete parts color! Fabulous Promotion and Gift item! PROMO· nuaL Dual Nav-Comms. Best offer close to and materials list. Full size wing drawings. Plans TIONAL CHRISTMAS SPECIAL! Limited time $10 ,000 . 307/674-7944. (12-1) plus 139 page Builder's Manual - $60.00. Info offer! Order! Call! 404/963-3USA. (4-6) Pack - $5.00. Super Acro Sport Wing Drawing ­ ASP---..... TIM~. RE-UVE IT!

The fabulous times of Turner, Doolittle, Wedell and Wittman recreated as never before in this 600-page two-volume series. Printed on high grade paper with sharp, clear photo reprodUction. Official race results 1927 through 1939 - more than 1,000 photos - 3-view drawings - scores of articles about people and planes that recapture the glory, the drama, the excitement of air racing during the golden years. Vol. I (no. 21-14452) and Vol. " (no. 21-14451) are sold for $14.95 each, with postage charges of $2.40 for one volume and $3.65 for two volumes. Send your check or money order to: EM Aviation Foundation, Attn: Dept. MO, Wittman Airfield, Oshkosh, WI 54903-3086, 414/426-4800. Outside Wisconsin, phone 1-800-843-3612. STITS POLY-FIBER COVERING MATERIALS

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30 DECEMBER 1987 You've borrowed a buddy's air­ plane to fly the family to a re­ mote, grass landing strip for a weekend of camping. The weather is warm and the great outdoors beckons. Life doesn't get much better. , But what if your flight doesn't go as planned? AVEMCO wants you to be a protected pilot. Be­ fore you fly a borrowed, rented or flying club airplane, call AVEMCO for the best aviation insurance available. In most cases, the owner's in­ surance protects him, not you. If you have an accident, it is prob­ able that you will be sued and suffer financial loss (attorney's fees, court costs, judgments and more). AVEMCO, however, can help you protect yourself against potential financial loss. Deal direct with AVEMCO. You'll avoid time and confusion, while taking advantage of rates that are among the most competitive in the industry. We can even bind your insurance right over the phone. Be a protected pilot. Call AVEMCO today, toll-free.